Aberdeen City Council Local Transport Strategy 2008 to 2012
March 2008 Table of Contents
Table of Contents...... 2 List of Acronyms ...... 5 1. Introduction ...... 7 1.1 Why a Local Transport Strategy? ...... 7 1.2 What have we done?...... 8 1.3 Summary of Consultation ...... 8 1.4 Structure of the Document...... 8 2. Wider Context ...... 10 2.1 Introduction...... 10 2.2 National, Regional and Local Transport Strategies ...... 10 2.3 Planning Strategies ...... 12 2.4 Other Local Strategies and Plans...... 14 2.5 The Previous LTS...... 15 2.6 Aberdeen City’s Transport Network...... 16 3. Strategy Development and Appraisal...... 19 3.1 Introduction...... 19 3.2 Identification of Issues, Problems and Opportunities...... 19 3.3 Vision, Aims and Objectives Development...... 20 3.4 Strategy Option Generation and Sifting...... 20 3.5 Appraisal of Strategy Options...... 22 3.6 Identification of the Preferred Strategy ...... 22 3.7 The Role of Consultation...... 22 4. Vision, Aims and Objectives...... 24 4.1 Introduction...... 24 4.2 Vision...... 25 4.3 Aims ...... 25 4.4 Objectives...... 25 5. Outline Strategy ...... 27 5.1 Introduction...... 27 5.2 The Context...... 27 5.3 Our Approach ...... 28 6. Policies and Actions...... 32 6.1 Introduction...... 32
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6.2 Support ...... 36 6.2.1 Introduction...... 36 6.2.2 Strategic Rail Network...... 37 6.2.3 Ferry Services ...... 38 6.2.4 Air Services ...... 39 6.2.5 Trunk Road Network...... 40 6.2.6 Park and Ride Development...... 41 6.2.7 Freight ...... 42 6.2.8 Action Plans and Strategies ...... 43 6.2.9 Summary...... 44 6.3 Maintenance ...... 47 6.3.1 Introduction...... 47 6.3.2 Network Maintenance...... 47 6.3.3 Road Safety...... 51 6.3.4 CCTV...... 53 6.3.5 Summary...... 53 6.4 Management...... 56 6.4.1 Introduction...... 56 6.4.2 Car Parking ...... 56 6.4.3 Community and Demand Responsive Transport...... 58 6.4.4 Taxis...... 59 6.4.5 Enforcement ...... 62 6.4.6 School Travel and Young People ...... 62 6.4.7 Summary...... 64 6.5 Sustainable Development and Travel ...... 67 6.5.1 Introduction...... 67 6.5.2 Land Use Planning ...... 67 6.5.3 Travel Planning ...... 68 6.5.4 Information Awareness...... 72 6.5.5 Environment ...... 73 6.5.6 Summary...... 78 6.6 Improvements ...... 83 6.6.1 Introduction...... 83 6.6.2 Pedestrian Facilities ...... 83 6.6.3 Cycle Facilities ...... 85
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6.6.4 Powered Two Wheelers ...... 88 6.6.5 Bus Network and Service Accessibility...... 89 6.6.6 Traffic Management...... 93 6.6.7 Freight ...... 98 6.6.8 Summary...... 99 6.7 Additions ...... 104 6.7.1 Introduction...... 104 6.7.2 Access to Airport ...... 104 6.7.3 Access to Harbour...... 106 6.7.4 Urban Infrastructure ...... 106 6.7.5 Summary...... 108 7. Delivery of the LTS ...... 110 7.1 Introduction...... 110 7.2 How we will deliver this Strategy ...... 110 8. Monitoring ...... 113 8.1 Introduction...... 113 8.2 LTS Performance Indicators...... 113 8.3 Sources of Information ...... 114 8.4 Targets ...... 116 8.5 Annual Progress Reports ...... 116 9. Implementation Plan ...... 117 9.1 Implementation Plan...... 117
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List of Acronyms
ACC - Aberdeen City Council ACSEF - Aberdeen City and Shire Economic Forum AQMA - Air Quality Management Area AWPR - Aberdeen Western Peripheral Route BAA Aberdeen - British Airports Authority Aberdeen CCTV - Closed-Circuit Television CDB - Common Database CPGS - Car Park Guidance System CPZ - Controlled Parking Zone CT - Community Transport DDA - Disability Discrimination Act DMRB - Design Manual for Roads and Bridges DRT - Demand Responsive Transport GAE - Grant Aided Expenditure GIS - Geographic Information System HGV - Heavy Goods Vehicle HOV - High Occupancy Vehicle HOV Lane - High Occupancy Vehicle Lane ICT - Information and Communications Technology IHIE - Institution of Highway Engineers ITS - Intelligent Transport Systems JTW - Journey to Work LTS - Local Transport Strategy LVL - Large Vehicle Lane MTS - Modern Transport System NESCAMP - North East Safety Camera Partnership NESRFDG - North East Scotland Rail Freight Development Group NEST - North East Scotland Together NESTRANS - North East Scotland Transport Partnership NHS - National Health Service NTS - National Transport Strategy PHC - Private Hire Car PIP - Punctuality Improvement Partnership PTW - Powered Two-Wheelers (Motorcycles)
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RTPI - Real Time Passenger Information RTS - Regional Transport Strategy SCOTS - Society of Chief Officers of Transportation in Scotland SEA - Strategic Environmental Assessment SEPA - Scottish Environment Protection Agency SIMD - Scottish Index of Multiple Deprivation SMART - Specific, Measurable, Attainable, Relevant, Timed SMS - Short Message Service SNH - Scottish Natural Heritage SOV - Single Occupancy Vehicle SPP - Scottish Planning Policy STAG - Scottish Transport Appraisal Guidance SUDS - Sustainable Urban Drainage Systems TMO - Transport Management Organisation UTC - Urban Traffic Control VMS - Variable Messaging Signals
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1. Introduction
1.1 Why a Local Transport Strategy? This Local Transport Strategy (LTS) has been developed to set out the policies and interventions adopted by Aberdeen City Council to guide the planning and improvement of the local transport network over the next five 1 years. The Strategy follows relevant national guidance , and seeks to ensure that it fits with emerging and established local and regional land use and economic development policy, as well as the City’s Community Plan 2 Aberdeenfutures . The past decade has seen major changes in the organisation and operation of transport in Scotland, as well as an increase in the level of funding available to tackle the many problems faced. In 2000, Aberdeen City Council, along with other local authorities across Scotland produced its first Local Transport Strategy. More recently the Scottish Executive’s Transport White Paper in 3 2004, “Scotland’s Transport Future” , and subsequently the Transport 4 (Scotland) Act 2005 , heralded in a new era for the development of transport policy, and implementation of schemes in Scotland. • For the first time, there is a comprehensive National Transport Strategy. • Transport Scotland, an executive agency of the Scottish Government, has been created to deliver significant transport projects, manage the Scottish rail network, and provide a national concessionary fares scheme. • Statutory Regional Transport Partnerships and Strategies have been introduced, to replace existing voluntary arrangements – for the North East, Nestrans changes from a voluntary body to a statutory body. • Local Transport Strategies, developed by individual local authorities, need to be set within the context of the national and regional strategies. Overall, this LTS focuses on issues specific to Aberdeen, whilst also being aware of, and informed by, the wider context and inter-relationships that exist with Aberdeenshire and beyond.
1 Scotland’s Transport Future: Guidance on Local Transport Strategies, Scottish Executive, 2005 http://www.scotland.gov.uk/Publications/2005/03/20775/53775 2 Aberdeenfutures – The Community Plan, Aberdeen City Council, 2001 http://www.communityplanningaberdeen.org.uk/nmsruntime/saveasdialog.asp?lID=374&sID=61 3 Scotland’s Transport Future – The Transport White Paper, Scottish Executive, June 2004 http://www.scotland.gov.uk/Publications/2004/06/stfwp/0 4 Transport (Scotland) Act 2005, The Stationery Office, 2005 http://www.opsi.gov.uk/legislation/scotland/acts2005/20050012.htm
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1.2 What have we done? In preparing this LTS we have gone through a robust process that has included: • A thorough review of the progress made in delivering the 2000 LTS and how effective that has been. • An analysis of current trends and problems. • A review of the wider context which influences transport in Aberdeen, such as the economic, social and environmental well being of the City and the wider region. • During the summer of 2007, a wide ranging consultation with interested parties (including a survey of the City Voice Panel) to gather views on LTS objectives and possible strategy options and interventions (policies and projects). As a result of this work, this LTS sets out a balanced approach that the City Council believes will not only tackle the various problems and issues identified, but will also reflect a consensus on the way forward.
1.3 Summary of Consultation A key guiding principle of Aberdeen’s Community Plan is to agree a strategic vision for the area in consultation with the voluntary and private sector, and the community. With this aim in mind the LTS has been through a rigorous consultation process at each stage of its formation in order to determine how it can meet the transport needs of the people of Aberdeen. This culminated in the issue of a Consultative Draft LTS in May 2007 which, rather than present a specific strategy to the public, recognised that there was a need to have a proper debate on the pros and cons of specific interventions that could be implemented through the LTS. Consultation on the Consultative Draft LTS took place between May and July 2007, and involved workshops and meetings with key stakeholders, exhibitions, and questionnaires (using the City Voice Panel). The results from this consultation have been an important consideration in developing a Final Draft LTS, which was subject to a further final period of consultation between November 2007 and January 2008. The outcomes confirmed that there is support for a balanced strategy that addresses long-term issues.
1.4 Structure of the Document Following this introduction, Chapter 2 sets out the wider context within which this LTS has been developed, concentrating on the links between the LTS and the National and Regional Transport Strategies, as well as other Local and Regional Strategies. Consideration is given to the progress and achievements of the previous LTS produced in 2000. Brief analysis is also provided of the current and projected transport trends that this LTS must respond to. In Chapter 3, the Strategy development and appraisal process is discussed. This section outlines the key problems and issues that the LTS requires to address, and the outcomes of the appraisal process.
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The vision, aims and objectives that have been developed for this LTS are presented in Chapter 4. Chapter 5 defines the overall Strategy that has been proposed for this LTS, while Chapter 6 expands on this by setting out in more detail the policies and actions that have been developed to improve the local transport system over the course of this Strategy. Chapter 7 provides information on how the LTS will be delivered, with reference to potential funding sources, while Chapter 8 sets out the Council’s approach to performance monitoring and evaluation. Chapter 9 concludes by presenting the Implementation Plan, which collates the full list of actions and interventions set out throughout the LTS. Throughout the document we have included three types of caption boxes:
“You Told Us” Boxes – these provide information on the results gathered during consultation and serve to illustrate that this LTS has been shaped by genuine stakeholder involvement.
Context Setting Boxes – these provide context on some of the wider issues that the LTS must address, drawing on wider national and local research.
Case Study Boxes – these are used to highlight that this LTS is not starting from a blank canvas with the Council currently leading the way on various initiatives. These are also used to highlight some of the more innovative schemes that the Council could look to take forward in the future.
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2. Wider Context
2.1 Introduction This chapter sets out the background context within which this LTS has been produced, including: • an outline of the main national, regional and local plans and policies that have been considered in developing the LTS; • a brief overview of the progress made by the Council in delivering the previous LTS; and • an analysis of the current transport trends in the City which must be considered in shaping future transport policy.
2.2 National, Regional and Local Transport Strategies This LTS has been developed to address Aberdeen City’s transport priorities. However, the LTS is being developed within the wider policy framework provided by both the Scottish Government and Nestrans (the Statutory Regional Transport Partnership). This is shown in Figure 1 below.
National Transport Strategy
Regional Transport Strategy Policies Projects
Local Transport Strategy
Figure 1: Transport Strategy Hierarchy
2.2.1 The National Transport Strategy In December 2006, the Scottish Executive produced its National Transport 5 Strategy (NTS) which sets out the Scottish Government’s transport objectives and priorities for moving transport forward in Scotland over the next 20 years. This document introduces three new strategic outcomes, as follows:
5 Scotland’s National Transport Strategy, Scottish Executive, 2006 http://www.scotland.gov.uk/Publications/2006/12/04104414/11
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• improve journey times and connections between our cities and towns and our global markets to tackle congestion and provide access to key markets; • reduce emissions to tackle climate change and improve local air quality; and • improve quality, accessibility and affordability of transport to give people the choice of public transport and real alternatives to the car. These outcomes are designed to set the context for transport policy making and inform decision making over the next 20 years. The NTS outlined the intention that these outcomes will become the Scottish Government’s guiding principles when developing strategy and prioritising resources within Scotland.
2.2.2 Regional Transport Strategy In April 2006, following the enactment of the Transport (Scotland) Act 2005, Nestrans (the North East of Scotland Transport Partnership) became a statutory Regional Transport Partnership, with its first remit to draw up a 6 Regional Transport Strategy (RTS) . The RTS has been developed with a fifteen-year timeframe in mind, setting out a vision, objectives and delivery plan for addressing the strategic regional transport challenges facing Aberdeen City and Aberdeenshire over this period. It was submitted to Scottish Ministers for approval in March 2007. Taking the lead from the NTS, the Nestrans RTS includes four strategic objectives as follows: • to enhance and exploit the North East’s competitive economic advantages, and reduce the impacts of peripherality; • to enhance choice, accessibility and safety of transport, particularly for disadvantaged and vulnerable members of society and those living in areas where transport options are limited; • to conserve and enhance the North East’s natural and built environment and heritage and reduce the effects of transport on climate and air quality; and • to support a strong, vibrant and dynamic City Centre and town centres across the North East. These strategic objectives, in addition to a further twelve operational objectives, have provided the framework for the vision, aims and objectives developed for this LTS.
Context – Links between the NTS, RTS and LTS As shown in Figure 1, the NTS sits at the top of the hierarchy of transport plans in Scotland, and provides the context and strategic directions for how RTSs and LTSs should be developed. As statutory documents, the Regional
6 Regional Transport Strategy 2021, Nestrans, March 2007 http://www.nestrans.org.uk/db_docs/docs/Final%20RTS%20-%20March%202007.pdf
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Transport Strategies sit immediately beneath the NTS directing strategic transport improvements at the regional level with the Regional Transport Partnership providing support and direction for its constituent Councils. Local Transport Strategies, on the other hand, are non-statutory documents that set out the local vision, objectives and actions that the Council will deliver in the shorter term. While the RTS typically adopts a 10-15 year vision, the LTS is developed in the context of a 3-5 year timescale and is more in keeping with a local implementation plan. Nevertheless, it is important that the shorter term interventions help to build towards the longer term vision at national, regional and local level. In developing this LTS, close attention has therefore been given to ensuring that the policies and actions promoted within the LTS are compliant, consistent and complementary of both the NTS and RTS and supports the delivery of these documents. In recognition that much of the commuter congestion at bottlenecks around the City is the result of high levels of commuting by Aberdeenshire residents and that the nature of travel increasingly cannot be distinguished by authority boundaries, this LTS has also been developed in consideration of 7 Aberdeenshire Council’s LTS . At the forefront of this document, which was published in April 2007, is the necessity to encourage travel behaviour change to more sustainable modes. We support this view and will continue to work with partners at Aberdeenshire Council and Nestrans to achieve this.
2.3 Planning Strategies Closely related to the transport strategies influencing this LTS are the local and regional planning strategies and legislation. Together, these provide the framework which guides local development priorities.
2.3.1 National Planning Guidance Relevant national planning guidance is set out in the National Planning 8 9 Framework , Scottish Planning Policy 17 (Planning for Transport) and 10 Planning Advice Note 75 . Emphasis is placed on securing integration of transport and land-use policies, ensuring that development is located in the most sustainable locations, and reduces the need to travel. In assessing development planning applications, Aberdeen City Council will continue to request that transport assessments are undertaken in accordance
7 Local Transport Strategy 2007 / 2010, Aberdeenshire Council, 2007 http://www.aberdeenshire.gov.uk/transportation/lts/index.asp 8 National Planning Framework for Scotland, Scottish Executive, 2004 http://www.scotland.gov.uk/Publications/2004/04/19170/35317 9 Scottish Planning Policy 17: Planning for Transport, Scottish Executive, 2005 http://www.scotland.gov.uk/Publications/2005/08/16154406/44078 10 Planning Advice Note: PAN 75 - Planning for Transport, Scottish Executive, 2005 http://www.scotland.gov.uk/Publications/2005/08/16154453/44538
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11 with “Transport Assessment and Implementation: A Guide” , as well as the guidance set out in the aforementioned documents.
2.3.2 Structure Plan 12 North East Scotland Together (NEST) is the Structure Plan for Aberdeen City and Aberdeenshire and outlines the regions’ strategic land-use policy for the period 2001 to 2016. While a new Structure Plan is currently being developed, the existing Plan contains a number of core land-use planning objectives that are relevant for the LTS, including: • to integrate land use and transportation and ensure that development is well related to public transport, especially on the main communication corridors; and • to create a long-term framework for the communications network, giving preference to public and freight transport, cycling, walking and telecommunications. The LTS recognises that a strong land-use policy framework that resists development in unsustainable locations and reduces the need to travel is essential to supporting the LTS vision for a sustainable transport system. This builds on guidance from the national level, such as Scottish Planning Policy 17: Planning for Transport, which emphasises that transport can no longer be an afterthought in the development planning process – an ethos supported by this LTS.
2.3.3 Local Plan 13 ‘Green Spaces | New Places’ is the Finalised (draft) Aberdeen Local Plan. Published in 2004, the Local Plan provides more detailed policy and allocation of land use within Aberdeen City. Proposed Modifications to the Finalised Aberdeen Local Plan were published in January 2008, in which land for development is allocated following a pattern of compact peripheral expansion in areas well served by extendable public transport routes and potentially pleasant and safe routes for non-motorised modes. This strategy is considered to be the best way in principle to maximise use of public transport and non-motorised modes and to minimise the perceived need to use cars. The LTS supports this approach and will seek to improve access and movement, while promoting sustainable travel opportunities that encourage Aberdeen’s residents to enjoy the networks of green space established by the Finalised Aberdeen Local Plan. The Finalised Aberdeen Local Plan also acknowledges the planned development of the Aberdeen Western Peripheral Route (AWPR), stating that
11 Transport Assessment and Implementation: A Guide, Scottish Executive, August 2005 http://www.scotland.gov.uk/Resource/Doc/57346/0016796.pdf 12 North East Scotland together - Aberdeen and Aberdeenshire Structure Plan 2001 – 2016, Aberdeen City and Aberdeenshire Councils, 2002 http://www.nest-uk.net/ 13 Green Spaces: New Places – The Finalised Aberdeen Local Plan, Aberdeen City Council, 2004 http://www.aberdeencity.gov.uk/local_plan_web_pages/plan_index.asp
Page 13 the AWPR should free up road capacity in the urban area, providing the opportunity to reallocate more road space to buses and other priority modes of transport. Going forward, it will be important that the LTS and Local Plan teams continue to work together in order to realise the full benefits of this road.
2.4 Other Local Strategies and Plans In developing this LTS we have sought to ensure that it also supports local and regional economic, environmental, community and social policies and plans of the Council and its partners. Figure 2 below outlines the main local strategies and plans that this LTS links to and supports. Appendix A expands upon this by presenting a policy review of the key documents that the LTS supports. Corporate Plan
Local Plan NEST Structure Plan
Community Plan ACSEF Strategy Local Housing Strategy Aberdeen and Grampian Tourism Strategy Core Paths Plan Local Transport Strategy Joint Health Outdoor Access Action Plan Strategy
Cycle Strategy Urban Realm Strategy Active Aberdeen Aberdeen Community Strategy Regeneration Strategy Environment Strategy
Figure 2: Other Strategies supported by the LTS
Aberdeen City Council recognises that the effective delivery of this LTS will be dependent on close working and co-operation with a wide range of stakeholders. The way that the LTS connects with the NTS, RTS and the range of regional and national policy and guidance frameworks will be instrumental in ensuring the achievement of the vision set out in this LTS. In turn the effective delivery of this LTS will support a range of national and regional strategies as well as other internal strategies such as the Core Paths 14 15 16 Plan , Urban Realm Strategy , Housing Strategy and Regeneration 17 Strategy .
14 www.aberdeencity.gov.uk/ACCI/web/site/WalkingCycling/SL(WalkingCycling)/pla_corepaths.asp 15 Aberdeen City Centre Urban Realm Strategy, Aberdeen City Centre Partnership http://www.aberdeencity.gov.uk/ACCI/web/site/Planning/SL/pla_UrbanRealm.asp 16 Aberdeen Local Housing Strategy 2004-2009, Aberdeen City Council, April 2004 http://www.aberdeencity.gov.uk/ACCI/nmsruntime/saveasdialog.asp?lID=3703&sID=1899 17 Aberdeen Community Regeneration Strategy: Closing Our Gaps, October 2004 http://www.communityplanningaberdeen.org.uk/nmsruntime/saveasdialog.asp?lID=827&sID=362
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2.5 The Previous LTS Another element that has shaped the development of this LTS has been the results and lessons learned from the implementation of the previous LTS. Aberdeen’s first LTS, produced in 2000, reflected the need to manage traffic so that traffic levels were reduced. Whilst a key requirement was to reduce the need to travel by all types of transport, especially by car, the emphasis was on respecting peoples’ wish to own cars whilst encouraging the use of alternatives where they were available, providing a better choice of alternatives and reducing car dependency. Three broad and underlying themes were identified as necessary to bring this about. • The introduction of appropriate facilities to enable people to choose an alternative to the car. • Increasing public awareness of the importance of individuals’ travel choices and the problems that will occur in the future if new travel patterns are not adopted. • Supporting development plan processes, aiming to locate different types of development close together so that people did not have to use cars to get between them. (For example more homes located near shops and work). Analysis has been undertaken of the progress made in delivering the objectives and targets set out in the previous LTS. A full analysis of the progress made is set out in Appendix B. Since 2000, some of the schemes and policies outlined in the previous LTS have been implemented. These include programmed interventions such as controlled parking and bus and cycle improvements. However, despite this progress, the key outcome targets relating to reducing traffic growth, decreasing single occupancy car travel and increasing the proportion of the City’s population using sustainable travel modes (i.e. walking, cycling, and public transport) have not been achieved. This is shown in Figure 3.
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Aberdeen Travel to Work Modal Split 120 Other Rai l 100 Bus Bicycle Walk 80 Passenger Driver
% 60
40
58 60 59 52 20
0 1999/2000 2001/02 2003/04 2005/06
Figure 3: Travel to Work Modal Split in Aberdeen, Scottish Household Statistics
It is recognised that the Council’s previous targets for modal split were very demanding. These were based on the delivery of some very ambitious plans for bus priority and re-allocation of road space which have not been delivered. A key lesson learned from this, and a sentiment echoed during consultation on this LTS, is that if real progress is to be made in delivering our objectives difficult decisions need to be taken if the current modal share of car journeys is to be reduced. As many stakeholders stressed during the various consultation activities undertaken in preparing this LTS, there is a need for “less talk and more action”.
2.6 Aberdeen City’s Transport Network This LTS has also been developed in light of analysis of current and future transport trends. Some of the main trends are summarised below, whilst fuller details are provided in Appendix C. • In terms of modal split, the proportion of journeys to work by car in Aberdeen has risen from 61% in 1999/2000 (52% as the main driver, 9% as passengers) to 63% in 2005/2006 (59% as the main driver, 4% as passenger). This is in contrast to a 2% decline in Glasgow and a 4% decline in Edinburgh. • In 2005/2006, 14% of City residents walked to work in Aberdeen City, which is slightly higher than the 13% national average for Scottish urban areas. • Levels of cycling to work were 2% in Aberdeen City in 2005/2006, which is in line with the national average • In terms of car ownership, Aberdeen has the highest number of cars per household of Scotland’s principal cities. It is important, however,
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that this does not mask the fact that there are still almost a third of households in Aberdeen that do not have access to a car. • Car use in the City is also high, with 42% of Aberdeen residents using a car every day compared to 41% in urban Scotland as whole. • According to Scottish Transport Statistics, road traffic levels on Aberdeen’s roads increased by 5.8% between 2002 and 2006, which is higher than the levels of growth in Dundee, Glasgow and Edinburgh. Local monitoring between 2002 and 2006 revealed rates of growth ranging from -6% on Union Street to +11% on Wellington Road. This variation in traffic growth patterns is likely to be influenced by a number of factors including: o the dispersal of residents from the City to the surrounding areas, particularly where employment and shopping journeys are still made to the City; o the growth of peripheral employment sites; o the growth of housing areas (in Aberdeenshire) particularly to the south and west of the City; and o congestion inhibiting traffic growth on some routes and diverting to less congested routes. • The knock-on impacts of Aberdeenshire’s transport trends on the City’s transport network also require consideration in developing transport strategies for the City. For example, Aberdeenshire has the highest number of cars per head of population in Scotland, and the Aberdeenshire road network experienced traffic growth rates of over 11% between 2000 and 2006. • Travel to work by bus is currently up on previous years, standing at 17% in 2005/2006, compared to 12 or 13% on previous years. This is well above the Scottish average of 12% but slightly less than the figure for urban Scotland as a whole, which currently stands at 18%. • Bus use is relatively low in Aberdeen, although investment in improved services and fleet has resulted in growth in recent years. This may appear to contradict the previous bullet point, although the distinction needs to be made between a reduction in the proportion of trips to work by bus, and a general increase in levels of bus use throughout the whole day. The introduction of the national concessionary fares scheme will also have contributed to bus patronage increases. • Patronage levels on Park and Ride services in Aberdeen have generally been static or in decline. Recent snapshot car park occupancy surveys indicated that Bridge of Don (600 spaces) had a utilisation rate of 85%, while Kingswells (950 spaces) was just 35%. • Survey findings on views on buses show that residents in Aberdeen hold more positive views than other areas with regards to running on time, frequency, meeting needs, personal safety/security and information. However, City residents were more negative than
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residents of Scotland’s urban areas as a whole with regard to interchange and value for money. • Cost comparisons of monthly bus tickets in each of Scotland’s cities reveal that the cost in Aberdeen is considerably higher than in other cities. The cost of public transport has also risen higher than the cost of living, while the cost of motoring has actually decreased in real terms. • In Aberdeen City Centre, the cost of car parking has not increased in line with the cost of living. For example it has cost £1.80 for one hour on-street parking in the City Centre since 2002. The same applies for off-street car parks operated by the Council. Free parking provided by employers, plus the provision of company cars are also central to explaining the high car use levels for journeys to work in Aberdeen. • While the rail network in the North East is very limited and less than 1% use rail for travel to work in the City, rail services play a vitally important role in terms of providing connectivity to the rest of Scotland and the UK, particularly for business and leisure trips. • Aberdeen Airport has experienced the fastest passenger growth of all Scottish airports over the past few years, handling over 3.4 million passengers per year. It is also the world’s busiest heliport, handling over 35,000 helicopter movements every year, the majority serving the off-shore oil and gas industry. • Aberdeen Harbour is among Scotland’s major ports, annually handling over 5 million tonnages of cargo, valued at approximately £1.5 billion, to a range of industries. Passenger numbers on the Northern Isles ferry service have also continued to increase over the same period, with latest statistics showing that 141,000 passengers passed through the port in 2006. • An annual average of 15.4 million tonnes of freight moved within the Grampian region between 2000 and 2004; much of this is high bulk items moving short distances, which emphasises the importance of the local road network for the transport of freight.
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3. Strategy Development and Appraisal
3.1 Introduction This chapter describes how the LTS has been developed, and details the main findings from the appraisal of alternative strategic approaches. The LTS has been developed in accordance with the Scottish Transport Appraisal Guidance (STAG) methodology, and consideration is given to the problems, issues and opportunities identification process; consultation; option generation and sifting; and option appraisal outcomes.
3.2 Identification of Issues, Problems and Opportunities The first stage was to understand the key problems, issues and opportunities that the LTS actions and policies should be designed to address. A range of consultation exercises were undertaken to help identify problems and issues with transport in Aberdeen. These problems and issues were then verified using the available evidence. The following problems and issues were identified, and these have subsequently been taken into account in developing this LTS. To identify linkages, they have been grouped under the National Transport Strategy Objective categories.
Economy ♦ Congestion at key locations and times in the City ♦ Lack of non car options for circumferential and non-radial journeys ♦ Poorly maintained roads (and pavements) ♦ High cost of bus fares ♦ Limited rail travel opportunities ♦ Poor quality of connections to the rest of Scotland and beyond
Safety and Security ♦ Road accident levels could be reduced further ♦ Perception of personal safety and security has deteriorated, particularly after dark
Environmental ♦ Poor air quality particularly in the City Centre ♦ Increased carbon emissions from congestion and traffic growth ♦ Noise from aircraft and traffic is problematic in some areas
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Accessibility ♦ High fares on public transport ♦ Barriers to the use of public transport (comfort, direct journeys, travel times) ♦ Poor accessibility for socially excluded groups due to lack of non radial public transport networks ♦ Lack of direct rail and air routes beyond Scotland ♦ Single operator ticketing for public transport users
Integration ♦ Dispersed development patterns create car dependency ♦ The dispersal of population from the City to the country increases car use ♦ Barriers to interchange for passengers and freight ♦ Barriers to walking and cycling ♦ Slow progress in completing projects
3.3 Vision, Aims and Objectives Development Following analysis of the problems, issues and opportunities, and outcomes from consultation, an overriding vision, aims and series of objectives have been developed for the LTS. These are presented in Chapter 4.
3.4 Strategy Option Generation and Sifting During the early development of this LTS, five initial strategic options were generated and appraised. Outcomes of this work demonstrated that whilst two of the options would be successful in meeting the objectives, they were also associated with a number of implementability issues. It was clear that there was a need – as part of the consultation process – to have a proper debate on the pros and cons of the key features of the strategic options. Meanwhile, the finalisation of the Regional Transport Strategy and the National Transport Strategy provided a context in which to re-define the strategic options. Accordingly, three strategic options were developed, informed from outcomes of the earlier work, but also from the framework provided by the National and Regional Transport Strategies. These options are described below while Figure 4 illustrates the process that has been gone through to arrive at the preferred option presented as this LTS.
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STAGE 1 – Preparatory work on Five Strategic Options
STAGE 2 – Three Strategic Options
Positive Encouragement
Do Minimum Pro Active Encouragement
STAGE 3 – Final Preferred Strategic Option
Figure 4: Strategic Option Generation and Sifting
Option 1 – Do Minimum – encourage sustainable travel: This option can be regarded as the base option and essentially is “business as usual”. Past experience suggests this would not be successful in meeting the objectives set for achieving the vision. Its main purpose was to act as a baseline for comparing the other options. Option 2 – Positive Encouragement – “locking in” the benefits of AWPR and RTS schemes: This option represents a concerted effort by the Council to promote the use of sustainable transport modes and utilise capacity released by the committed schemes to improve the effectiveness of sustainable travel modes. Option 3 – Pro-active Encouragement – managing demand for transport and increased investment: This option assumes more significant intervention by the Council by not only promoting the use of sustainable transport modes but also discouraging use of cars, particularly for journeys to work in the City Centre.
You Told Us… During consultation, concern was expressed that by supporting a Pro-Active Encouragement approach for one intervention, this would also mean that the stakeholder supported a Pro-Active Encouragement approach across the whole of the LTS. For clarification, it was an underlying assumption of the consultation into the Consultative Draft LTS that a hybrid of the three broad scenarios would most likely result as the Preferred Strategy as opposed to the hard and fast adoption of one approach across all interventions. This hybrid is reflected in the range of policies and interventions that are outlined as part of our Outline Strategy set out in Chapter 5.
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3.5 Appraisal of Strategy Options A STAG appraisal has been undertaken, and a summary of the anticipated impacts of the Preferred Strategy is presented as an Appraisal Summary Table included as Appendix D. For the purposes of the SEA, the preferred package of measures arising from the results of consultation on the Consultative Draft LTS and the STAG appraisal have been collated and assessed.
3.6 Identification of the Preferred Strategy Based on the outcomes of the appraisal and consultation work, our Preferred Strategy is set out in Chapters 5 and 6. The Preferred Strategy consists of a hybrid of the three strategic options. Going forward, using a hybrid of the better performing policies and interventions contained within the three broad scenarios, and achieving a balance between carrot, stick and innovative measures is seen as key to delivering the vision, aims and objectives of the LTS.
3.7 The Role of Consultation The LTS has benefited from genuine stakeholder input throughout its development. Initial consultation confirmed problems and opportunities, and also facilitated appraisal of possible strategic options. In summer 2007, there was further detailed stakeholder and community engagement with respect to a Consultative Draft LTS. Rather than present a specific strategy to the public, the Draft was deliberately open and outlined the full range of options that the Council could look to implement through the LTS. Following the results of consultation, a Final Draft LTS was produced which provided the opportunity for the community and stakeholders to comment on the preferred package of measures. The results from the various consultation exercises are highlighted throughout Chapter 6 to emphasise that the actions and policies that we have taken forward are those that received a level of stakeholder buy-in during consultation. In addition, Consultation Reports outlining the full list of survey results and comments received on the Consultative Draft LTS and the Final Draft LTS are available on the Council’s website as separate supporting reports.
Case Study – Consultation Undertaken in Developing this LTS Consultation on the Consultative Draft LTS took place between May and July 2007 and used a variety of means to encourage feedback. The Draft document was distributed to approximately 350 stakeholders and included contacts from Nestrans and Aberdeenshire Council; business and commerce; transport operators; the emergency, health and education services; organisations representing heritage, the environment, the mobility impaired; transport interest groups, community councils and other community groups. The document was also available for viewing at all Council offices, libraries
Page 22 and community centres in Aberdeen, as well as online. To facilitate feedback, an LTS questionnaire was distributed along with the Consultative Draft LTS and made available for completion online on the Community Planning website. The questionnaire was also included in the June 2007 City Voice Survey, which was distributed to approximately 1000 City Voice Panellists across the City. In addition, workshops brought together a mix of transport, business and community representatives from a range of sectors in the North East, to debate the future transport issues facing Aberdeen and the measures that should be implemented to address these. Presentations were also made to key groups, such as the North East Transport Consultative Forum and the Aberdeen City Civic Forum, while LTS exhibitions were staged at the Central Library and the Trinity Shopping Mall. Based on the results of consultation on the Consultative Draft LTS, a Final Draft LTS was developed for consultation. Public consultation on this document took place between November 2007 and January 2008 with the document circulated to those stakeholders consulted during the earlier consultation and also made available on the Council’s website.
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4. Vision, Aims and Objectives
4.1 Introduction This LTS needs to set out how national and regional transport objectives will be achieved at the local level. It must also demonstrate how local problems will be addressed. Consequently, the process of identifying the Vision, Aims and Objectives for Aberdeen’s LTS has been a combination of “top down” and “bottom up” approaches. National and regional transport and other policy area strategies have provided the framework within which Aberdeen’s specific transport problems and issues can be tackled. Figure 5 below illustrates the interrelationship between the national and regional strategies and the local problems and issues identified through consultation.
National Regional Transport Transport Strategy Strategy
Structure Plan, National Local Plan LTS Economic, Environmental Local Economic Strategy Vision & Objectives & Social Community Plan Policy Guidance
Agreed Problems & Issues
Consultation Analysis of Trends on Problems & Issues & Problems
Figure 5: LTS Vision and Objectives Development
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4.2 Vision The vision for the Aberdeen City LTS is to develop “A sustainable transport system that is fit for the 21st Century, accessible to all, supports a vibrant economy and minimises the impact on our environment”.
You Told Us… In response to our previous vision, “A transport system for all that supports a sustainable economy”, it was stated that the use of “sustainable” was confusing, there was a need to be more specific about the economy and carbon emissions, and the Council needed to be more aspirational. We have taken these comments on board and developed a vision that effectively conveys our aspirations to be a leading Council and deliver an exemplary, sustainable transport system.
4.3 Aims Taking our lead from the national transport objectives (economic growth; safety and security; environmental protection; social inclusion and accessibility; and integration), outlined in the Transport White Paper and restated in Scotland’s National Transport Strategy, we have developed five high level aims, as follows. 1. Support and contribute to a thriving economy for Aberdeen City and its region. 2. Ensure a safe and secure transport system. 3. Minimise the environmental impact of transport on our community and the wider world. 4. Ensure that the transport system is integrated and accessible to all. 5. Ensure that our transport policies integrate with and support sustainable development, health and social inclusion policies.
4.4 Objectives The objectives developed for this LTS are set out below.
4.4.1 Economic 1. To minimise and improve reliability of journey times for people and goods through Aberdeen’s transport networks. 2. To improve the condition of the road, footway and cycle networks. 3. To increase the share of travel by the most sustainable modes to promote economic growth without associated traffic growth. 4. To support improvement of regional, national and international connections to Aberdeen whilst locking in benefits locally.
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4.4.2 Safety and Security 1. To continue to reduce road casualties. 2. To reduce the incidence of vandalism and assaults on public transport. 3. To improve the perception of safety of public transport.
4.4.3 Environmental 1. To reduce carbon emissions from road transport. 2. To ‘lock in' the environmental benefits of the AWPR and other improvement schemes. 3. To reduce levels of air pollution throughout the City. 4. To reduce the levels of noise pollution, particularly in the City Centre and around the airport.
4.4.4 Accessibility 1. To improve accessibility (network and cost) to jobs and services to support social inclusion. 2. To reduce the relative cost of using the City’s public transport system. 3. To improve the ease of use of the City’s public transport system.
4.4.5 Integration 1. To facilitate and support land use development adjacent to sustainable transport corridors and nodes (hubs). 2. To promote transfer of freight from road to rail and sea. 3. To promote healthy living by encouraging safe walking and cycling.
National guidance supports the development of SMART objectives – those that are Specific, Measurable, Attainable, Relevant and Timed. The framework adopted for the LTS objectives has been based on the categories identified by the NTS and also those adopted by the RTS. Appendix E provides further information on the objective development process, including a matrix demonstrating the compatibility of the LTS objectives with those of the NTS and RTS, and also illustrates how the LTS objectives are linked back to the problems and issues identified at the start of the LTS process. It is also important that the objectives are measurable and can be underpinned by performance indicators. Guaranteeing that the objectives can each be measured means that real progress will be clearly identifiable when the LTS is next reviewed.
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5. Outline Strategy
5.1 Introduction Aberdeen City’s LTS does not exist in isolation. A significant body of work has been done in recent years to produce the strategic framework within which this LTS is being developed, as outlined in both National and Regional Transport Strategies. This LTS has been developed, therefore, to complement and exploit the benefits that will accrue from this work.
5.2 The Context The Regional Transport Strategy, and the Modern Transport System before it, has put in place the development of a number of key transport projects. These projects will enhance the City Council’s ability to deliver integrated transportation programmes, helping tackle the range of problems identified in this strategy, and thus deliver the vision, and aims and objectives. In particular, enhancements to the road network at key pinch points within and approaching the City offer the opportunity to improve the management of traffic generally, and to facilitate some re-prioritisation of the use of network capacity. Looking just beyond the timescale of this strategy (2008 – 2012), the building of the Aberdeen Western Peripheral Road (AWPR) will provide a range of opportunities to reorganise the use of the City’s road network. A key justification of this new road is that when completed it will free up capacity on the City’s existing road network, thereby reducing congestion, pollution and journey times. However, without further intervention, it is highly likely that these benefits would be quickly eroded due to ongoing traffic growth. What are needed are measures that preserve, or “lock-in” the congestion, pollution and journey time benefits of the new road. This can be achieved by using available road capacity to provide additional priority to sustainable modes of transport. Studies are currently being conducted to develop management techniques and potential schemes that will achieve this “locking- in” of the benefits. A key task for this LTS is, therefore, to demonstrate the effectiveness of some of these techniques; gain experience of the methodologies; and be able to have designed – and be ready to implement – a package of “lock-in” projects when the AWPR comes on stream. The consultation process described in Chapter 3 sought to examine the options available to the Council and to discuss openly the local implications of a range of interventions that would address the local problems and issues within the context of the Regional and National Transport Strategy framework. Key conclusions that we have drawn from that consultation process are: • there is a general acceptance that we should aim to be less car dependent and move to a position where we make more use of sustainable forms of transport or, indeed, travel less;
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• there is a desire that our transport infrastructure and services should be well maintained and safe to use; • our City should be planned so that all our citizens have easy access to jobs and services; and • we need to ensure ease of access to key commercial and industrial areas.
5.3 Our Approach Our Vision, Aims and Objectives set out in Chapter 4 have been developed through several rounds of consultation. These, together with the key consultation conclusions on the options available to the Council to improve the City’s transport system, have been used to develop our strategy. In summary, our Strategy can be defined as follows. We will: Support our partners in the development of the region’s transport infrastructure and services by: • Working together to achieve implementation of: o AWPR; o Improvements to A90 Haudagain Roundabout; o Improving access to Aberdeen from the south, including tackling the bottlenecks around the Bridge of Dee; o Aberdeen City and Shire Park and Ride / Choose sites on the A96 at Chapelbrae; the A947 to the north west of the City; the A90 south of Aberdeen; and the A93 near Banchory; o Guild Street Interchange; o A90 Balmedie/Tipperty dualling; and o Laurencekirk station re-opening. • Working together to produce: o A Rail Action Plan; o A Regional Parking Strategy; o A Regional Bus Action Plan; o A Regional Health and Transport Action Plan; o A Regional Freight Strategy; and o A Regional Road Casualty Reduction Strategy. • Working together to lobby for: o Shorter rail journey times to Glasgow, Edinburgh and England; o An improved range of destinations from Aberdeen Airport to remove the need for local people to travel to Edinburgh and Glasgow for direct flights; and
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o Ongoing use of Aberdeen Harbour as the mainland port for the Northern Isles ferry service. • Working together to facilitate: o Freight mode shift to rail and sea; and o Rail gauge enhancement.
Maintain our transportation assets, so that they are safe and fit for purpose, by: • Increasing investment in maintenance of our roads, foot and cycle ways, bridges, lighting and other infrastructure, such as traffic signals, to address the historic backlog; • Continuing to implement 4 Es measures (Engineering, Enforcement, Encouragement and Education) to improve road safety; and • Developing CCTV coverage in the City Centre.
Manage the use of our transportation assets and services by: • Revising parking charge levels and structures so that they favour shorter stay, business, shopping and visitor trips, whilst protecting residents’ ability to park near their homes and supporting the vitality of the city centre; • Permitting taxis and private hire cars, for an initial trial period, to use bus lanes and high occupancy vehicle lanes, whether carrying passengers or not; • Ensuring effective enforcement of traffic regulation orders to achieve our traffic management objectives; • Supporting and co-ordinating the operation of community transport schemes, including the dial-a-bus services; and • Managing the operation of transport and travel planning services for school travel and young people, including undertaking school travel plan demonstration projects for selected schools, to identify where network investment can reduce car trips.
Promote the use of sustainable transport modes by: • Ensuring land use plans and development management support sustainable travel and do not encourage car dependency; • Encouraging the development of travel plans for all major employers within the City. The City Council will lead by example by: o Increased promotion of walking and cycling for local trips; o Promotion and extension of the Council’s car pool; o Development of a City Car Club and continued promotion of car- sharing;
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o Consideration of incentives for car-sharers (and drivers of more environmentally friendly vehicles), such as preferential parking; o Increased promotion of flexible working and other measures that can reduce business mileage (e.g. video- and tele- conferencing); and o Introduction of salary sacrifice schemes to promote the use of cycling and public transport. • Promoting the need to “think global, act local” and highlighting the need to address local air quality and noise pollution problems through more innovative and targeted awareness raising campaigns; and • Supporting regeneration projects that increase the liveability of our City e.g. supporting initiatives that make our outdoor public realm more attractive (for walking, cycling, shopping etc.).
Improve our transport infrastructure and services by: • Promoting walking and cycling as a means of travel and recreation. This will be through improved awareness raising and information campaigns, and improving walking and cycle routes and facilities throughout Aberdeen with the ultimate aim to form a complete, holistic foot and cycle path network for the City. The development of the City’s first Core Paths Plan and ongoing enhancement of walking and cycling infrastructure and facilities will assist this; • Working with partners to provide a safe environment for motorcyclists and improving parking facilities for Powered Two Wheelers; • Working with bus operators to deliver a more effective Quality Bus Partnership (potentially leading to a Statutory Quality Partnership). Through this Partnership, the City Council will commit to: o reducing the actual running time of bus services and the relative journey times by bus compared to other vehicles by investing in improved bus passenger priority measures including greater enforcement of existing bus lanes and the introduction of urban traffic controls; o developing Punctuality Improvement Partnerships progressively to improve bus running speeds relative to other vehicles; o continued investment in bus stop/shelter facilities; o creating interchange facilities to support network expansion; o providing real time information; and o increasing investment in non-commercial services. • In return, the City Council will seek from the bus operators: o improved fleet provision (Euro 4 compliance; DDA compliance; CCTV); o support for network expansion;
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o improved passenger information - paper and web based; o action on inter-availability of tickets; o commitment to providing fare incentives for passengers buying longer period tickets and investigating e-commerce options to reduce the perceived cost of travel; and o commitment to reinvest resources saved by improved bus running speeds into new links or increased service levels. • Keeping under review the effectiveness of this partnership approach, for example in relation to fare levels, and considering whether more radical approaches are required; • Pilot new public transport services, particularly circumferential bus services linked to industrial estates (and potentially schools); • Reviewing the operation of Park and Ride sites and identifying ways of improving usage; • Improving network capacity (easing pinch points) and using prioritisation of road space to support sustainable modes: o For example, improve Wellington Road corridor. Provide High Occupancy Vehicle Lane on Stonehaven Road and Large Vehicle Lane on Wellington Road. • Implementing new and improved Intelligent Transport Systems (ITS) to manage traffic flows across the City and aid prioritisation of sustainable transport modes; • Improving the Berryden Corridor; and • Improving facilities for freight, including improved access to the harbour and the continued promotion of the provision of a secure lorry parking site.
Add to our transport infrastructure and services by: • Working with BAA Aberdeen and others to ensure the delivery of its Aberdeen Airport Surface Access Strategy; • Provision of improved links between the Northern Isles Ferry Terminal and Bus / Rail Stations; • Delivering Union Street Pedestrianisation once alternative traffic capacity has been provided; and • Developing an integrated transport scheme to improve Access from the North (including the Third Don Crossing) with walking, cycling and public transport priorities “locked in”.
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6. Policies and Actions
6.1 Introduction This section explains, first of all, the context within which this LTS is set and the role it has in supporting national and regional initiatives that flow from the National and Regional Transport Strategies. Secondly, it provides detail on the policies and actions that are proposed in order to deliver the strategy outlined in the previous chapter. The policies and actions have been structured in a way that reflects how the Council will intervene to achieve its vision, looking in turn at how it: ♦ Supports partners in the development of the region’s transport infrastructure and services; ♦ Maintains its transportation assets; ♦ Manages its transportation assets and services; ♦ Promotes the use of sustainable transport; ♦ Improves its transport infrastructure and services; and ♦ Adds to its transport infrastructure and services.
It should be stressed that the successful implementation of an integrated transport strategy will be dependent on delivery and commitment on all aspects of the Strategy, as opposed to implementation of cherry-picked schemes. Figure 6 illustrates the relationship between the categories of intervention and the types of intervention within each category. Structuring the Strategy in this way means that we do not focus on actions for each mode in isolation. Instead, the relative needs of each mode are considered under each of the Council’s areas of responsibility. This can ensure that despite many of the policies and interventions being progressed by different teams within the Council, all are working towards a shared remit. The approach allows actions to be taken forward in a more integrated manner and, for example, that the maintenance impact of new infrastructure is more readily identified and dealt with.
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"A sustainable transport system that is fit for the 21st century, accessible to all, supports a vibrant economy and minimises the impact on our environment" Support and contribute to a thriving economy for Aberdeen Road Safety City and its region
Network Maintenance CCTV
Ensure a safe and secure Car Parking Pedestrian Facilities Maintenance transport system Cycle Facilities Community Transport and DRT Powered Two Wheelers Enforcement Management Bus Network and Service Accessibility Taxis Minimise the environmental Improvements Traffic Management impact of transport on our community and the wider world School Travel & Young People Freight
Sustainable Access to Airport Development Land Use Planning and Travel Access to Harbour Ensure that the transport Travel Planning Additions Urban Infrastructure system is integrated and Environment accessible to all Information Awareness
Ferry Services Ensure that our transport Strategic Rail Network policies integrate with and Trunk Road Network support sustainable Air Services Support development, health and social inclusion policies Freight Action Plans and Strategies
Park and Ride Development
Figure 6: LTS Intervention Categories
Page 35 6.2 Support
6.2.1 Introduction This section of the LTS considers those transport schemes which are important features of the Strategy, but which are being promoted and developed by other bodies. This is because the elements being considered are either not the direct responsibility of Aberdeen City Council (such as the rail network, or the trunk road network), or because they are nationally or regionally important schemes being promoted through either the National or Regional Transport Strategies. The maintenance and management of trunk roads, for example, is the responsibility of Transport Scotland. Transport Scotland are also responsible for working with Network Rail and rail operators to oversee the safe and efficient running of the rail network in Scotland and they are responsible for specifying the range and frequency of services offered. The development of air and ferry services is another area that largely falls outwith the Council’s responsibility, resting principally with commercial operators and the Scottish Government respectively. For regionally important schemes, the Council’s key partners will be Nestrans – the Regional Transport Partnership for the North East of Scotland – together with Aberdeenshire Council. One of the main benefits of the formation of the Regional Transport Partnerships is that they can better manage and co-ordinate transport improvements which cross Local Authority boundaries given their strategic focus and broader geographical responsibility.
Context – The Regional Transport Strategy In March 2007, Nestrans produced its Regional Transport Strategy (RTS) for the Aberdeen City and Shire region. This statutory document outlines Nestrans’ vision, objectives and strategic transport priorities for developing the transport system in the North East in the long-term. The Nestrans Board is made up of Councillors from Aberdeen City Council and Aberdeenshire Council, as well as representatives from NHS Grampian, Scottish Enterprise Grampian and other local transport stakeholders. Going forward, partnership working between the Council and Nestrans will be central to delivering the respective strategies. For example, in terms of transport functions, the Council maintains and manages the majority of the transport assets upon which RTS policies and projects will be implemented, while clearly the delivery of projects proposed through this LTS will have a greater chance of succeeding and receiving external funding support if it can be demonstrated that they support the vision and objectives of the RTS and NTS.
The majority of schemes and policies discussed in this section emanate from the current Regional Transport Strategy. Further details on the elements of
Page 36 the RTS that the Council will progress during the life of the LTS are discussed in the following sections.
You Told Us… There is a need for less talk and more action. We understand the frustration of Aberdeen’s transport users caused by delays to the implementation of various aspects of previous strategies, and will look to ensure that this LTS is supported by on the ground action.
6.2.2 Strategic Rail Network The Council recognise that fast, frequent and reliable rail services to and from Aberdeen are essential to the delivery of an integrated, sustainable transport system for the region. In an effort to ensure implementation of elements of the Crossrail project, Nestrans are planning to develop a Rail Action Plan to prioritise and thereafter implement rail improvements in the North East. The Council fully supports the development of this Action Plan and will work with Nestrans over the course of this LTS to implement the key strategic rail priorities that emerge from this.
Case Study – Nestrans Rail Action Plan For a number of years, Nestrans has supported the development of the Aberdeen Crossrail project, with a principal outcome of a 15-minute frequency service between Inverurie and Stonehaven. Following the completion of detailed feasibility work, it is recognised that as a stand-alone scheme the economic viability of Crossrail under current appraisal methods is difficult to justify. Nestrans are now looking at the specific components that make up the Crossrail project with a view to implementing these as individual projects. It is believed that the best mechanism to take forward these rail priority projects is through the development of a Rail Action Plan, which will act as a supplementary document to the RTS. Previous Crossrail reports adopted a list of the 20 key outputs which Nestrans would hope to achieve through local rail enhancements, such as: • increased peak-time services into Aberdeen from Inverurie, Dyce, Stonehaven and Portlethen; • inter-peak services to ensure more regular and frequent service on the Inverness line, including extensions across Aberdeen to/from Stonehaven; • later evening services and more regular service on Sundays; • new stations at Kintore and Aberdeen South as well as considering potential locations for a ‘destination’ station for Aberdeen North; • increased capacity on busy trains; • more through trains from Inverurie and beyond direct to the Central Belt
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and better integration of trains where an Aberdeen change is required; and • further car parking capacity at stations. These remain as outputs that Nestrans will work with Transport Scotland and Network Rail to take forward. Immediate priorities anticipated for progression through the Action Plan, however, will include the completion of Laurencekirk station re-opening, improvements to the Inverurie to Aberdeen service (filling timetable gaps), and the opening of a new station at Kintore. The introduction of a Dyce shuttle bus providing a regular service between Dyce railway station, Aberdeen Airport and the industrial estates in the Dyce area will also continue to be pursued. Going forward, the Council is committed to supporting Nestrans in the development of this Action Plan, which will help to formalise and progress the North East’s strategic rail priorities.
In 2006, the Scottish Executive confirmed funding for the re-opening of Laurencekirk station. Working with Nestrans, the Council will lobby to ensure that Laurencekirk rail station is included in the rail timetable recast which is scheduled from December 2008. The provision of improved passenger facilities at the Guild Street Transport Interchange, which involves the redevelopment of the rail and bus stations in association with the Union Square development, is another sign of the commitment to improving the attractiveness of public transport in the North East. This project is currently under construction. Further measures to improve the attractiveness of rail passenger services, outlined in the Nestrans RTS and fully supported by the Council, include the provision of enhanced capacity on busy services to Edinburgh and Glasgow, as well as improved journey times and quality of services to the Central Belt and London. The Council would also welcome faster, more frequent services between Aberdeen and Inverness, and will support other measures to improve the attractiveness of rail services, such as the development of integrated ticketing initiatives, and improved passenger information, security and accessibility, particularly for disabled people, at all stations.
6.2.3 Ferry Services Aberdeen Harbour is a major component in the local transport infrastructure 18 and a key economic driver in the region. A recent study , for example, estimated that in 2006 the port contributed approximately £420 million to the local economy and helped sustain around 11,000 jobs within the City and wider region. The Council is committed to the ongoing development of Aberdeen Harbour and supports various policies and initiatives that can deliver improvements.
18 Aberdeen Harbour 2006 Review http://www.aberdeen-harbour.co.uk/downloads/2006_review.pdf
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The Council supports Aberdeen Harbour in its efforts to promote short sea shipping as both a viable alternative and complementary to transporting freight by road and rail. Improved access to the harbour, through measures such as Large Vehicle Lanes, will also be vital to supporting the ongoing development of Aberdeen Harbour. The Council also recognises the valuable role provided by the Northern Isles ferry service from Aberdeen to the Orkney and Shetland Islands. Aberdeen enjoys important historical, social, cultural and economic links to the Northern Isles and therefore supports the continuation of this service using Aberdeen as its main port of call in Mainland Scotland. The significant growth in passenger numbers on this service in recent years has inevitably had knock- on benefits for the City in terms of the development of tourism and City Centre trade. Surface access and interchange with rail and bus services is important for foot passengers travelling to and from Aberdeen Harbour and the Council is currently considering plans to introduce a shuttle bus service linking the ferry terminal to the bus and rail stations and the City Centre. The Council will also support Nestrans with the longer term aspirations to introduce a City Centre shuttle bus service linking key interchanges within the City. The Council will also support Nestrans in encouraging the development of new freight and passenger ferry connections from Aberdeen Harbour to Europe.
6.2.4 Air Services Aberdeen Airport has experienced the fastest passenger growth of all Scottish airports over the past few years, handling over 3.4 million passengers per year and serving around 35 different destinations. Aberdeen Airport is also the world’s busiest heliport, handling over 35,000 helicopter movements every year, the majority serving the off-shore oil and gas industry. The airport therefore plays a vital role in the economic development of the region, and the Council supports a number of initiatives that are being delivered to facilitate continued growth and service improvement. The Council supports the runway extension to Aberdeen Airport, recognising that this will help to facilitate the development of transatlantic and other long haul flights. Besides improving accessibility and reducing journey times to key locations within the oil sector (e.g. destinations in North America, the Middle East and West Africa), the runway extension will have environmental benefits by enabling airlines to use more fuel-efficient aircraft to operate non-stop direct flights from Aberdeen Airport without payload restrictions or costly and inconvenient en-route stops. The Council will also continue to support Nestrans and BAA Aberdeen in working to maintain the existing frequency of services to international hubs; to establish new direct routes to European and international business destinations; and to improve the availability of leisure travel and encourage inward tourism. Improved surface access to the airport, as described in section 6.7.2, will also be important to supporting the development of Aberdeen Airport.
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You Told Us… From the perspective of those in the oil and gas industry Aberdeen’s oil activity has now reached maturity stage and the North Sea’s oil fields are now in decline. Aberdeen is increasingly moving away from the production of oil towards the servicing of the oil industry worldwide e.g. providing expertise to Middle Eastern countries and beyond. Without improvements to the City’s transport system, there is a risk that the service companies in Aberdeen will move elsewhere in the world, which will have a major impact on the North East’s economy. The oil and gas industry is a 24/7 operation, and service companies such as public transport and taxi firms need to be more flexible to cater for these needs.
6.2.5 Trunk Road Network Trunk road links into Aberdeen are the A90 from the north (Fraserburgh, Peterhead, Ellon) and the south (Dundee, Edinburgh, Glasgow) and the A96 from Inverness. The maintenance of these strategic routes is vital to the economic development of the City. The A90 south provides a continuous dual carriageway route from Aberdeen to Dundee and thereon to the Central Belt. Improving access to Aberdeen from the south, including tackling the bottlenecks around the Bridge of Dee, remains a priority of the Council, and we will continue to work with Transport Scotland and Nestrans to ease the existing congestion. The A90 north is the main link into Aberdeen for many settlements in the North East corner of Scotland, including Ellon, Peterhead and Fraserburgh. In 2005, the Scottish Executive committed to dual the Balmedie to Tipperty section of the A90 and the Council will continue to work with Nestrans and Aberdeenshire Council to ensure the completion of this project. Congestion also builds up at the junction of the A90 and A96 trunk roads at the Haudagain Roundabout. Improvements are currently being considered and again the Council supports Transport Scotland and Nestrans on the urgent resolution of this outstanding problem. The Council also recognises that capacity and journey time improvements to the A96 west of Aberdeen to Inverness will have knock on benefits for passengers and freight travelling to and from the City, and will therefore continue to support Nestrans and partners at Hitrans to lobby the Scottish Government for these improvements.
You Told Us… Congestion is a major problem at specific pinch points across the City, such as at the Haudagain Roundabout, the Bridge of Don, and the Bridge of Dee. Through this LTS the Council will continue to support the progression of the various studies being undertaken to identify appropriate solutions to address these pinch points.
The Council is fully committed to the delivery of the Aberdeen Western Peripheral Route (AWPR) and will continue to work with Transport Scotland, Nestrans and Aberdeenshire Council to deliver this project on time and on budget. As the case study box illustrates, the Council believe that this road will be key to delivering many of the objectives of this LTS through its ability to
Page 40 reduce congestion, improve road safety and accessibility and grow the local economy. A primary aim of this LTS will be to trial various Demonstration Projects aimed at examining how the benefits of providing the AWPR can be locked in and optimised, as opposed to simply stimulating further traffic growth. Finally, sections of the A90 and A96 will be detrunked following the completion of the AWPR. It will therefore be important that these roads are in efficient order when passed over to the Council.
Case Study – The Aberdeen Western Peripheral Route The Aberdeen Western Peripheral Route (AWPR) is a new strategic road being developed to improve travel in and around Aberdeen and the North- East of Scotland. Backed by the Scottish Government, the road is being developed by Transport Scotland – the national transport agency – in partnership with Aberdeen City and Aberdeenshire Councils. The route, which spans 30km, travelling from the A90 near Blackdog, in the north of the City to the A90 in the Charleston area, just south of Aberdeen, is scheduled to be completed in 2012. The road, designed as an alternative route from north to south, bypassing the City, will be a dual, two-lane carriageway, with grade separated (either flyover or underpass) junctions. Flyovers or underpasses will also be provided for pedestrians and cyclists crossing the AWPR, while local junctions will also be bridged over or under the route. The route, which includes a strategic fast-link to Stonehaven, will deliver a number of significant benefits for the region, including reduced congestion, improved journey times, improved safety, enhanced accessibility with improved links to key locations, such as Aberdeen Airport, Park and Ride sites and industrial estates, improved air quality within the City Centre, and will support economic growth. The full range of benefits delivered by the scheme is outlined on the official AWPR website, www.awpr.co.uk. It will be vitally important that the benefits that the AWPR will bring are fully realised, and that the opportunity is taken to ‘lock-in’ improvements to congestion and journey times to ensure that these are not eroded through additional traffic growth. As highlighted earlier, a key task of this LTS will be to trial and gain experience of the techniques that can be used to optimise the road capacity freed-up by the AWPR to ensure a package of “lock in” projects are ready to implement when the AWPR comes on stream.
6.2.6 Park and Ride Development As part of the previous RTS (the Modern Transport System), Park and Ride sites were proposed on the A96 at Chapelbrae, the A947 to the north-west of the City, on the A90 south of Aberdeen, and on the A93 by Banchory. Progress on each of these schemes has been advanced to different levels, but overall there is disappointment that none of these schemes have been implemented on the ground. The Council remains committed to working with
Page 41 partners Nestrans and Aberdeenshire Council on the development of Park and Ride and / or ‘Park and Choose’ sites at each of the above locations believing that the development of the AWPR will increase the attractiveness of this mode and support the desired increase in the modal share of public transport in the North East.
Case Study – Park and Choose A number of local authorities in the UK and Europe have been introducing Park and Choose (or Park and Share) at Park and Ride sites on the outskirts of cities. Park and Share is similar to car sharing and is aimed at commuters who travel longer distances to get to work or facilities. Two or more friends or colleagues meet at an agreed point (such as a car park), and then travel together to their final destination in one car. In this way: • There is a modal shift away from Single Occupancy Vehicle (SOV) to High Occupancy Vehicle (HOV) use. • Participants save money on petrol and parking costs. • Parking problems are alleviated at the workplace or in the City Centre. • Congestion is reduced, particularly at peak periods. • The environmental impact of car use is minimised. For those precluded from using Park and Ride facilities, either because there is no Park and Ride site on their route or because the destination of Park and Ride services is not convenient for them, Park and Share could be an option. Park and Share will thus be promoted along with Park and Ride as schemes whereby individual drivers can ‘Park and Choose’ which is the most convenient and beneficial method for them to travel to their final destination. Consideration will also be given to the development of High Occupancy Vehicle Lanes on corridors linked to future Park and Ride schemes as a means to encourage increased use of Park and Ride services both as a means of travel by public transport and car-sharing.
6.2.7 Freight The efficient movement of freight is key to economic growth in the North East and measures are currently being progressed to increase the efficient movement of freight to and from the region by all modes. Throughout the life of this LTS, the Council will encourage the transfer of freight from road to more sustainable modes such as rail and sea. Completed in summer 2007, the Rail Freight Gauge Enhancement work between Mossend in Central Scotland to Aberdeen and Elgin now enables maritime- sized container traffic to access the area. In order to maximise the benefits of this work, and compensate for the loss of the current rail freight terminal at Guild Street, a new rail freight transfer facility is to be provided at Raiths Farm in Dyce while the Craiginches terminal is to be upgraded. The Council is fully
Page 42 aware that providing these infrastructure improvements is just the initial step to increasing the modal share of rail freight in the region. Through the North East Scotland Rail Freight Development Group (NESRFDG), we will promote the benefits of rail freight to public and private sector organisations with the ultimate aim of substantially increasing the modal share of rail freight in the region. We recognise that corporate leadership and utilising rail freight to transport Council goods will be important in this regard. While efforts will be concentrated on increasing the freight modal share of sustainable modes such as rail and sea, given that the majority of freight movements in the North East are made between locations in the North East, it is recognised that for many trips there is often no alternative to road travel. For this reason, and to ensure the fast and efficient movement of freight, efficient management and maintenance of Aberdeen’s road network is important. The AWPR will assist with the movement of freight by providing a guaranteed fast-link for freight and goods from all over the North East to markets in the south. For freight that does travel into the City, the Council will work with Nestrans and other partners to improve the efficiency of freight movements, such as through the provision of a Large Vehicle Lane to improve access for HGVs travelling to Aberdeen Harbour. Further information on local actions designed to improve the efficiency of freight movements is set out in section 6.6.7. Finally, the Council fully supports the development of Nestrans’ Freight Action Plan in recognition of the cross-boundary nature of freight movements in Scotland and will seek to ensure that this Plan includes measures designed to take forward the Council’s freight priority areas highlighted above. One of the expected outputs from the Freight Action Plan, which the Council would be keen to support, is the establishment of a permanent regional freight group, which could possibly form a restructured North East Freight Quality Partnership. 6.2.8 Action Plans and Strategies The Council will also work with Nestrans, Aberdeenshire Council and other partners, notably from the health and emergency services sectors, to develop a number of Action Plans and Strategies branching from Nestrans Regional Transport Strategy. These include: • A Rail Action Plan; • A Regional Parking Strategy; • A Regional Bus Action Plan; • A Regional Health and Transport Action Plan; • A Regional Freight Action Plan; and • A Regional Road Casualty Reduction Strategy. While these plans will have a regional focus, there will undoubtedly be many local actions that the Council will be required to act upon.
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6.2.9 Summary This section has outlined the Councils approach to supporting our partners in helping to develop the region’s transport infrastructure, through partnership working to implement various infrastructure and service improvement projects; lobbying for enhancements to current services; and developing Regional Action Plans. A summary of our main actions and policies are set out in the table below.
Actions and Policies Partner Strategies SUP PS1 ACC is committed to working with Transport Scotland to progress elements of the NTS. Where appropriate, the Council will promote the City as a pilot site for the trialling of innovative projects and schemes that fit with the LTS vision, aims and objectives. SUP PS2 ACC will work in partnership with Nestrans to deliver the RTS for the North East, including its daughter Action Plan documents, and the projects set out in the original MTS. SUP PS3 ACC will support Aberdeenshire Council with the implementation of its own LTS. SUP PS4 With a view to maximising efficiencies, ACC will explore opportunities to work in partnership with Nestrans and Aberdeenshire Council to establish a consistent and shared approach to transport monitoring. Strategic Rail Network SUP ACC will support Nestrans to develop a Rail Action Plan in order SR1 to take forward and ensure implementation of elements of the Crossrail project. SUP ACC supports the re-opening of Laurencekirk rail station. SR2 SUP ACC will work with partners to deliver the Guild Street Interchange SR3 and examine further opportunities to deliver high quality, attractive and safe transport interchanges across the City. SUP ACC supports, and through Nestrans will lobby for, further SR4 improvements to the strategic rail network, focussing on improved capacity and reduced journey times between Aberdeen and the Central Belt. Ferry Services SUP FS1 ACC is committed to the ongoing development of Aberdeen Harbour and will support policies and initiatives that can deliver improvements. SUP FS2 ACC will support Aberdeen Harbour to promote short sea shipping opportunities.
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SUP FS3 In recognition of the strong links between the North East and the Northern Isles, ACC will continue to promote Aberdeen Harbour as the Mainland Scotland Ferry Terminal for the Northern Isles Ferry Service. SUP FS4 ACC will support Nestrans in encouraging the development of new freight and passenger ferry connections from Aberdeen Harbour to Europe. SUP FS5 ACC will work with Nestrans to deliver a City Centre shuttle bus service. Air Services SUP AS1 ACC supports the runway extension to Aberdeen Airport. SUP AS2 ACC supports BAA Aberdeen and Nestrans in the maintenance of existing services from the airport and will support the development of new routes, particularly routes that encourage inward tourism and access to business markets. SUP AS3 ACC will continue to support BAA Aberdeen and Nestrans to improve surface access to the airport, particularly by sustainable modes of transport. Trunk Road Network SUP TR1 ACC will continue to work with Transport Scotland, Nestrans, and Aberdeenshire Council to ensure delivery of committed strategic road improvement schemes, primarily the AWPR and Balmedie- Tipperty dualling, on time and on budget. SUP TR2 ACC will lobby the Scottish Government for the effective maintenance of Aberdeen’s trunk roads. In addition, it will seek to ensure that those roads that are detrunked following the development of the AWPR and passed to the Council are fit for purpose. SUP TR3 Through Nestrans, ACC will continue to press the Scottish Government to deliver improvements to the strategic trunk road network including resolving congestion issues at the A90 Bridge of Dee, and A90/A96 Haudagain Roundabout. SUP TR4 ACC will lobby the Scottish Government, through Nestrans and Hitrans, to improve capacity and journey times between Aberdeen and Inverness. Park and Ride Development SUP ACC will work with partners at Nestrans and Aberdeenshire PR1 Council to ensure the completion of the outstanding Park and Ride developments across the North East. Freight SUP F1 ACC will continue to work with partners to encourage the transfer of freight from road to rail and sea where possible.
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SUP F2 ACC will work through NESRFDG to promote the benefits of rail freight to public and private sector organisations and will examine opportunities to lead by example and transport Council goods by rail. SUP F3 ACC fully supports the development of Nestrans Freight Action Plan and will work to ensure implementation of elements of this Plan. The Council would also support the establishment of a restructured North East Freight Quality Partnership.
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6.3 Maintenance
6.3.1 Introduction The effective maintenance of our road, footpath and cycle networks is crucial to allow efficient movement of people and goods throughout the City. Such maintenance ensures that our transport infrastructure and services are safe and fit for purpose. Within this section, the Council’s policies and actions aimed at improving maintenance regimes are discussed.
6.3.2 Network Maintenance Aberdeen City Council is responsible for the maintenance of the local transport network, comprising roads, footpaths and cycleways, as well as verges. This includes signs, road markings, traffic signals, street lighting, structural maintenance, winter maintenance and flood/coastal defence works. The key area of legislation which governs road maintenance activities is the 19 Roads (Scotland) Act 1984 . In undertaking network maintenance, the Council will also follow the guidance set out in the Code of Practice "Delivering Best 20 Value in Highway Maintenance" . The following sections set out some the key areas that the Council has maintenance responsibilities over. A common theme within each of these sections is the need to increase levels of investment to address historic levels of under-investment. Potential risks of a failure to effectively maintain our transport network include the removal of street lighting with no replacements, traffic signal failures, road closures due to unsafe conditions of roads, and increased volumes of public liability claims against the Council. Health and Safety is of paramount importance to Aberdeen City Council, a point reflected by increased emergency repairs and resultant strain on existing budgets. Through this LTS, efforts will therefore be taken to increase levels of investment in network maintenance.
6.3.2.1 Roads Maintenance There are approximately 892 km of roads in the Aberdeen City Council area, with a further 1500 km of footways. As shown below, to address the historic levels of backlog, significant funding increases are required.
19 Roads (Scotland) Act 1984, HMSO, 1984 http://www.opsi.gov.uk/si/si1990/Uksi_19902622_en_1.htm 20 Delivering Best Value In Highway Maintenance, The Institution of Highways and Transportation, July 2005
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Context – Maintaining Aberdeen’s Road Network The Scottish Road Maintenance Condition Survey, which is organised by the Society of Chief Officers of Transportation in Scotland (SCOTS) on behalf of Local Authorities, outlines the condition of roads on Scotland’s A, B and C Class roads. Overall, 12% of roads in Aberdeen are classified as “red” (i.e. the road has deteriorated to the point at which it is likely repairs to prolong its future life should be undertaken). In addition, 30% of roads were classified as “amber” (i.e. the road requires further investigation to establish if treatment is required). While it is recognised that the historic backlog of roads maintenance is a national problem and that it is neither cost-effective nor practical to maintain roads in their “as built” condition, Aberdeen’s required levels of maintenance far exceed the figure of between 10% and 15% that SCOTS feel is appropriate, to ensure public safety is not endangered. The costs necessary to achieve these levels of service is currently estimated at £6 million, per year, for a period of 10 years. Within a City Voice survey undertaken during the development of this LTS, the 2nd most important priority area for action of the Council according to Panellists was to improve the condition of roads, lighting and footways (64%). We recognise that a strong, concerted maintenance programme is vital to providing the infrastructure upon which various elements of this LTS can be developed.
To halt the levels of deterioration set out above, realistically the Council should be looking to treat between 6% and 10% of the road network each year. In order to address this backlog, considerable investment is required to comply with recommended road maintenance performance indicators. Going forward, the Council will therefore look to increase investment to address this historic backlog and will look for additional funding from the Scottish Government to support us in these efforts. In addition to roads maintenance, the Council is responsible for 1500 km of footways. It has been estimated that the total cost of works required to address maintenance issues on footways identified as in Bad or Very Poor condition is in excess of £7 million. Accordingly, efforts will also be made to increase investment in this important area. Whilst increased finance is critical, initiatives have been developed to make better use of available resources. These include an Asset Management Plan, including a new maintenance management system CONFIRM which will allow the Council to store road assets and manage road maintenance activities more efficiently in the future within a single system. The development of such a plan, with identified long-term finance commitment, would also help to make the management and maintenance of the Council’s road network more efficient, effective and transparent. For example, CONFIRM will allow the Council to link safety inspections to responsive maintenance. Furthermore, congestion would be better managed with longer- term plans linked to works by Public Utilities and improvement projects evolving from the LTS.
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Going forward, highway maintenance policies and programmes will be developed within the context of the wider objectives of this LTS. The aim is to ensure programme coherence, and to realise opportunities for added value. One problem raised during internal consultation for example was that in areas where funding has been received for new infrastructure projects, such as new cycle path provision, these infrastructure improvements are not necessarily always matched by the required maintenance investment increases. Through this LTS, we will aim to ensure a more transparent and coherent system for maintenance investment provision, and believe the development of an Asset Management Plan will assist with this.
You Told Us… The public at large understand that roads maintenance is an ongoing requirement of the Council, although the view was expressed that the programme of management of road maintenance should be looked at. It was stated that there is a need for more strategic planning to avoid various roads maintenance schemes occurring simultaneously across the City. It was also said that roads and pavements should be repaired properly following utilities works. Members from the Disability Advisory Group for instance highlighted that surfacing at pedestrian crossings is not always flat following repair works, which is a problem for those with visibility impairments.
6.3.2.2 Lighting There are approximately 31,000 street lights in Aberdeen, and road lighting is another area which has suffered from a shortfall in expenditure in recent years. Latest estimates suggest that some 48% of road lighting columns are now over 30 years old, despite their average design life being 25 years. Based on the current levels of funding allocated to their replacement an average life of 90 years is required of the columns, which is clearly unsustainable. A failure to replace street lighting will have obvious detrimental effects on the safety of carriageways and footways. For this reason, through this LTS, efforts will be taken to increase levels of funding for Aberdeen’s lighting infrastructures. In compliance with the Council’s Carbon Management Action Plan, a continuing programme of replacements of obsolete lantern and lighting systems with modern energy efficient equipment will require to be sustained if the target of a 15% reduction by 2014/15 is to be achieved.
6.3.2.3 Structures Aberdeen City Council is responsible for the maintenance of bridges and other highway structures throughout the City. Bridges are a crucial element within the City’s transport system, with the Bridge of Don an obvious example. There is a backlog of bridge strengthening and repair works required throughout the City and efforts will be made throughout the life of this LTS to increase the annual spend on bridge management, maintenance and repairs. In undertaking structural maintenance, the Council will continue to inspect, assess and maintain all structures in accordance with the Code of Practice for Bridge Management. Bridges throughout the City also form an important part
Page 49 of Aberdeen’s built heritage. Where new bridges are required, consideration will be given to the development of structures that complement the surrounding environment.
6.3.2.4 Winter Maintenance Aberdeen City Council carries out winter maintenance operations using a priority system. When required by weather conditions, priority 1 routes are repeatedly gritted until they remain clear and safe for vehicular and pedestrian traffic. Depending on the severity of the conditions, treatment can often be delayed on priority 2 and 3 routes as all the Council's resources are tied up on priority 1 routes. It is believed that low levels of central government grant for winter maintenance is an issue that needs to be addressed to reflect the needs of the North East climate conditions. Joint arrangements to bring in economies of scale are in place in relation to Winter Maintenance (salt supply, weather forecasting) with Aberdeenshire and Moray Councils. Through this LTS, further opportunities to achieve Best Value in the delivery of maintenance services will be investigated.
Context – Winter Maintenance Priorities Priority 1 routes will be principal roads or other classified roads serving as the main routes of major traffic distributors. Priority 1 routes should also carry heavy traffic flows or serve as major public service bus routes or give access to public service or emergency facilities providing an essential public service. In special circumstances a road which does not meet the above definition may be considered a priority 1 route if it is regularly used and presents special hazards because it is habitually liable to drifting snow or freezing because of altitude or exposure etc. A road need not be considered a priority route at all times. Priority 2 routes will be principal and other classified roads not included in the priority 1 list but which serve as main roads or as traffic distributors and which carry medium traffic flows or give access to community or public facilities of a non-essential nature. Priority 3 locations are access roads, service roads and minor roads where it could be expected that residents and employees etc. could make their way with some difficulty in all but abnormal conditions to the nearest higher priority route.
6.3.2.5 Contingency Planning Contingency planning is required to manage traffic during periods of both routine and emergency road maintenance. Road closures can be commonplace, leading to the requirement for signed diversions and alternative routes. The Council has a key role in ensuring that this information is conveyed to the public and transport users in an efficient manner, allowing people to make informed travel choices. Timely information and publicity about the nature and programming of highway maintenance works will
Page 50 therefore continue to be provided to those affected. Any delays or extensions to work will also be conveyed in a timely manner. The maintenance of coastal defences and guarding against flooding is another area that the Council will continue to oversee in order to ensure the safe and efficient maintenance of the City’s transport networks. The Council recognises the increased risk of flooding as a result of climate change and will continue to implement a range of hard and soft engineering measures when dealing with flood risk management and mitigation.
6.3.3 Road Safety As highlighted within the progress review of the previous LTS and the box below, one of the main areas where the Council have experienced success has been in the delivery of road safety reduction targets.
Context – Road Safety Statistics: Aberdeen’s Progress In 2000, the Scottish Executive set targets for reductions in road casualties in the period to 2010. Compared with the average for the years 1994-98, the Executive set out the targets to achieve: • A reduction of 40% in the number of people killed or seriously injured • A reduction of 50% in the number of children killed or seriously injured • A reduction of 10% in the slight casualty rate A comparison of the 1994-98 averages and the available 2006 figures shows that Aberdeen City has thus far achieved: • A reduction of 46% in the number of people killed or seriously injured • A reduction of 44% in the number of children killed or seriously injured • A reduction of 26% in the slight casualty rate (based on a slight increase in the 100million vehicle kilometres - 2006 figures are not yet available) More onerous targets were also set by Aberdeen City Council to reduce the injuries from accidents further. These targets were to “reduce the total number of injuries from accidents to 400 by 2010” and “to reduce by 50% the total number of child injuries from road accidents” within Aberdeen City (compared to the 1994-98 average). In 2006 the following was achieved: • A reduction of total injuries to 410 • A reduction of 62% in the total number of injuries to children Aberdeen City Council recognise that while good progress has been made thus far in reducing accidents levels on the City’s roads, one accident is one too many, and we will continue to work with partners using a combination of the Four Es to improve safety for all people across Aberdeen.
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21 In the past, the Council has developed its own Road Safety Plan outlining the various initiatives that are undertaken to: encourage improved road safety (e.g. awareness raising); enforce measures designed to improve road safety (e.g. speed cameras); educate on the importance of safe walking, cycling and driving (e.g. through school travel plans); implement traffic management schemes and other physical engineering measures to improve road safety. The Council will continue to implement these four E measures to continually improve road safety and reduce casualty levels. However, we recognise that road safety is a shared responsibility for the North East and therefore support the proposals to develop a Regional Road Casualty Reduction Strategy. As road accident statistics show, Aberdeenshire and predominantly rural areas have a higher proportion of accidents, though it is recognised that many of these accidents occur during trips to the City and involve City residents. Accordingly, we believe that road safety transcends local authority boundaries and the development of one Regional Road Casualty Reduction Strategy will allow all resources and efforts to be focussed on pulling together in the same direction towards improved road safety levels for the North East as a whole.
Case Study – Safe Drive, Stay Alive Aberdeen City Council, in partnership with the Community Safety Trust, Aberdeenshire Council, Grampian Police, the Scottish Ambulance Service and NHS Grampian have been involved in the Safe Drive Say Alive project since it was introduced in the area in 2005. ‘Safe Drive, Stay Alive’ is a road safety campaign, which targets young people who are approaching driving age and aims to leave them with a strong and lasting message about their vulnerability and the severe impact that road accidents can have. The message is presented via a series of live stage shows incorporating filmed footage of an all too typical crash involving a group of young people. People affected (emergency services personnel, victims and the bereaved) speak frankly and openly about their feelings, experiences and life afterwards. In 2006, ‘Safe Drive, Stay Alive’ was short-listed for a Prince Michael road safety award. Going forward, Aberdeen City Council is keen to build on this work and cement this initiative with an annual place in the diary.
In order to reduce speeds to levels aimed at minimising accident casualties we will continue to introduce 20mph zones and traffic calming as part of our own programme, and where appropriate as part of requirements for new developments. As we also recognise that perceptions of road safety can have a major impact on walking, cycling and the use of the streetscape, the Council will continue to introduce traffic calming within residential areas, outside schools and appropriate shopping areas. New road schemes will continue to
21 Road Safety Plan 2004-06, Aberdeen City Council, 2004 http://www.aberdeencity.gov.uk/acci/web/files/RoadSafety/road_safety_plan0406.pdf
Page 52 be audited for safety to ensure that the optimum design for pedestrians and cyclists has been considered. Our commitment to improving road safety is emphasised throughout this LTS, such as in section 6.4.5 on enforcement where reference is made to the Council’s support for the use of speed cameras where appropriate to improve levels of safety. It is also a priority to enhance safety and personal security across our existing transport services, including infrastructure that improves the City’s foot and cycle path provision, the introduction of a Night Time Transport Zone, and the implementation of additional CCTV coverage in the City and on the bus fleet to reduce antisocial behaviour on our transport systems.
6.3.4 CCTV The maintenance and development of CCTV coverage across the City Centre can help to improve safety and perceptions of safety. Going forward, the Council will continue to work through bodies such as the Aberdeen Community Safety Partnership and Grampian Police to expand upon our CCTV network. In particular, we will support the use of CCTV on public transport, and support CCTV coverage of public transport interchanges and shelters as well as in the City Centre, to reduce the threat of violence and vandalism, and improve feelings of safety. CCTV can also have an important role in managing the City‘s road network. By observing traffic flows and the occurrence of incidents officers can take appropriate steps to mitigate any congestion such as altering traffic signal timings and alerting drivers through variable message signs or other media.
6.3.5 Summary A summary of our main actions and policies are set out in the tables below.
Actions and Policies Network Maintenance MAI NM1 ACC will continue to undertake maintenance works in accordance with appropriate legalisation and guidance, notably the Roads (Scotland) Act 1984 and “Delivering Best Value in Highway Maintenance”. Roads Maintenance MAI RM1 ACC will continue to seek to increase investment in roads maintenance and will also lobby the Scottish Government for funding to support the Council’s efforts to address the historic backlog in roads maintenance in Aberdeen. MAI RM2 ACC will continue to seek to increase investment in footways investment across the City. ACC will also aim to ensure that the development of new infrastructure, such as cycleways, is matched by specific funding allocations for maintenance purposes.
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MAI RM3 ACC will continue to develop an Asset Management Plan to improve the efficiency of road maintenance activities. Lighting MAI L1 ACC will continue to increase levels of funding for the City’s lighting infrastructure. MAI L2 In compliance with the Carbon Management Action Plan, ACC will continue to replace obsolete lantern and lighting systems with modern energy efficient equipment. Structures MAI S1 ACC will work to increase investment in structural maintenance and repairs across the City to continue to address backlogs. MAI S2 ACC will continue to inspect, assess and maintain all structures in accordance with the Code of Practice for Bridge Management. Winter Maintenance MAI ACC will continue to undertake winter maintenance operations WM1 and will examine opportunities to achieve Best Value through working with Aberdeenshire and Moray Councils on winter maintenance activities. ACC will also lobby for further investment in winter maintenance relative to needs caused by the North East climate. Contingency Planning MAI CP1 ACC will continue to manage and implement contingency planning works and will ensure the provision of timely information and publicity on road maintenance works that lead to road closures and diversions etc. MAI CP2 ACC will continue to oversee the maintenance of coastal defences and guarding against flooding to ensure the safe and efficient maintenance of Aberdeen’s transport networks. Road Safety MAI RS1 ACC will continue to implement a combination of encouragement, enforcement, education, and engineering measures to improve road safety and reduce casualty levels for all groups across Aberdeen. MAI RS2 ACC will work with partners to develop a Regional Road Casualty Reduction Strategy. MAI RS3 ACC will continue to work with partners to promote the ‘Safe Drive, Stay Alive’ campaign. MAI RS4 ACC will continue to implement traffic calming schemes in order to reduce speeds aimed at minimising casualties and will ensure that such schemes reduce perceptions of danger for both pedestrians and cyclists. CCTV
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MAI ACC will continue to work through bodies such as the Aberdeen CCTV1 Community Safety Partnership and Grampian Police to expand upon the City’s CCTV network. In particular we will support expanded CCTV coverage that aims to improve safety and perceptions of safety on the transport network, such as on public transport, and at interchanges.
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6.4 Management
6.4.1 Introduction In this section, policies and proposed interventions are set out for elements of the transport network for which Aberdeen City Council has a responsibility to manage and co-ordinate.
6.4.2 Car Parking Aberdeen City Council is responsible for the maintenance and management of all on-street parking, as well as a number of off-street car parks. Commercially operated car parks (i.e. those linked to shopping centres, or run by private companies such as NCP) are outwith the Council’s control. The Council is also responsible for the enforcement of the Controlled Parking Zones (CPZs) located across the City, the administration of parking permits and the provision of adequate parking spaces for disabled people. We recognise that parking policy can have a major influence on the achievement of our LTS objectives. To encourage the adoption of more sustainable modes, on and off-street parking charges require to be reviewed with respect to both inflation, and comparison with bus fares. In addition to reviewing parking charges, systems and mechanisms we will continue to extend CPZs to areas where residential amenity is affected by commuter parking or where there is public support, recognising that this can further discourage parking of non-priority users. Whilst looking to introduce new parking policies which discourage non-priority users and help maintain the vitality of the City Centre, we recognise the importance of providing an adequate supply of short stay parking to support the needs of businesses, shoppers and visitors. It is proposed that while edge of the City Park & Ride / Share car parks are being developed a review of off- street car parking within the City Centre also takes place. By rationalising space within off-street car parks, we will be able to either free up space on- street in order to facilitate parking for residents, visitors, car sharers, car clubs and environmentally friendly vehicles, or explore opportunities for the removal of on-street parking and reallocation of road space to pedestrians, cyclists and public transport. We must also consider the control and management of short-term on-street parking requirements, alongside the demand for residential parking. The price and availability of residents’ parking permits will be managed in order to minimise the over-subscription of permits, ensure the fairest possible allocation of permits and favour environmentally friendly vehicles. A review of parking policies must also address the issue of on-street parking along some of our major corridors, which can contribute to reduced levels of service for all transport network users. We also acknowledge that in order for our parking policies to have an impact, as well as to support the efficient movement of public transport services, better enforcement of rogue stopping and parking will be required. As parking standards for new developments have an important influence on how people travel, car parking standards for developers will also be strictly adhered to
Page 56 avoid exceeding maximum standards. Where feasible the Council will support car-free housing or housing with limited parking, provided it is combined with high quality public transport and other sustainable transport initiatives, for example, City Car Club schemes.
You Told Us… On more than one occasion during consultation on the LTS, congestion charging was highlighted as an initiative that the Council should look to take forward. We acknowledge that action is required to address problems of congestion within the City Centre but believe that introducing a local congestion charge would be premature and could potentially put the City at an economic disadvantage. Also, Aberdeen has lagged behind other parts of the UK in terms of implementing other forms of demand management techniques which could better address local problems and encourage travel behaviour change. These include a more comprehensive parking policy and charging regimes aimed at discouraging parking for non-priority users. For example, higher charges for long stay parking could be used as a way of discouraging commuter travel to the City Centre and prioritising essential business, visitor and shopping trips.
We will also continue to consider the needs of disabled users, ensuring an adequate supply of blue badge spaces are provided at the most convenient locations. The Council will continue to support and promote the national Blue Badge Scheme, which provides parking concessions for disabled people, allowing them to park closer to their destination. The Council also administers a local green badge scheme known as the Aberdeen Close Proximity Parking Scheme, which allows badge holders exclusive access to certain specially reserved kerbside spaces in central Aberdeen. Each green badge location benefits from lowered kerbs, and enables users to get out from their vehicle either by a side ramp or a tail lift, or for the transfer of a driver or passenger out into a wheelchair. This scheme is available to those with severe disabilities who find it difficult to use other designated City Centre parking facilities for people with disabilities. It will continue to be promoted during the life of the LTS. The Council understands that there is also an issue over visitor and tourist coaches travelling into the City Centre area, with waiting vehicles causing obstruction and delays to other vehicles. While the Council will continue to allow dropping-off and collection of such parties in the City Centre area, the Council will raise awareness amongst coach operators that coaches should wait at the beach area until required to make a pick-up.
You Told Us… There is a growing appreciation of the benefits that Travel Planning can have for businesses in terms of reducing parking provision. More and more businesses are considering expanding their premises, and rather than relocate elsewhere, building on existing car parking provision can be a more attractive option. However, this would require extensive travel
Page 57 planning improvements to make up for any loss in parking provision. Additionally, applying this approach to parking policy could allow the Council to release land for more productive land uses, as there should be less demand for car parks as people increasingly switch to more sustainable travel modes.
In line with a review of the City’s own parking policies, the Council also supports the development of a Regional Parking Strategy in conjunction with Nestrans and Aberdeenshire Council. The development of a regional strategy which focuses on the balance of parking costs and seeks to ensure a greater level of consistency with regards to development parking standards will help to complement the local parking policies proposed through this LTS and should also help to ensure that there is a level playing field in trying to attract future development.
6.4.3 Community and Demand Responsive Transport In recent years, there has also been growing recognition of the role that Community Transport services, including Demand Responsive Transport (DRT), community car schemes and community minibus schemes, can play in combating problems of social exclusion. Community Transport can take many forms and is essentially a pre-arranged lift, commonly operated by volunteers and not for profit. The key to the success of Community Transport is that it is community led, by the people who it is intended to benefit. DRT can involve taxis/private hire vehicles, shared taxi / taxibus, community car schemes, non-emergency patient transport, ‘joblink’ services, social services transport, education services transport, dial-a-ride, community buses, flexible public transport buses and many other related services. Through this LTS, the Council will continue to support groups looking to develop Community Transport schemes through providing assistance in preparing funding applications, for example. We will also develop a Community Transport Strategy which, amongst other things, will consider opportunities to integrate and co-ordinate community transport schemes with other dial-a-bus and demand responsive transport services, as well as the Council’s own pool of internal minibuses and drivers, with a view to developing new schemes that can work towards improving social inclusion. The ultimate aim will be to develop a transport brokerage system which will seek to pull together Council services with those of the voluntary and health sectors into one centralised booking and dispatch database. It is believed that there are a range of services in Aberdeen, which collectively could be brought together into such a centralised transport mobility agency incorporating vehicle tracking and management devices. The introduction of accessibility planning software will also be used to help target the promotion of such services to vulnerable groups in society that could gain the greatest benefit from the availability of community transport and DRT services. In addition to pooling resources and maximising efficiencies, City-wide co-ordination of these services and close working with the communities that they serve will
Page 58 help to increase accessibility levels, and work towards improving social inclusion. In Aberdeen, the Council manages a Dial-a-Bus service, which provides a door to door, demand responsive, low floor, wheelchair accessible minibus seven days a week. The service supports social inclusion by providing access to shops, medical appointments, and other local services and facilities for those that have no alternative means of transport. The Dial-a-Bus service has been a great success and is well set for growth, as explained in the case study below.
Case Study – Aberdeen Dial-a-Bus The Dial-a-Bus service, provided by Aberdeen City Council, has become very popular with an unprecedented demand for its door to door service. A demand responsive, low floor, wheelchair accessible modern minibus operates 7 days a week around Aberdeen City. The drivers are trained to high standard (including MIDAS and PATS) and frequent consultations and steering groups, involving local communities and special interest groups, have ensured that the service delivered is tailored to the market and of the highest quality. The service operates on a first come, first served basis and can be used for any type of journey (medical, leisure, etc.) where this does not duplicate a conventional service or where the passenger is unable to use conventional bus services. After one year, the service is operating at capacity on a daily basis. It has been a victim of its own success in that approximately 2/3 of all requests for bookings are refused as there is not enough capacity within the vehicle. Now in its third year of operation the service has grown to two vehicles with four dedicated drivers and is likely to expand further. The service has been well promoted throughout all public buildings, social centres, shops, medical centres and a range of leaflets, visits to sheltered housing complexes and promotional items has worked well in ensuring people are aware of the services.
Going forward, the Council is keen to extend the provision of dial-a-bus, wiggly bus type services and other demand responsive transport services across the City. The purchase of additional vehicles by the Council (funded by Nestrans) to enable extension of the existing DRT schemes, will inevitably support this, while the development of the brokerage system will also help to maximise the benefits delivered by DRT in Aberdeen.
6.4.4 Taxis The Council recognises the important gap in the transport network that taxis and Private Hire Cars (PHCs) can fill. Taxis provide a form of public transport 24 hours a day, anywhere in the City to everyone and are often more attractive to passengers, possibly due to luggage or shopping being carried, distance, perceived safety risks and weather conditions.
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In 2007, there were approximately 1,120 taxis and PHCs, which represents a 22% increase from 1996 records. In 2006, the Council agreed to remove the limit on the number of taxi licences available. We recognise that there are peaks of unmet demand in taxi service provision and will continue to work with operators and users to develop the way that taxi services are provided to the public. The Council acknowledge that previous arrangements, which only allowed taxis to enter bus lanes while carrying fare paying passengers, could have a negative impact on the taxi trade and passengers alike. Therefore, for an initial trial period, the Council are proposing to permit taxis and PHCs to enter bus lanes at all times. Allowing taxis and PHCs to enter bus lanes on a full time basis should help to ensure that the taxi and PHC fleet operates to its fullest capacity, delivering benefits for locals, City businesses and visitors alike.
You Told Us… Congestion is having an increasing impact on the taxi trade and full-time access to bus lanes would help to increase the reliability of taxi services in the City. It was also pointed out that the relaxation of the policy during Offshore Europe week, when taxis and PHCs are allowed full access to Aberdeen's bus lanes, is unfair on Aberdeen citizens, who are the taxi trades customers for 365 days a year, and who for the other 103 weeks until the Oil Exhibition comes around are asked to wait and/or pay for taxis held up in the City's congestion. Some stakeholders on the other hand raised concerns about allowing taxis full-time access into bus lanes given that this could dilute levels of public transport priority. In particular, there were concerns about allowing PHCs to access bus lanes as they are less identifiable and could lead to other drivers following them into bus lanes. Licensing arrangements that require PHCs to carry stickers outlining that they are PHCs and are permitted to use the City’s bus lanes could help to overcome this issue. The safety of cyclists was also raised as a concern due to increased traffic flows in bus lanes, although the provision of awareness raising materials focussing on cyclist safety issued to the taxi trade could help to resolve this. On the basis of implementing these mitigation measures, in addition to increasing bus / taxi lane enforcement, the Council therefore proposes for an initial trial period to lift the current policy and allow taxis full time access into bus lanes. Following the results of monitoring during this trial, a final decision will be taken on the permanent lifting of this policy.
Through this LTS, the Council’s policy of separating the City into City and Airport Taxi Zones will also be reviewed. Consultation highlighted that this policy may be to the detriment of passengers, as City taxis dropping off passengers at the airport have to leave empty. As discussed further in section 6.7.2, BAA Aberdeen Airport also recognise that this is unsustainable and through their Surface Access Strategy propose to bring about changes in the efficiency of taxi vehicle passenger carrying, both in terms of two-way loading and in increasing average taxi occupancy with a managed sharing scheme.
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Any proposed change in Council policy would be subject to full stakeholder consultation and would have to try to ensure that sufficient number of taxis continue to serve the airport, particularly at peak times and for late flights. The important role that taxis and PHCs provide during late night/early morning periods, when public transport is less frequent or unavailable, is also recognised. The Council is currently considering the possibility of introducing a Night Time Transport Zone for the City Centre which, in aiming to create a safe and secure transport zone within the City, will review existing taxi rank provision and locations.
Case Study – The Night Time Transport Zone The Night Time Transport Zone is a project aimed at ensuring that the public in Aberdeen who visit the City Centre are well served by transport services and feel safe and secure. The project is being promoted by the City Council in partnership with other public, private and voluntary sectors. Specific measures proposed as part of this project include: • relocating taxi ranks from side streets onto Union Street for late night transport; • increased presence of Taxi Marshals; • increased visibility of night time bus stops; • consideration of the provision of public toilets; and • the creation of a Publicity Strategy and branding for the Zone. If delivered, the Night Time Transport Zone has the potential to deliver a wide range of improvements that benefit a variety of stakeholders. Bus and taxi drivers will be provided with a more secure working environment and customers will benefit from a safer, more accessible and easily identifiable choice of transport. With a reduced area of focus for transport, Grampian Police resources can also be targeted at the core of the area, as queues will be gathered on Union Street rather than on several side streets. A safer transport system will encourage further visitors to the City Centre contributing to the night time economy, encouraging a more diverse clientele. The successful promotion of the transport options available will also provide a solid basis for developing proposals to increase the provision of services, for example an increased number of buses or extended / amended routes. Given the nature of this project, it will be important that a brand is developed for the Zone and that changes to the bus stop locations are well publicised. It will also be important to monitor and review the project outcomes so that alterations can be made if necessary and momentum be maintained.
An increasing proportion of taxis are wheelchair accessible within the City. In 2007, there were 355 wheelchair accessible taxis in Aberdeen, which represents almost 38% of the taxi fleet, compared to 2% in 1996. The availability of more wheelchair accessible taxis was one issue that emerged from consultation with the Disability Advisory Group in relation to the Night
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Zone Transport Project. It is anticipated that the number of accessible taxis in the City will continue to grow, but the Council will keep its present policy under review. The Council funds and operates a Taxi Card scheme, whereby people with a disability can apply for discounted taxi travel within the region. Eligible people can hold a National Concession Card and a Taxi Card, giving a choice of accessible, cheap or free transport services within the Aberdeen area. The Taxi Card scheme is currently under review and looking at wider groups of people who may benefit from the service.
6.4.5 Enforcement Ensuring effective enforcement of traffic regulation orders will be key to achieving the Council’s traffic management objectives. Bus lane enforcement cameras will continue to be managed to prosecute unauthorised drivers who enter bus lanes during their operating hours. At the present time, enforcement of bus lanes is carried out by Grampian Police in partnership with the City Council with the Police responsible for confirming offences and issuing the necessary offence notices whilst the Council provide a significant level of assistance and support through the maintenance of cameras and the collection and initial viewing of video tapes. It is recognised however that in the past resources have not been allocated to the extent that they should have been to enforce the appropriate use of bus lanes and establish the bus lane enforcement cameras as true deterrents to bus lane violations. In light of this, the Council is considering the possibility of applying to the Scottish Government to decriminalise the City’s bus lane enforcement. The use of speed cameras and other forms of surveillance technology will also be encouraged and developed through the North East Safety Camera Partnership (NESCAMP) to improve levels of safety where appropriate. Furthermore, the Council acknowledges the role that average speed cameras can play in reducing vehicle speeds and improving safety levels. Parental parking immediately outside schools has also been raised as an issue which requires constant enforcement and parental education, such as through the School Travel Planning process.
6.4.6 School Travel and Young People There are just under 25,000 pupils travelling to and from school on a daily basis within Aberdeen. Increases in car ownership and use, greater parental choice of school, increased pressures on time and concerns over child safety have resulted in more and more children being driven to and from school. In addition to adding to peak-hour congestion and pollution problems, these increases are creating new problems concerning child health and safety. Problems such as double parking and ‘drop off’ on zigzag lines have caused concerns over child safety; concerns have also been raised over children’s health, fitness, independence and development of road safety skills if they are habitually driven to school. The Council recognises that school travel arrangements can play an important part in fostering the development of future generations of sustainable
Page 62 transport users. We will continue to support the concept of Safer Routes to Schools, with the aim of promoting sustainable, safe and healthy travel through the development of School Travel Plans. Levels of walking and cycling to school have consistently increased in recent years as a result of previously Government funded initiatives in this area, including the funding of a dedicated school travel planning co-ordinator. From April 2008, funding for this initiative is no longer ring-fenced, though in recognition of the achievements of this role in recent years, the Council is committed to continued support for the School Travel Planning process during the life of this LTS. Through this LTS, a number of potential measures will be initiated in order to build on the good start made with the development of school travel plans in Aberdeen. It is proposed to undertake a best practice review of school travel planning initiatives with the aim of developing a best practice manual for circulation to schools to raise awareness of the School Travel Planning process and to encourage further schools, including private schools, to get involved. The Council will also continue to promote activities such as Walk to School and Bike Weeks, walking buses and park and stride schemes, as well as reinforce the strong linkages between School Travel Planning and the Active School, Eco-School and Health-Promoting School initiatives.
Case Study – School Travel Plans To date, out of the Council’s 67 schools (12 Secondary, 53 Primary, and 2 Nurseries), 24% have completed a School Travel Plan, 67% are active in travel planning, while 9% are not involved in travel planning activities. As part of the School Travel Planning process, Annual Hands-Up Travel Surveys are undertaken to collect information on the travel patterns of Aberdeen’s school pupils. In terms of results from the 2007 survey, this found that 66% of all pupils walked to school, 6% used a school bus or taxi, 23% arrived by car, 1% used bike or scooter, and 4% used public transport. These results are positive and when compared to previous years, levels of walking and cycling are both on the increase, while trips by car continue to decrease. Going forward, it is vital that the Council continues to support and promote the School Travel Planning process in schools and builds on these initial achievements. It is also proposed that the Annual Hands-Up Travel Plan Survey information is built into the LTS monitoring framework to provide a regular source of information on the Council’s progress in encouraging the use of sustainable travel modes amongst our youth populations.
The Council will identify a number of schools across the City to pilot the development of a more interactive school travel planning process. Travel planners and engineers will work with the school community (pupils, parents and teachers) to identify barriers that prevent pupils walking or cycling to school. Budgets will be made available to remove those barriers by providing interventions that encourage increased levels of walking and cycling, such as promotional activities, the provision of new routes, crossings and parking restrictions.
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The Council will continue to provide statutorily required bus services to schools and will also review the potential for increasing the provision of transport to non-statutory entitled pupils with transport services as a means of reducing car journeys to school. The Council is also committed to implementing school safety zones, including 20mph speed limits around schools, and advisory ‘20’s Plenty’ limits, mandatory limits and part-time mandatory limits. Cycle parking as well as off- road dual use paths for walkers and cyclists, are also being implemented to encourage sustainable travel behaviour. The promotion of road safety and cycle training will continue to be supported and encouraged in both primary and secondary schools. Furthermore, the Council recognise that positive childhood experiences of taking the bus, along with incentives in later years, such as the national concessionary travel scheme for 16 to 18 year olds, can help to sustain usage of public transport amongst the City’s young people. We will therefore continue to support and promote the national youth concessionary travel scheme and consider further initiatives that can support and promote sustainable travel behaviour amongst our youth populations. Finally, the Council is changing the way it procures and delivers its transport services to adults and children. By co-ordinating the management, scheduling and deployment of all escorts, minibus drivers and minibuses within the Council we are working towards a more efficient fleet that can be utilised, not only for school transport, but also for local bus services, community transport and demand responsive bus services.
6.4.7 Summary A summary of our main policies and actions are set out in the table below.
Actions and Policies Car Parking MAN ACC is committed to implementing a more comprehensive parking CP1 policy and charging regimes aimed at discouraging parking for non-priority users and providing an adequate supply of short stay parking to satisfy the needs of business, shoppers and visitors. MAN ACC will undertake a review of parking policy, charges and CP2 systems. This will include reviewing charges with respect to both inflation and comparison with bus fares. On-street parking which reduces network capacity along major corridors will also be reviewed. MAN ACC will continue to progress the ongoing programme of CPZ CP3 extension reviews across the City Centre. MAN ACC will seek to increase the enforcement of rogue stopping and CP4 parking.
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MAN ACC will continue to support and promote the national Blue Badge CP5 Scheme and will ensure an adequate supply of blue badge spaces is provided at the most convenient locations. MAN ACC will continue to support and promote the local Green Badge CP6 Aberdeen Close Proximity Parking Scheme. MAN ACC will continue to promote and raise awareness of the parking CP7 areas at the beach for coach operator parking. MAN ACC will work with Nestrans and Aberdeenshire Council to CP8 develop a Regional Parking Strategy. Community and Demand Responsive Transport MAN ACC will continue to support groups looking to develop CT1 Community Transport schemes. MAN ACC will develop a Community Transport Strategy, the ultimate CT2 aim of which will be to pull together Council services with those of the voluntary and health sectors into one centralised database. MAN ACC will use accessibility planning software to help target the CT3 promotion of Community and Demand Responsive Transport services to vulnerable groups. MAN ACC will aim to extend the provision of dial-a-bus, wiggly bus type CT4 services and other demand responsive transport services across the City. Taxis MAN T1 ACC propose to permit taxis and PHCs to enter bus lanes at all times for an initial trial period. MAN T2 ACC will work with operators and BAA Aberdeen to review its policy of separating the City into City and Airport Taxi Zones. MAN T3 ACC will consider introducing a Night Time Transport Zone for the City Centre which, in aiming to create a safe and secure transport zone within the City, will review existing taxi rank provision and locations. MAN T4 ACC will keep under review existing policy on requirements for wheelchair accessible taxis. MAN T5 ACC will continue to review the Taxi Card scheme and will examine opportunities to offer this scheme to wider groups. Enforcement MAN Bus lane enforcement cameras will continue to be managed to ENF1 prosecute unauthorised drivers who enter bus lanes during operating hours and the Council will examine the opportunities for civil enforcement to improve enforcement levels. MAN ACC will support the implementation of speed cameras where ENF2 appropriate to improve levels of safety. The Council will also support the use of average speed cameras where appropriate.
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School Travel and Young People MAN The Council is committed to continued support for the School STYP1 Travel Planning process during the life of this LTS. MAN ACC will continue to encourage increased levels of walking and STYP2 cycling to all schools in Aberdeen and will support the implementation of School Travel Plans to help achieve this. MAN ACC will undertake a best practice review of School Travel STYP3 Planning initiatives, with the aim to develop a Best Practice Manual to promote School Travel Planning to all schools in Aberdeen, including private schools. MAN ACC will identify schools across the City to pilot the development STYP4 of a more interactive school travel planning process, involving the identification of barriers that prevent pupils walking and cycling to school and initiating Demonstration Projects aimed at removing these barriers through planning and engineering works (e.g. new walking and cycling routes). MAN ACC will continue to provide statutorily required school bus STYP5 services and will review the potential for increasing the provision of transport to non-statutory entitled pupils. MAN ACC will continue to implement school safety zones, including STYP6 20mph speed limits around schools and advisory ‘20s Plenty’ limits, mandatory limits and part-time mandatory limits. MAN ACC will continue to promote road safety training, including cycle STYP7 training in Aberdeen schools. MAN ACC will continue to support and promote the national, STYP8 concessionary travel scheme for 16-18 year olds. MAN ACC will review the co-ordination, management, scheduling and STYP9 deployment of all escorts, minibus drivers and Council minibuses to deliver a more efficient fleet that can be utilised for school transport, local bus services, community transport and demand responsive bus services.
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6.5 Sustainable Development and Travel
6.5.1 Introduction The sections up to now have concentrated on the supply side of transport and the maintenance and management measures that the Council will use to ensure the performance of the existing network is optimised. However, a further way to get better use out of the existing transport network is to change the demand for travel and encourage a travel behaviour change which enables better use from the existing transport system. This section outlines the Council’s strategies to encourage the use of sustainable travel modes and, where possible, reduce the need to travel.
6.5.2 Land Use Planning The way in which we plan developments has a major impact on our transport patterns. Increased car use has been an inevitable consequence of longer travel distances, rising levels of income, a higher value of personal time, not to mention poor public transport choice. SPP17: Planning for Transport advocates that land use planning has a key role in reducing the need to travel; in creating the right conditions for greater use of sustainable transport modes; and in avoiding or mitigating adverse environmental impacts. As SPP17 states, “Assessing development proposals involves getting location policy right; having a set of maximum parking standards; using Transport Assessment methodology; and using travel plans to promote sustainable transport to end users of developments”. These are all elements or measures that the Council supports and we will seek to ensure that every development is designed to fit with the aims of the LTS, giving priority to sustainable transport and minimising dependence on the use of the private car. New residential developments should also be designed to provide street layouts that support priorities for different types of movement and encourage pedestrian and cycle activity. Home Zones, for instance, are streets or groups of streets designed to give pedestrians and cyclists greater priority over vehicles and involve the implementation of various traffic calming measures, including shared surface techniques, and landscaping etc. to improve the quality of life in residential areas by making streets safer and more appealing for use by people as opposed to just traffic. Where appropriate, the Council will support Home Zone developments designed in accordance with best 22 practice guidance, such as the Scottish Executive’s PAN 76 . With an emphasis on ensuring that transport provision is considered from the very outset of a planning application – whether this be the development of new infrastructure, new bus services, or a site Travel Plan – the Council is committed to developments that encourage sustainable travel. Ensuring that residential developments are located in close proximity to a range of local facilities, including schools, shops, health and recreational sites can encourage more journeys to be made locally and reduce overall trip
22 PAN 76: New Residential Streets, Scottish Executive, 2005 http://www.scottishexecutive.gov.uk/Publications/2005/11/0393727/37300
Page 67 distances. Accessibility Planning will be used as a tool to assess potential development locations and then guide decisions on development proposals. Besides the benefits of reduced travel distances, development of brownfield sites can also support wider regeneration plans for the City and the development of a more vibrant City Centre. Accordingly, as the Council and our partners progress the implementation of the Masterplans for the priority regeneration of neighbourhoods within the City, every opportunity will be taken to ensure that these community redevelopment initiatives support the delivery of the objectives set out within this LTS. Parking policies will also take on a more important role in governing future residential and commercial developments. Parking standards will be strictly adhered to in order to avoid exceeding maximum standards and, where feasible, the Council will support new developments which heavily promote sustainable transport and plan for low or no car households. Developers may also be expected to contribute towards appropriate off-site transport measures, particularly where new development is adding further pressure to the transport network. In the case of several individual developments taking place in an area over a period of years, the Council will use Masterplans through the Local Plan process in order to ensure appropriate infrastructure and services, including transport, are provided for the whole development area. The use of planning conditions and greater enforcement of Section 75 Planning Agreements will help to ensure that transport is no longer an afterthought in the development process and that developers mitigate impacts through contributing to necessary works. Green or Workplace Travel Plans (usually deployed for offices and other employment sites) and Residential Travel Plans will be actively promoted throughout the life of this LTS. To provide assistance to developers with the production of Travel Plans, the Council will work with Nestrans and Aberdeenshire Council to develop a ‘Travel Plans: A Guide for Businesses in Aberdeen City and Shire’ booklet, to provide local guidance on the development of Travel Plans and to market the benefits of Travel Plans to businesses in the North East. It should be noted that the Council is currently in the process of developing a document outlining the Council’s design standards for local roads and developments. A national problem related to Travel Planning is the enforceability of commitments and a lack of monitoring of Travel Plans, which in turn is due to a lack of resources. The Council will look to rectify this by allocating additional resources to this important area. The development and maintenance of a database of Development Control Travel Plans, in tandem with Nestrans and Aberdeenshire Council, will support this work.
6.5.3 Travel Planning Travel Planning refers to the whole range of smart measures designed to encourage travel behaviour change and the use of more sustainable modes, such as walking, cycling and public transport. This section sets out the various interventions and measures that the Council will adopt to raise awareness on the importance of “thinking global, acting local” when it comes to travel behaviour, and to bring about modal shift towards more sustainable modes.
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6.5.3.1 Travel Plans Travel Plans are excellent examples of interventions that the Council can promote and enforce at a local level to encourage travel behaviour change. A Travel Plan is a general term for a package of measures tailored to the needs of individual sites, such as workplaces, and aimed at promoting more sustainable travel choices and reducing reliance on the car. Travel Plans help reduce the impact of travel on the environment and can contribute to improved health. In addition, they can make good business sense by reducing congestion around a site, easing parking problems and saving money on business travel. As a matter of priority, the Council will redevelop its own Travel Plan, recognising that travel behaviour change must start at home. The Council‘s Travel Plan will outline a combination of ‘carrots and sticks’ aimed at increasing the use of sustainable transport modes. Carrot measures could include incentives for car-sharers, such as preferential parking spaces, and reduced public transport fares through salary sacrifice schemes. Sticks, on the other hand, could involve the removal of the essential car users allowance and reduced car parking availability.
Case Study – Travel Planning and Corporate Leadership Aberdeen City Council recognises the importance of corporate leadership and leading by example in the Travel Planning field. Therefore, we will radically redevelop the Council’s own Travel Plan as a matter of priority. It is envisaged that the Council Travel Plan will contain a range of incentives to encourage travel behaviour change, including: • Increased promotion of walking and cycling for local trips; • Promotion and extension of the Council’s car pool; • Development of a City Car Club and continued promotion of car-sharing; • Consideration of incentives for car-sharers (and drivers of more environmentally friendly vehicles), such as preferential parking; • Increased promotion of flexible working and other measures that can reduce business mileage (e.g. video- and tele-conferencing); and • Introduction of salary sacrifice schemes to promote the use of cycling and public transport. The Council will also work with partners at Nestrans and Aberdeenshire Council, as well as developers, to promote the successful implementation of Travel Plans across the North East, whether this is for schools, housing or offices. Furthermore, the Council will continue to support the Dyce Transport Management Organisation (TMO) and will support the further development of TMOs across the City, such as at Altens and other industrial estates.
The Council will also continue to work with Nestrans, Aberdeenshire Council, The University of Aberdeen, The Robert Gordon University, NHS Grampian and the Dyce TMO through the North East Travel Plan Group as a forum for
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Case Study – A Shared Agenda: Partnership Working with NHS Grampian, The University of Aberdeen, and The Robert Gordon University As three of the largest organisations in the Aberdeen area, in terms of the number of people travelling to and from their premises every day, Aberdeen City Council is committed to working in partnership with NHS Grampian, The University of Aberdeen and The Robert Gordon University to promote sustainable travel for all journeys to these sites. NHS Grampian’s Foresterhill site, for example, currently employs 6,000 members of staff, and receives 50,000 inpatients and 500,000 outpatients per year, all with relatives and visitors. Common transport issues raised by these organisations include: the need to review public transport routes to provide more and better direct journey opportunities to main sites and campuses, including investigation of Hospital and University Link Bus concepts; the provision of improved interchange facilities within and between transport modes, particularly City bus journeys involving a change of route; and the provision of improved walking and cycling routes to the sites. Through this LTS, the Council will continue to work closely with partners at NHS Grampian and the City’s two Universities in order to take forward initiatives designed to increase sustainable travel choices for trips to these sites.
The Council will continue to encourage the development of Workplace and Residential Travel Plans which, as mentioned in the previous section, may be secured through Section 75 Planning Agreements. Efforts to ensure that all schools in Aberdeen have their own Travel Plan will also be continued over the life of this LTS.
6.5.3.2 Reducing the Need to Travel The most sustainable travel measures are those which prevent the need to travel in the first instance. At a business or corporate level, the Council will continue to encourage the use of Information and Communications Technology (ICT) to reduce business mileage and the need to travel for meetings. For example, the Council will promote the implementation of Wi-Fi facilities across the City, and the use of video- and web-conferencing technologies which enable staff to take part in meetings or training courses across the country without physically having to travel. Through the Council Travel Plan, we will promote home and remote working practices and will encourage our partners to do likewise. Going forward, we will support ACSEF in the development of the business beacons initiative which aims to be an exemplar of modern distributed work practices, delivering innovative business spaces that take workplace back to the people, and in doing so improve
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6.5.3.3 Car Sharing Car sharing involves two or more people sharing a car to get from A to B instead of travelling alone. Car sharing has the potential to deliver many economic, environmental and social benefits. For example, if everyone was to car share just one day of the week for their travel to work, commuting car journeys would reduce by 20%, both parties would save money, time would be saved looking for parking spaces and carbon emissions would be reduced. The Council will continue to promote the car share database established by Nestrans to cover the Aberdeen City and Shire region, www.nestransliftshare.com. Furthermore, the Council proposes to introduce some significant measures that will incentivise car-sharing. High Occupancy Vehicle (HOV) Lanes, for example, have been outlined as one of the Demonstration Projects that the Council will look to introduce as part of the efforts to ‘lock in’ or optimise the benefits of the AWPR. HOV Lanes would allow private vehicles carrying two or sometimes three or more people (as well as buses and taxis) to use the priority lanes during the hours of operation. The Council will also consider introducing preferential car parking spaces in the City Centre for car sharers (as well as drivers of low emission vehicles). This could entail, for instance, providing parking spaces in the most convenient locations or allowing such drivers to park all-day in areas currently time limited.
6.5.3.4 Car Clubs A Car Club is a form of ‘pay as you drive’ car hire, providing members with quick and easy access to a car for short term hire as and when they need them, so negating and/or reducing the need to own a private vehicle. As part of the Council Travel Plan, the Council will look to develop a City Car Club, and then encourage its expansion through corporate, partner and public membership. Car Clubs can also have a positive effect in enhancing social inclusion by increasing accessibility to jobs and services for those who cannot afford to own their own car. While Car Clubs are most successfully run as commercial ventures, operated by individual operators, the Council’s role as the local roads authority is crucial to the successful development of Car Clubs. For example, to develop Car Clubs, the Council will have to provide visible on-street parking for Car Club vehicles. It is also recognised that Car Clubs need to be supported by extensive, more carefully considered marketing campaigns. For instance, Car Club marketing materials will be developed and included within parking renewal notice letters.
Case Study – Car Clubs The growth of Car Clubs over the past few years in continental Europe, North
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America and UK has been rapid. The basic idea of a Car Club is that people can have access to a car in their neighbourhood without having to own it. Members will typically pay an annual membership fee to an operator (e.g. the Local Authority or independent operators) who provides and maintains a range of vehicles in their neighbourhood. Members then pay by the hour and mile when they use a vehicle. The combined costs of membership and use are intended to be cheaper than personal car ownership, for car owners who do not do a high mileage, and to encourage the adoption of relatively diverse personal transport strategies. 23 Evidence has suggested that members of Car Clubs can reduce their mileage on average by 25% and for each Car Club vehicle on the road at least 6 private cars are removed from the road. In addition to reducing car dependency, solving parking problems and increasing levels of walking, cycling and public transport use, Car Clubs can make low car housing more viable and can help to promote social inclusion by improving accessibility.
6.5.4 Information Awareness Complementary to the development of Travel Planning initiatives, the Council will produce an Information Action Plan designed to raise awareness on sustainable transport choices and the importance of changing travel behaviour in response to growing environmental threats. This section outlines some of the interventions that the Council’s Information Action Plan is likely to include.
6.5.4.1 Events and Campaigns To promote travel awareness, the Council will work with partners such as Nestrans, Aberdeenshire Council and sustainable transport organisations, Sustrans, Cycling Scotland and public transport operators, to promote specific travel behaviour change events and campaigns. Events that the Council will support include “Walk to School Week”, “Bike Week” and “Green Transport Week”. The Council will also consider participating in the European-wide “In Town Without My Car Day” campaign, which aims to encourage public awareness of the need to act against pollution caused by the increase in motorised traffic in the urban environment. This is achieved by closing off a section of road within the City, and providing street entertainment, music and information stalls to entertain residents and visitors, while simultaneously showing the City in another light thanks to a reduction in motorised traffic within restricted areas. In developing local campaigns and information awareness materials, the Council will work with Nestrans and other interested parties to develop a sustainable transport brand for the City. It is believed that selling sustainable transport under one identifiable and trusted logo, similar to the success achieved under the Waste Aware Aberdeen Initiative, will boost our efforts to increase the modal share of sustainable transport modes.
23 http://www.carplus.org.uk/carclubs/env-bens.htm
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6.5.4.2 Travel Information As part of new walking and cycling strategies, more innovative, informative and enticing city-wide and local walking and cycling maps will be developed. Consideration will also be given to the development of neighbourhood community guides that inform residents of all the local facilities and services within their locality in recognition that such information can reduce the need to travel. With regards to public transport information, the Council will work with public transport operators to ensure that all bus stops across Aberdeen have up-to- date, reliable timetable information as a minimum. As part of a Public Transport Information Action Plan, media campaigns will also be developed playing on the hidden costs of owning and running a car, and highlighting the personal, environmental and economic benefits of using public transport. We will work with Nestrans, Aberdeenshire Council and public transport operators to develop a consistent approach to the provision of transport information. The Council is also keen to ensure that publicity materials are made available in suitable print for people with sight difficulties and alternative languages wherever possible. In addition to printed information, as a matter of priority, we will develop the Council’s website as the one-stop-shop for public transport information for the City, as well as providing links to the websites of local public transport operators. The Council will also continue to promote the use of personalised travel planning websites and Traveline Scotland’s batch journey planners. The I-Kiosk systems located across the City also offer transport and travel information to help locals and visitors to travel around the City and the use of these will be monitored. The Council has also recently invested in Variable Messaging Signals (VMS) across the City, which provides information on parking availability in the City Centre, designed to improve traffic flow and ease congestion. The system could be extended wider to the edge of the City Centre and the boundary of the City to reflect travel, air quality information and other relevant messages for travellers including guiding travellers to the appropriate Park and Ride sites.
6.5.4.3 Transport Management Organisations Aberdeen City Council will work with Nestrans and the private sector to support and encourage the development of further Transport Management Organisations (TMOs) across Aberdeen. To date, there is one TMO situated in Dyce. Dyce TMO is an organisation comprising private companies in the Dyce area that focuses on identifying and implementing measures such as car-sharing, shuttle buses and car clubs, which will improve travel conditions for the companies, their employees and the local community. In the future it hoped that the TMO concept can be expanded to other areas across the City with significant traffic generation attributes, such as Altens and other industrial estates.
6.5.5 Environment The development of the LTS has been complemented by a parallel Strategic Environmental Assessment (SEA). Informed by the SEA, this section briefly
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outlines some of the Council’s environmental policies and interventions that have been developed in recognition of the need to mitigate the effects of transport on the environment and where appropriate use transport plans and policies to create enhancements to the environment. In addition to the environmental actions and policies within this section, the SEA process has been used to identify policy-level mitigation measures for the LTS, which will be applied in the implementation of future transport schemes where appropriate to prevent, reduce or offset any potential adverse effects on the environment. The full list of mitigation measures are presented in Appendix F.
6.5.5.1 Air Quality The transport sector overall contributes an estimated 17% to total Scottish 24 Greenhouse emissions , just lower than the energy production sector. This percentage is growing, in contrast to most other sectors of the economy, where greenhouse gas reduction targets are being met, or emissions trading schemes are in place. In Aberdeen road traffic is predicted to cause 60-70% of all NO2 emissions within the City Centre. The Council is committed to improving air quality throughout the City and, in 2002, set up an Air Quality Management Area (AQMA) focussed on Market Street and Union Street. The Council also produced an Air Quality Action Plan which was updated in 2006 detailing specific options to reduce concentrations of NO2 and PM10s within the City. Further AQMAs are being considered across the City, on commuter routes such as along the Anderson Drive / Great Northern Road / Auchmill Road corridor and Wellington Road. There are various remedial measures outlined throughout this LTS which are designed to improve air quality at hotspots, primarily those travel planning initiatives that aim to encourage modal shift by improving the attractiveness of walking, cycling and public transport. Traffic management techniques which influence the speed, flow and volumes of traffic can also be used to reduce air quality problems at hot spots. As discussed previously, VMS can be extended to direct traffic away from congestion hotspots. The Council also supports eco-driving, which is a means of driving that reduces fuel consumption, greenhouse gas emissions and accident rates.
Case Study – Improving Air Quality through ITS Aberdeen City Council has recently invested in a Car Park Guidance System (CPGS) which provides roadside electronic message signs presenting information to motorists on parking provision in the City Centre. This system will be expanded in the future so that other travel information, such as areas of congestion and poor air quality, can be added to new and existing signs. For example, it is planned that information from air quality monitors will be sent to the CPGSs Common Database, which will then alert operators to
24 Changing Our Ways: Scotland’s Climate Change Programme, Scottish Executive, Edinburgh, 2006 http://www.scotland.gov.uk/Publications/2006/03/30091039/0
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In addition, the Council is aware that technological advancements designed to improve engine performance and encourage the use of cleaner fuels also has a fundamental role in improving fuel efficiency and reducing air pollution. Aberdeen City Council’s role in taking these developments forward is limited in this regard, although the Council will, through Nestrans, support developments in vehicle technology and work with operators to encourage the adoption of cleaner fuels. National taxation changes which discourage the use of 4x4 vehicles within urban centres are also supported.
Context – Travel Planning: A Drop in the (Rising) Ocean? Recent research has indicated that to achieve the Government’s 60% reduction target for future transport carbon dioxide emissions by 2050, a combination of strong behavioural change and strong technological innovation is necessary. However, given that changes in the built environment will only begin to take effect in the medium term (10-15 years), and major technological innovation will only become effective after 2020, it is in behavioural change that the real change must take place, and this should be implemented at the earliest possible occasion. We recognise that, in the past, the resources that have been invested into travel planning and information awareness interventions have been just a drop in the ocean. The growing body of evidence in recent times provided by 25 26 sources such as the Stern and Eddington Reports also highlight the immediacy of the action required. The Council will therefore take a more pro- active approach to travel behaviour change and will look to lead by example in many of the areas outlined in this section.
Context – Embracing New Technology Emissions from vehicles are a major cause of poor air quality, and have knock on impacts in terms of damaged health. While advances in engine technology in recent years have reduced harmful emissions, these have been offset by traffic growth and congestion. While the Council does not have influence over vehicle standards, the Council encourages the uptake of cleaner, low carbon vehicles, and will work with Nestrans to consider the potential of using parking policies to encourage the use of cleaner vehicles. We will also work with Nestrans and bus operators to reduce emissions from buses, both through encouraging the uptake of cleaner vehicles, and through the provision of bus
25 Stern Review: The Economics of Climate Change, HM Treasury, London, 2006 www.hmtreasury.gov.uk/independent_reviews/stern_review_economics_climate_change/stern_review _report.cfm 26 The Eddington Transport Study, HM Treasury, London, 2006 www.hmtreasury.gov.uk/independent_reviews/eddington_transport_study/eddington_index.cfm
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priority measures that will allow buses to move unfettered along their route. In addition to encouraging the use of new vehicular technology to reduce emissions, the Council will promote the use of ICT including remote working practices and the use of video-conferencing in order to reduce the carbon footprint of staff.
6.5.5.2 Noise pollution Road traffic noise is the prominent noise source in Aberdeen. In the future it is anticipated that the Council will be required to undertake a process of noise mapping and implement Action Plans that aim to reduce the impacts of noise pollution. By adopting good practice from the outset, it is hoped that the Council can consistently reduce noise pollution though a range of measures that promote more sustainable, quiet transport modes such as walking and cycling. In accordance with the Design Manual for Roads and Bridges 27 (DMRB) , the Council will also implement mitigation measures, such as engineering measures like noise barriers, vegetation and fencing, where required and practical for new transport schemes.
6.5.5.3 The Public Realm The Council understand that the visual and physical quality of the City also has a considerable impact on travel patterns. Attractive, open spaces free from traffic create pedestrian friendly environments that encourage walking and cycling. Heavily congested roads with high levels of air and noise pollution on the other hand mean journeys by foot or bike are significantly constrained. The way we plan our City is therefore of central importance if travel behaviour change is to be delivered. Policies for managing transport within the public realm must strive to balance competing demands on street space, whilst following SPP17 Guidance in meeting the needs of pedestrians and cyclists as well as motorised vehicles. There are a number of public realm projects currently being considered within the City, some of which form part of wider regeneration Masterplans. The pedestrianisation of Union Street is one project designed to support City Centre development by providing a more pleasant environment. Pedestrianisation of other parts of the City will also continue to be considered in the longer term.
Case Study – Union Street Pedestrianisation The pedestrianisation of the section of Union Street from Bridge Street to Market Street is a key element of the Urban Realm Strategy for the City
27 Design Manual for Roads and Bridges, Highways Agency http://www.standardsforhighways.co.uk/dmrb/index.htm
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Centre. This significant project will not only contribute to improvements of the visual and physical quality of the streetscape of the City Centre, but will also substantially increase the available road space dedicated to pedestrians and could be used for special events including street entertainment. In addition, the removal of all vehicular traffic from this central area, which experiences the largest concentration of pedestrian activity in the City, will contribute to air quality improvements, reduce pedestrian related accidents, and support the economic vibrancy of the City Centre. Work is already well underway to improve the surrounding road network and the continuation of this improvement programme, together with the benefits achieved in the City Centre by the construction of the AWPR by 2012, will enable the pedestrianisation of Union Street to be successfully introduced, whilst still maintaining traffic flow through the City Centre and ensuring public transport reliability.
The Council is responsible for the upkeep and improvement of many of the open green spaces and parks within the City, such as Duthie, Seaton, Hazlehead, and Victoria Parks, as well as other popular recreational areas like the Beach Esplanade and Union Terrace Gardens. Not only do such sites provide an attractive environment, but evidence shows that attractive open green space is linked to quality of life. There is growing understanding amongst people in Aberdeen that environmental issues are part and parcel of everyday quality of life and therefore the provision of attractive green city space should help to support the ACSEF ambition to ‘attract, train and retain the best people’. Going forward, the Council will continue to manage these sites and promote their use to locals and visitors alike.
6.5.5.4 Biodiversity 28 Under the Nature Conservation (Scotland) Act 2004 , Aberdeen City Council has a statutory duty to further biodiversity in exercising its functions. Transport can have an impact on biodiversity in a number of ways, with transport corridors and bridges acting as valuable habitats for a wide variety of wildlife for instance. As part of the aim of furthering biodiversity through this LTS, maintenance methods will be managed in order that they do not destroy or disturb these habitats. The Council encourages the adoption of measures to manage all adopted road verges in a way that maintains, establishes or manages verges for habitat and species enhancement. Roads can often sever or act as barriers between otherwise contiguous areas of value to biodiversity. In taking forward any transport infrastructure works as part of this LTS, efforts will be taken to ensure that existing wildlife linkages / corridors are maintained, or new ones created. More generally, mitigation
28 Nature Conservation (Scotland) Act 2004, HMSO, 2004 http://www.hmso.gov.uk/legislation/scotland/acts2004/20040006.htm
Page 77 measures will be considered for all transport improvement works that could have an adverse impact on biodiversity. The disposal of surface water from roads can, in some circumstances, cause flooding/contamination of adjoining land. The Council will continue to implement Sustainable Urban Drainage Systems (SUDS), as appropriate, as part of road improvement schemes and, where necessary, SUDS will be incorporated into existing road layouts to mitigate against the contamination or pollution of land, water courses, habitats and species lying adjacent to roads. Improving access to biodiversity and wildlife is another issue that measures set out in this LTS will aim to address. The development of the Core Paths Plan for the City, as discussed in 6.6.2, will support this by enhancing access to the City’s landscape and wildlife, while at the same time providing opportunities for healthy recreation.
6.5.6 Summary This section has outlined the Council’s approach to sustainable development and travel, with various policies and actions designed to raise awareness on the importance of travel behaviour change and encourage the adoption of more sustainable modes. The table below highlights the actions and policies that the Council will adopt to achieve our objectives and aspirations in this area.
Actions and Policies Land Use Planning SUS ACC support the application of SPP17 and encourage the use of LUP1 Transport Assessments to ensure that new developments promote the use of sustainable transport modes. SUS ACC support the integrated development of Brownfield sites LUP2 where appropriate as a means to reduce travel distances. SUS In implementing Masterplans for the priority regeneration of LUP3 neighbourhoods within the City, ACC will ensure that every opportunity is taken to ensure that these community redevelopment initiatives support the delivery of the objectives set out within this LTS. SUS ACC will ensure that new residential developments are located in LUP4 close proximity to a range of local facilities and will use Accessibility Planning as a tool to guide decisions on future development proposals. SUS Where appropriate ACC will support street layouts that encourage LUP5 pedestrian and cycle activities, such as Home Zones. SUS Parking standards will be strictly adhered to in order to avoid LUP6 exceeding maximum standards and, where feasible, the Council will support new developments which heavily promote sustainable transport and plan for low or no car households.
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SUS In the case of several individual developments taking place in an LUP7 area over a period of years, the Council will use Masterplans through the Local Plan process in order to ensure appropriate infrastructure and services, including transport, are provided for the whole development area. SUS ACC will use Planning Conditions and Section 75 Planning LUP8 Agreements where appropriate to ensure that transport is no longer an afterthought in the development planning process and that developers mitigate impacts through contributing to necessary works. SUS ACC will encourage the use of Green or Workplace Travel Plans LUP9 at new sites and will also promote the development of Residential Travel Plans. SUS ACC will work with partners to develop a “Travel Plans: A Guide LUP10 for Business in Aberdeen City and Shire” booklet aimed at proving assistance to developers with the production of Travel Plans. SUS ACC will seek to allocate additional resources to the monitoring of LUP11 Travel Plans, and will work with partners to develop and maintain a database of Development Control Travel Plans to support this work. Travel Plans SUS TP1 As a means of leading by example, ACC will redevelop its own Travel Plan, including the implementation of a package of integrated measures designed to increase the use of sustainable travel modes for journeys to and from Council premises. SUS TP2 ACC will continue to work with partners including Nestrans, Aberdeenshire Council, NHS Grampian, the University of Aberdeen and The Robert Gordon University through the North East Travel Plan Group to share information and best practice in relation to the development of Travel Plans and sustainable transport initiatives. Reducing the Need to Travel SUS ACC will promote the use of Information and Communications RNT1 Technology (ICT), such as home-working, video- and web- conferencing to reduce the carbon footprint of staff. SUS ACC supports ACSEF in the development of the business RNT2 beacons initiative. Car Sharing SUS ACC will continue to promote the car share database established CS1 by Nestrans. SUS ACC will consider introducing preferential car parking spaces for CS2 car sharers and drivers of low-emission vehicles. Car Clubs
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SUS As part of the Council’s Travel Plan, ACC will seek to develop a CC1 City Car Club, and encourage its expansion through corporate membership and promotion to all sectors of society. SUS ACC will support measures aimed at increasing the success of car CC2 clubs, including the provision of designated car parking spaces throughout the City and marketing campaigns. Information Awareness SUS IA1 Working with partners, ACC will produce an Information Action Plan designed to raise awareness on sustainable transport choices and the importance of changing travel behaviour in response to growing environmental threats. Events and Campaigns SUS ACC will work with partners in promoting travel behaviour change EC1 events and campaigns, including “Walk to School Week”, “Bike Week”, and the “Commuter Challenge”. ACC will also investigate the potential to take part in the “In Town without My Car Day” European campaign initiative. SUS ACC will work with Nestrans and other interested parties to EC2 develop a sustainable transport brand for the City for use on local campaigns and information awareness materials. Travel Information SUS TI1 ACC will develop new walking and cycling maps to promote the use of these sustainable modes across the City. SUS TI2 ACC will consider the development of Neighbourhood Community Guides. Where appropriate the development of these guides will be promoted through Residential Travel Plans. SUS TI3 ACC will work with public transport operators to ensure that all bus stops across Aberdeen have up-to-date, reliable timetable information. SUS TI4 ACC will seek to ensure that publicity materials are made available in suitable print for people with sight difficulties and in alternative languages wherever possible. SUS TI5 ACC’s website will be developed as the one-stop-shop for public transport information for the City, providing links to the websites of local public transport operators. SUS TI6 ACC will promote the use of personalised travel planning websites and Traveline Scotland’s batch journey planners. Transport Management Organisations SUS ACC will continue to support the Dyce TMO and will support the TMO1 further development of TMOs across the City. Environment SUS During the implementation of future transport schemes, ACC will
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ENV1 seek to apply the mitigation measures identified through the SEA process, and set out in Appendix F of the LTS, in order to prevent, reduce or offset any potential adverse effects on the environment. Air Quality SUS ACC is committed to improving air quality throughout the City and AQ1 will continue to monitor the City’s Air Quality Management Areas (AQMAs) and implement measures designed to reduce air pollution. SUS ACC will consider the implementation of further AQMAs AQ2 throughout the City. SUS ACC will utilise traffic management techniques and VMS AQ3 technology to help reduce air quality problems at particular hotspots SUS Through the Council’s Information Action Plan, measures to AQ4 promote eco-driving will be supported. SUS ACC will continue, through Nestrans, to support developments in AQ5 vehicle technology and work with operators to encourage the adoption of cleaner fuels. SUS ACC encourages the uptake of cleaner, low carbon vehicles and AQ6 supports will work with Nestrans to consider the potential of using parking policies to encourage the use of cleaner vehicles. SUS ACC will work with Nestrans and bus operators to reduce AQ7 emissions from buses. Noise Pollution SUS ACC will aim to reduce noise pollution though promoting the use NP1 of more sustainable, quiet transport modes. SUS In accordance with the Design Manual for Roads and Bridge NP2 (DMRB), ACC will implement mitigation measures such as noise barriers, vegetation and fencing where required and practical to reduce the noise impacts of new transport schemes The Public Realm SUS ACC will continue to progress traffic improvement works designed PR1 to support the pedestrianisation of Union Street post AWPR. SUS ACC will consider additional areas in the City Centre for PR2 pedestrianisation. Biodiversity SUS ACC is committed to furthering biodiversity through this LTS. BIO1 Maintenance methods will be managed in order that they do not destroy or disturb habitats. SUS ACC encourages the adoption of measures to manage all adopted BIO2 road verges in a way that maintains, establishes or manages verges for habitat and species enhancement.
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SUS In taking forward transport infrastructure works as part of this LTS, BIO3 ACC will ensure that efforts are taken to make sure that existing wildlife linkages / corridors are maintained, or new ones created. SUS Mitigation measures will be considered for all transport BIO4 improvement works undertaken through this LTS that could have an adverse impact on biodiversity. SUS ACC will continue to implement Sustainable Urban Drainage BIO5 Systems (SUDS), as appropriate, as part of road improvement schemes and, where necessary, SUDS will be incorporated into existing road layouts to mitigate against the contamination or pollution of land, water courses, habitats and species lying adjacent to roads.
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6.6 Improvements
6.6.1 Introduction Within this section, interventions designed to improve our existing transport infrastructure and services are detailed. We recognise that the term ‘improvements’ is perhaps misleading as in all areas of our work, the Council strives for continuous improvement of the services it provides. In this context, improvement indicates an enhancement to an existing piece of infrastructure or service.
6.6.2 Pedestrian Facilities Walking is a low cost, sustainable and healthy form of transport, ranked at the top of the national transport mode hierarchy. Despite this, a recent Scottish 29 Household Survey revealed that 44% of respondents in Aberdeen said that they did not walk (for more than a quarter of a mile) at all as a means of transport to go somewhere (e.g. for work or shopping purposes) in the previous seven days. In addition, levels of walking for pleasure or keep fit purposes are generally low in Aberdeen, with 58% of respondents stating that they did not walk at all for recreational purposes during the previous seven days.
Context – Health and Active Travel In recent years, the interdependence between Health and Transport, particularly Active Travel, has been given more attention. Concerns have grown for example over the rising levels of obesity across the country, with 30 current estimates suggesting that around 60% of the adult population and 31 33% of children in Scotland are either overweight or obese . However, physical activity does not need to be strenuous to have significant 32 effects on people’s health, general wellbeing and productivity. Reviews have led to two well-accepted health messages: • Adults should accumulate (build up) at least 30 minutes of moderate activity on most days of the week; and • Children should accumulate (build up) at least one hour of moderate activity on most days of the week. An increase in physical exercise through the promotion of active, sustainable transport modes such as walking can go a long way to addressing these problems. Working with partners at NHS Grampian, the Council is committed to facilitating active travel and raising awareness of the associated health
29 Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, December, Scottish Government, 2007 30 www.scotland.gov.uk/Topics/Statistics/Browse/Health/TrendObesity 31 www.bma.org.uk/ap.nsf/Content/obesity 32 Let's Make Scotland More Active: A strategy for physical activity, Scottish Executive, 2003 http://www.scotland.gov.uk/Publications/2003/02/16324/17924
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benefits. The continued development of School and Green Travel Plans will also be used to encourage increased levels of walking and cycling. At another level, it is recognised that the Council has an important role to play in providing access to health services. The ongoing development of DRT and the Council’s Dial-a-Bus services should provide a suitable response here. More generally, we recognise the health improvement role of public transport, particularly in terms of acting as a key arena for the social interaction of elderly residents in society. At the regional level, the Council has supported Nestrans with the development of a Health and Transport Action Plan. This study explores 3 key areas relating to promoting active travel; transport and public health; and access to healthcare. The study also examines what more could be done in these areas by stakeholders, such as NHS Grampian, Nestrans and Local Authorities. Through the Health and Transport Action Plan and specific schemes outlined throughout this section, the health improvement potential of transport will be realised.
As part of the efforts to increase the attractiveness of walking both as a means of travel and for recreation, the Council will aim to improve pedestrian facilities. Improving pedestrian facilities encompasses a wide array of initiatives ranging from improved maintenance of existing footways to the development of new off-road footpaths. The development of a Core Paths Plan will be important in this regard.
Case Study – The Core Paths Plan The term ‘Core Paths’ was introduced in the Land Reform (Scotland) Act 33 2003 . This Act set out that all Local Authorities and National Parks have a statutory duty to draw up a Core Paths Plan that will “provide the basic framework of routes sufficient for the purposes of giving the public reasonable access throughout their area. This basic framework of routes will link into, and support, wider networks of other paths”. The system of core paths will satisfy the basic needs of local people and visitors for recreation and for travel, and provide key links to the wider path network. To achieve this, the core paths network is likely to be made up of a mixture of existing paths and some new paths, which together will help to deliver our vision for “…a complete paths network throughout the City, encouraging healthy and sustainable access opportunities for all”. The Core Paths Plan will help to support wider national, regional and local policy objectives on health, recreation, education, local economic development, social inclusion, community development, sustainable transport and tourism.
33 Land Reform (Scotland) Act 2003, HMS0, 2003 http://www.hmso.gov.uk/legislation/scotland/acts2003/20030002.htm
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Other measures designed to improve the accessibility of pedestrians and the attractiveness of walking include initiatives to improve road safety, such as traffic calming schemes and further pedestrian crossing facilities. In order to enhance the attractiveness of walking, the “5Cs” will need to be considered: walking routes need to be connected, comfortable, convenient, convivial and conspicuous. Through this LTS, the Council will undertake pedestrian audits of main pedestrian routes, to include maintenance, lighting, obstructions, quality, cleanliness and crossing facilities. Comprehensive “Living Street” strategies, focussing on the quality of the pedestrian environment can also encourage greater pedestrian presence, boosting economic activity and playing an important part in urban regeneration and revitalisation. The Council fully supports the pedestrianisation of Union Street between Market Street and Bridge Street, but recognises that this may only be progressed following wider improvements to the strategic road network. Consideration will also be given to the creation of ‘local village centres’ around schools or at shopping centres.
Context – The 5 C’s 34 The DETR’s “Encouraging Walking: advice to local authorities” recommends the following 5Cs as a useful set of criteria for assessing the existing environment for walking. Connected – Easy access to public transport and other key destinations without meeting dead ends and busy roads which are not easy to cross. Convenient – Direct routes without unnecessary detours and restrictions. Comfortable – Quality surfaces, appropriate width and unobstructed footpaths with good lighting and safety from vehicle traffic. Convivial – Friendly, busy streets which are interesting to walk in, meet people, go shopping or have a sit down. Conspicuous – Clear signposts, visible street names and publicised walking routes.
6.6.3 Cycle Facilities 6.6.3.1 Introduction Like walking, cycling is a cheap, healthy and non-polluting form of transport, providing a quick and hassle free means of undertaking short trips within the City. There are numerous UK examples of cities where a “cycling culture” has developed, and where cycling is the first choice travel mode for a sizeable proportion of the population. Not only does this make a useful contribution to reducing the growth in car traffic, and enabling cyclists to avoid the worst of
34 Encouraging Walking: Advice to Local Authorities, DETR, 2000 http://www.dft.gov.uk/pgr/sustainable/walking/encouragingwalkingadvicetolo5793
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City Centre congestion, but it also allows for a better urban environment for pedestrians and motor vehicles alike.
You Told Us… A high proportion of respondents to the LTS questionnaire were cyclists. This demonstrates the keen level of interest members of the cycling public have in improving cycling in Aberdeen. The Council is committed to the improvement of cycle facilities and infrastructure and will continue to work with the Aberdeen Cycle Forum to deliver improvements geared at increasing the modal share of cycling.
Consultation with those who do not currently cycle has highlighted a number of issues that need to be addressed to encourage greater cycling activity. First and foremost is perceived safety on the road for cyclists. Whilst more experienced cyclists are happy to use the road network as it stands, one of the perceived barriers for new cyclists is the lack of a coherent cycling network both on and off the road. 6.6.3.2 Our Cycle Network Proposals On-road, the Council is committed to improving the safety of vulnerable road users and there will be a presumption in favour of new traffic management schemes that incorporate measures for cyclists. This will include exemptions from road closures, one way streets, banned turns, advanced stop lines at traffic signal controlled road junctions, as well as review of existing junctions and the incorporation of cycle facilities on all main roads, where safe and practical, as part of a strategic on-road cycle network. Off-road, Aberdeen City Council will continue to invest with partners in strategic off-road routes linking communities to major centres of employment, hospitals, universities and schools. Furthermore, recognising that improvements to recreational routes can also lead to an uptake in family, commuter or utility cycling, we will also improve cycle routes linked into the Core Paths Plan and the City’s parks and greenspace networks. Many of these improvements to the network are already taking place, as illustrated below. Aberdeen City Council will continue to work with Sustrans, Nestrans and Aberdeenshire Council, as well as partner organisations, developers and landowners, to ensure significant developments to the National Cycle Network (Route 1) and other strategic routes through Aberdeen are completed within the timeframe of this LTS.
Case Study – Developing Aberdeen’s Cycle Network Aberdeen City Council has been successful in securing funding from both Sustrans and Nestrans for implementing strategic cycle routes throughout Aberdeen. This has included a review of the National Cycle Network Route 1 through Aberdeen and the design of several key cycling routes linking the universities and schools to the rest of the network around the City. The case studies below outline some of the major cycle projects currently being progressed by the Council.
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• Bridge of Don to Dyce As part of the redevelopment of the NCN, Route 1 (North) through Aberdeen a feasibility study was commissioned in 2005. It suggested a new off-road riverside cycle route linking Dyce to Old Aberdeen, and then on to Aberdeen Beach, in order to provide: a safe alternative commuter route for cyclists and walkers; a local recreational route with points of access to the countryside and links between the communities of Bucksburn, Dyce, Danestone and Bridge of Don; a tourist route for visitors to the area; and a DDA compliant route that is accessible for all. It is anticipated that the entire 16km off-road route including a new pedestrian / cycle bridge across the River Don will be complete by 2010/11.
• Riverside Drive In order to fully utilise the River Dee as a formal walking and cycling route Aberdeen City Council has been investigating the possibility of a high quality path linking Victoria Bridge in Torry to The Robert Gordon University campus at Garthdee. This will provide a traffic free route linking the National Cycle Network with Duthie Park, Garthdee retail park and the leisure facilities in the area, and the University. For recreational cyclists it will provide a high quality cycle route along the banks of the river likely to be popular with visitors to the City and local residents. • Aberdeen to Westhill Currently there is no continuous cycle route from Westhill into Aberdeen. The existing facility from Westhill to Kingswells follows the A944 along a 70mph stretch and is in need of review and upgrade. Aberdeen City Council has now identified a preferred route which will allow both recreational and commuter cyclists to cycle from Westhill and Kingswells onto Hazlehead Park, the hospital and the City Centre.
6.6.3.3 Complementary Actions Also of importance to improving cycling is the need for more conveniently located secure cycle parking. Aberdeen City Council through the life of this LTS will not only apply cycle parking standards to any new developments, but will also provide or seek installation of additional cycle parking at all public buildings / areas and transport interchanges. The lack of secure cycle parking in some existing residential developments also needs to be addressed and the Council will look to pilot schemes aimed at tackling this problem. We will also assist in the identification of appropriate sites within the City for potential bicycle rental schemes for tourists and residents. As well as the creation of routes and cycle parking, in order to encourage further cycling, the Council will continue to support and assist in the provision and uptake of cycle training for adults and children. We will also support the establishment of a bicycle recycling scheme, delivering bicycles to families wishing to participate in cycling but unable to do so through financial circumstances. Aberdeen City Council is committed to taking part in various events and campaigns and marketing activities designed to promote cycling as indicated in sections 6.5.4.1 and 6.5.4.2. Recognising the need for visible
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and viable interchanges between sustainable transport modes the Council will explore opportunities to integrate cycling with other modes including improving cycle access to railway stations and Park and Ride sites. 6.6.3.4 Cycling Strategy On the back of this LTS, the Council will develop a Cycling Strategy detailing further improvements towards cycling facilities and levels of safety, and encouraging the development of a cycling culture. This Strategy will be developed in liaison with the Aberdeen Cycle Forum, Aberdeen’s consultative voice on cycle matters within the City – and who play a vital role in promoting cycling within the City. The Cycling Strategy will specify and prioritise the development of on and off road routes, cycle parking, supporting facilities, signing, marketing and encouragement, and will build on, as well as address the findings in the Cycling Scotland Local Authorities Performance on Cycling for Aberdeen.
6.6.4 Powered Two Wheelers Motorcycles and other Powered Two Wheelers (PTWs) can play a significant role in maximising the efficient use of limited road space. In addition to providing the convenience of personal mobility, in urban areas, switching from car use to motorcycle use has the potential to reduce vehicle emissions and congestion as well as minimising the land required for parking provision. In developing strategies to increase the use of PTWs, the Council will take cognisance of the recently published “Motorcycling in Scotland” Guidance 35 Report . A key concern in promoting the use of PTWs relates to rider safety. Accordingly, to reduce their accident involvement rate, the Council will support both engineering and non-engineering activities. In addition to efficient maintenance of our road networks, consideration will also be taken of the IHIE guidelines aimed at providing a safe, integrated transport environment for motorcyclists whilst reducing rider vulnerability. In terms of non-engineering measures, the Council will work with Grampian Police, the Motorcycle Action Group and the British Motorcycle Federation to promote and support the ongoing development of initiatives designed to increase PTW rider abilities, such as through advanced rider training schemes like the Bikesafe Scotland scheme and also through educational materials designed to raise awareness of rider vulnerability. In developing motorcycling parking provision, cognisance will be taken of the good practice guidance, summarised as “Near and Clear, Secure, Safe to Use, and Useful”. This encompasses many elements including the provision of parking opportunities close to destinations, physical security measures, CCTV coverage, and the provision of lockers and changing facilities where possible. In the past, the Council has been lobbied on allowing motorcyclists access to priority bus lanes. The Council still maintains the position that the needs of motorcyclists do not justify giving them priority over other road users, on the basis that this will dilute the effectiveness of the priority lanes and lead to an
35 Motorcycling in Scotland, Scottish Motorcycling Community, July 2007 http://www.scotland.gov.uk/Publications/2007/07/Motorcycling
Page 88 unsafe mix of users. However, we are aware that trials are being undertaken across the UK and will keep this situation under review.
6.6.5 Bus Network and Service Accessibility 6.6.5.1 Introduction Bus services are at the heart of delivering a sustainable, integrated transport system for the City. Given that approximately one third of households in Aberdeen do not have access to a car, it is important that these services are available as a competitive option in terms of accessibility, journey time and cost, and are recognised as being essential to the economic development and prosperity of the City. 6.6.5.2 Quality Partnership for Public Transport In order to increase the modal share of public transport in Aberdeen, the Council proposes to work with its current Quality Partnership for Public Transport partners to introduce a range of initiatives designed to increase the attractiveness of this mode. The Council also recognises that it has a role in ensuring that the bus market is in a position to deliver the objectives of its LTS and that this may require a level of intervention that is radical. Further information of the Council’s aspirations for this partnership is set out below.
Context – The Quality Partnership for Public Transport A Quality Partnership Agreement was formed between Aberdeen City Council, Aberdeenshire Council, First Aberdeen and Stagecoach Bluebird in 1998 and then renewed in 2005. The agreement sets out an array of regional policies and targets for both the Councils and bus companies to work towards, with the aim of achieving a 10% increase in bus patronage between 2001 and 2011. Since the Quality Partnership was introduced, we have seen improved quality in bus services, with bus operators investing in new vehicles to complement the Council’s investment in shelters, priorities, information and other facilities. However, also noticeable over the period of the informal Quality Partnership is that bus reliability has decreased considerably, bus fares have risen to levels substantially above the national trend and that patronage has seen a slight improvement. There is a strong degree of dual responsibility in this between bus operators and the Council. As a result, we recognise that there is still much work to be done to increase the attractiveness of bus services in the City and, going forward, Aberdeen City Council is committed to moving the current arrangements to the next level and develop a more robust Quality Partnership, potentially leading to the introduction of a Statutory Quality Partnership. Through a revised, more robust quality partnership, the Council will commit to: • reducing the actual running time of bus services and the relative journey times by bus compared to other vehicles by investing in improved bus passenger priority measures including greater enforcement of existing bus lanes and the introduction of urban traffic controls;
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• developing Punctuality Improvement Partnerships progressively to improve bus running speeds relative to other vehicles; • continued investment in bus stop/shelter facilities; • creating interchange facilities to support network expansion; • providing real time information; and • increasing investment in non-commercial services. In return, the City Council will seek from the bus operators: • improved fleet provision (Euro 4 compliance; DDA compliance; CCTV); • support for network expansion; • improved passenger information - paper and web based; • action on inter-availability of tickets; • commitment to providing fare incentives for passengers buying longer period tickets and investigating e-commerce options to reduce the perceived cost of travel; and • commitment to reinvest resources saved by improved bus running speeds into new links or increased service levels (for example, Stagecoach has indicated that in excess of 10 vehicles are required daily in the Nestrans area simply to cope with the difference in peak and off-peak running times). The Council will monitor the revised targets and commitments set out in this revised Quality Partnership and if the Quality Partnership is failing to deliver upon them, we will investigate the reasons for this and whether the failing is due to Council policies and actions or those of the bus operators.
6.6.5.3 Ongoing Network Development In addition to working with operators to improve bus services through a more robust Quality Partnership, the Council will continue to work with Community Councils and other employers and partners, such as the NHS, The University of Aberdeen and The Robert Gordon University to identify gaps or problems in the current bus network and make improvements. Punctuality Improvement Partnerships (PIPs) will also be introduced on key bus corridors to monitor and steer towards solutions to minimise and improve journey time reliability. Evaluation of demonstration PIP projects will be undertaken with a view to expanding this to other corridors in the City. New public transport services will also be piloted through the lifespan of this LTS. A number of potential services are being considered and we will continue to seek opportunities to implement the services. For the first time in 2007, the Council introduced a Bus Route Development Fund to support non- commercial bus services. Efforts will be made to increase levels of subsidy for non-commercial services where appropriate.
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You Told Us… The aspiration for a circumferential bus service linked to industrial estates was one service highlighted on numerous occasions during consultation. This will remain an aspiration, with work during this LTS concentrating on initiating the links of this network that are more feasible in the short term.
There is a role for business investment in supporting new bus services and infrastructure. The Council recognises the importance of bus services to developments, such as housing, industrial, retail or other commercial activities and for this reason developers will be required to demonstrate how using public transport to the development will reward users, through time or cost savings in comparison to using the car. Prior to planning permission being granted for new developments, as part of Green Travel Plans, developers will also be required to provide the infrastructure that caters for linking into bus services, and / or provide new services or infrastructure links. 6.6.5.4 Park and Ride As outlined earlier, working with Nestrans and other partners, completion of a network of Park and Ride (or Park and Choose) sites across the North East remains high on our agenda and efforts will be concentrated on achieving this during the life of this LTS. We recognise that developing further Park and Ride sites could leave the Council open to criticism given that patronage levels on existing Park and Ride services from Bridge of Don and Kingswells have generally been static or in decline. Therefore, we will work with bus operators to bottom-out the reasons for this. The Council believes, however, that the development of a network of Park and Ride sites across the North East, with accompanying meaningful bus passenger priority measures, will make it easier to offer a more attractive Park and Ride service, under one consistent brand, which contributes to a more integrated transport system and in doing so reduces the number of car journeys into the City Centre. Opportunities to expand the use of Park and Ride sites, such as through the provision of business beacon initiatives for example and Wi-Fi access, will also be explored. The Council is also in active discussions with developers over the location of the Bridge of Don Park and Ride site, with a view to relocating this site further north and increasing the site capacity. 6.6.5.5 Complementary Initiatives We also recognise that at the heart of encouraging an increase in bus use is improved awareness of the services available and the benefits of using these services. To this end, we will liaise with Nestrans and bus operators to introduce a Public Transport Information Action Plan, as part of the Transport Information Action Plan. The Council is also committed to working with Nestrans to develop a Regional Bus Action Plan. Initial work has been carried out on this, with some of the recommendations outlined below.
Context – Nestrans Bus Action Plan To assist with the development of its Regional Bus Action Plan, Nestrans
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36 commissioned an independent study to scope out current issues, problems and opportunities with the North East bus network. On the whole, this study stated that “no wholesale revisions to the existing bus network are required. The existing partnership arrangement, combined with investment from both operators and the public sector, forms a good basis for the future successful development of the network”. However, to provide a bus network that is perceived to be high quality, efficient and good value by users and potential users, and to address the key priorities of existing passengers for improved service reliability/frequency and reduced cost of use, the study outlined various strategic interventions that Nestrans, Councils or bus operators could seek to implement. The report recommended that “measures to promote bus priority, so improving service reliability and reducing operating costs, if supported by investment from operators in increased service levels and/or fares offers, are key to unlocking a range of benefits and to improve the perceived value for money for passengers”. More specific study recommendations included the implementation of PIPs; expanding Park and Ride provision; providing enhanced evening and Sunday services and increased provision of DRT and CT services; more and better information on services including ticket products that incentivise bus use and improve ease of interchange so that more journeys can be made by bus; better enforcement of bus stop parking and bus lane infringements; promoting travel behaviour change techniques, and working to influence City and town centre parking policies to make bus more attractive in relation to the car. Moving towards a Statutory Quality Partnership was also suggested within the Plan as one means to assist with the delivery of many of the desired improvements. As outlined previously, the Council believes that a more robust Quality Partnership should be worked on to influence modal shift not just in Aberdeen, but across the whole of the North East.
In addition to local and regional action, there are a number of national initiatives that could be introduced to improve the attractiveness of public transport and which the Council support. Firstly, the Council is keen to see the implementation of a Smartcard system that will provide an ‘electronic purse’ making it easier to use public transport. The Council also supports the ongoing availability of the national concessionary scheme for the over 60s and many disabled people as well as the concessionary scheme providing reduced rate transport for 16 to 18 year olds. A range of other ticketing initiatives designed to improve access to education and employment will also be explored throughout the life of this LTS.
You Told Us… Improving bus services (e.g. more places served and more control of bus fares) was ranked as the Council’s most important transport priority by 69% of City Voice survey panellists. The high cost of bus fares was also a frequently raised comment during consultation on the Consultative Draft LTS. The Council acknowledge that the cost of bus fares must be
36 Towards a Bus Action Plan for the 21st Century, Nestrans, July 2007
Page 92 viewed in relative terms and that reducing bus fares is an area of shared responsibility. For example, as commercial operators, bus companies will set fares appropriate to, amongst others, investment, operating costs and passenger numbers. Accordingly through this LTS to help to achieve the shared goal of increased public transport use, the Council will increase / review parking charges in line with inflation and also in line with bus fare increases, and extend controlled parking areas and periods parking is available for. Other measures to provide greater priority for buses and increase their modal share, as outlined within our proposals for a more robust Quality Partnership for Public Transport, will be progressed in return for operator commitments detailed above.
6.6.5.6 Bus Fares in Aberdeen The Council recognises that bus fares within Aberdeen are at the highest level in an urban area in the UK. In order to achieve key objectives of the LTS, the Council considers that positive steps are required to bring about a reduction in fares. The Council will promote the development of a pilot project to reduce bus fares (using discriminatory pricing or concessionary schemes) within parts of the City to achieve modal shift and improve social inclusion. It will initially seek to achieve this within the context of an enhanced quality bus partnership where the project requires a fare reduction to be successful and the operator will commercially provide this. Alternative approaches include seeking to impose a Quality Contract on a bus route, corridor or an area. This would only be considered where the Council’s modal shift, social inclusion and accessibility objectives are not met due to a failure of the partnership approach, and a failure to bring about a reduction in bus fares. The Council has given a clear commitment to introducing a range of measures to improve bus operation and it welcomes a positive response from operators as they play their part in improving the quality, affordability, and accessibility of public transport in and around the City.
6.6.6 Traffic Management In simple terms, traffic management refers to the process of adjusting or adapting the use of our existing road infrastructure in order to maximise its benefits, as opposed to developing substantial new road infrastructure, in order to support the delivery of this LTS. There are a variety of traffic management techniques that the Council will continue to implement during the life of this LTS. Measures range from the provision of improved signage provision and parking controls (as described earlier) to new, more innovative measures such as the implementation of Intelligent Transport Systems (ITS) and Demonstration Projects that prioritise the use of existing road space such as High Occupancy Vehicle (HOV) Lanes.
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Case Study – Locking in the Benefits of the AWPR In 2007 the Council, in partnership with Nestrans and Aberdeenshire Council, commissioned a study into the opportunities afforded by the construction of the AWPR in 2012. In addition to the opportunities offered by the new road itself, further advantage could be taken from the reduction in traffic within much of the City and changes in traffic patterns resulting from the opening of the AWPR. This includes benefits for all modes of transport. The report demonstrates how all of these projects are facilitated by the AWPR, and how they contribute to achieving the various objectives of the RTS and two LTSs. The study found that the potential benefits derived as a result of the AWPR would be fully in accordance with the RTS, and the LTS objectives. Complimentary measures could be required to “lock in” and optimise these benefits. These could include: • improving infrastructure for cyclists and pedestrians to make these transport modes more attractive, including the implementation of further pedestrian crossings and cycle lanes; • linking cycle routes to the wider cycle network; • increasing cycling and public transport priority measures, including junction improvements to give priority to these modes; • implementing new bus / HOV lanes, potentially on a number of radial routes into the City Centre; • providing Park and Choose opportunities at currently proposed Park and Ride sites; • establishing a circumferential bus route, travelling the length of Anderson Drive; • improving interchange opportunities both within and between modes of transport; and • changing existing signal timings and signalising roundabouts to allow for greater east-west priority at Anderson Drive. Providing the above measures would offer the most realistic chance of optimising the benefits of the AWPR, and ensuring that the new route does not simply lead to increased traffic in the City. As stressed throughout this LTS, it will be important that the Council uses the next few years to trial the implementation of Demonstration Projects, such as HOV Lanes and Large Vehicle Lanes, in order to gain a better understanding of the potential effectiveness of some of these techniques and gain experience of these methodologies so that it is in a position that it has designed and is ready to implement a package of “lock-in” projects when the AWPR comes on stream.
6.6.6.1 High Occupancy Vehicle (HOV) Lanes HOV Lanes are a method of maximising use of road space and giving priority to more sustainable travel modes. The basic principle is that private vehicles
Page 94 carrying two or sometimes three or more people, along with buses and taxis, are permitted to use the lanes during the hours of operation. They are designed to act as an incentive to car share or the use of public transport as a means to bypass congested areas and reduce journey times. HOV Lanes can have a positive influence on car occupancy rates by allowing car-sharers to travel faster while also easing congestion on conventional lanes.
Case Study – High Occupancy Vehicle (HOV) Lanes 37 In Leeds , two lengths of HOV Lane, totalling 1.5km, were introduced in 1998 along the A647 dual carriageway. They are available to buses, coaches, other vehicles carrying two or more people, motorcycles and pedal cycles, and operate from 7am-10am and 4pm-7pm. The following results were established: • Following the HOV Lane introduction there was an initial 20% drop in vehicle flows due to driver avoidance, but eighteen months later flows were found to have returned to pre-scheme levels, and actually experienced traffic flow increases after four years. • During the period from one year before to one year after the introduction of the HOV Lane, the number of HOVs using the route in the AM peak increased by 5%, although there was a reduction in HOVs on parallel routes, indicating an exchange of HOV and non-HOV traffic. • Average car-occupancy rose from 1.35 to 1.43 over the first two years. • Bus patronage increased from 1% in the first year of opening to 20% four years later. • With regards to journey times, AM peak journey time savings of 4 minutes were delivered, along with a 1.5 minute reduction in non-HOV journey times. A series of HOV Lanes, known as ‘Shareway’ lanes, were also introduced north of Bristol, arguably with more impressive results. However, this scheme did also include a package of measures, including junction improvements, such as the signalisation of a roundabout, as well as carriageway widening. A realistic HOV Lane must also be of considerable length for there to be any real incentive to encourage car sharing; the most successful HOV Lanes are in America on long stretches of interurban and urban carriageways with complete priority given along the route. Key to the successful operation of HOV Lanes will be effective enforcement. In Leeds, enforcement is restricted to a limited number of hours per month at agreed locations, with Leeds City Council reimbursing the Police for their time. Careful consideration would also need to be given to ensure that there is no detriment to bus services and the safety of cyclists and pedestrians.
37 Traffic Advisory Leaflet - High Occupancy Vehicle Lanes, Department for Transport, December 2006
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Building on the Nestrans RTS, which outlines the aspiration to trial a HOV Lane on a suitable corridor, Aberdeen City Council propose to trial a HOV Lane within the lifespan of this LTS. If successful this could be replicated on other corridors as part of a wider package of measures to ‘lock in’ the benefits of the AWPR when it is opened. Success in this context would need to consider not only whether there is an increase in car occupancy as a result of the infrastructure, but also whether bus passengers shared in the benefits. Obviously, the choice of corridors will be critical to any decisions, but for the purposes of a Demonstration Project, the A90 Stonehaven Road corridor will be examined further. This is in recognition of the high levels of commuter congestion and relatively good density of public transport on this corridor, in association with plans to develop a Park and Ride site in the south. Greater encouragement of car-sharing through Workplace Travel Plans should also support the development of HOV Lanes.
6.6.6.2 Intelligent Transport Systems (ITS) Intelligent Transport Systems or ITS are a range of tools used for managing the road network, enabling road users to make better informed decisions regarding journey planning and generally enhancing the service provided to road users. The benefits of using ITS effectively include: • Reducing congestion by the monitoring and prediction of traffic conditions, the co-ordination of traffic signals, the provision of bus priority measures and providing effectively for pedestrians and vulnerable road users; • Encouraging the use of public transport by improving service reliability and service information to users; • Reducing the effects of pollution from vehicles by better traffic management; • Improving road safety by providing facilities for all including vulnerable road users and pedestrians; • Assisting drivers select the most appropriate route to their destination by providing them with information regarding the conditions on the roads and information to change that route should a major incident occur; and • Aiding the enforcement of traffic restrictions through the use of enforcement cameras and CCTV.
Case Study – ITS in Aberdeen Aberdeen already has a number of ITS tools in general use and has in many cases been at the forefront in their development and implementation. A selection of the main ITS tools used in the City is set out below. • Puffin and Toucan crossings are being implemented across the City to improve provision for pedestrians and vulnerable road users such as cyclists. These crossings detect the presence of pedestrians and automatically vary the crossing time to suit the individual. • The Urban Traffic Control (UTC) system monitors congestion and traffic
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flows at signal intersections in the network making changes to the signal timings and co-ordinating adjacent signals to reduce congestion and delays over the network as a whole. • Real Time Passenger Information Systems (RTPI) use global positioning satellites to track buses and use this information to provide predictions on the time of the next bus arrival to display units mounted in bus shelters. • The Car Park Guidance System (CPGS) uses a series of variable message signs to provide drivers with information on the number of spaces available in the larger parks in the City. Using this information, drivers can make a more informed choice on where to park. In turn, this reduces congestion and pollution in the City Centre through a reduction in the levels of circulating traffic.
At present the ITS tools described above are used to great effect but in isolation. Data from one system cannot be passed to another making it difficult to use this information effectively and disseminating it to the people who need it. Through this LTS, the Council will therefore seek to integrate the operation of these systems to improve the way the network is managed and distribute a greater range of information to the public. Central to achieving this integration is an element called a Common Database (CDB) which acts as a central repository of data, and will allow all the connected systems to utilise this data to define and implement intelligent traffic management strategies. Going forward, a six year ITS Strategy for Aberdeen is proposed in order to integrate existing systems and implement the new tools necessary in order to meet the City’s aspirations for a modern transport system. This Strategy will be implemented in 4 phases, with much of the work proposed for implementation during the life of this LTS. • Phase 1 (Year 1): Integrate the existing remote monitoring and urban traffic control systems with the common database system and publish car park and street work information on the Internet. This will provide the strategic core system for managing the City's road network. The website will provide drivers with information allowing them to make an informed choice as to their mode and route of travel. • Phase 2 (Years 2 and 3): Install CCTV at strategic intersections to allow more effective incident management on the network. Implement journey time monitors on arterial routes. Link bus real time information system to common database to measure bus journey times. Install VMS on arterial routes to provide travel information and comparative journey times to drivers. Expand website to include the additional information available. • Phase 3 (Years 4 and 5): Install air quality monitors at strategic points. Enable access to common database for partner organisations to provide and update traffic-related information. Install VMS on strategic access points to the City. • Phase 4 (Year 6): Expand the traffic CCTV network. Expand website to include Real-time bus arrival information and also offer Real-time bus arrival information by SMS.
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In addition, the Council acknowledge that more could be done at the local level to improve the efficiency of throughput at junctions, particularly on principal roads where there are numerous under-performing junctions. Accordingly, the Council will review the performance of existing junctions as part of a corridor-based analysis to ensure efficient use of existing junctions, considering priority movements. The junction review will be informed by the Nestrans Bus Action Plan work in order to ensure that appropriate priority is given to public transport movements.
6.6.6.3 Berryden Corridor The Berryden corridor is a strategic route used both by traffic accessing or travelling through the City Centre and as a direct access route to a number of large retail developments along the corridor itself, and has been identified as operating beyond its capacity, leading to significant congestion and journey time delays. As a result, the Council proposes to undertake a STAG study into the options for improving this route, with consideration to be given to areas where capacity, operational and accessibility improvements can be achieved. In taking forward improvements, close attention will be taken to ensure that benefits are maximised for all road users, and particularly those of pedestrians, cyclists and public transport. Work on this potential improvement will be linked to the “Access from the North” proposals referred to in Section 6.7.4.
6.6.7 Freight Road freight transport is very important to the Grampian economy. For instance, between 2001 and 2005, the average amount of freight carried by HGVs to a destination in the Grampian area (including the Aberdeen City, Aberdeenshire and Moray Council areas) was over 20 million tonnes per 38 year . Of this, over 74% originated from a location in Grampian, which highlights the important role that road freight plays to the local economy, and also illustrates that local freight often has no other option but to travel on the road. To assist the movement of freight on the local road network, the Council propose to pilot the introduction of a Large Vehicle Lane. A Large Vehicle Lane is similar to a bus lane, but with priority given to Heavy or Large Goods Vehicles as well as all forms of public transport.
Case Study – Large Vehicle Lane In the UK, Newcastle City Council has led the way with the introduction of what they have termed ‘No-Car Lanes’. No-Car Lanes are a relatively new concept in the re-allocation of road space based on the use of bus lanes by buses and some other vehicles, such as HGVs, but importantly the prevention
38 Scottish Transport Statistics No.25, Scottish Executive. 2006 http://www.scotland.gov.uk/Resource/Doc/160953/0043714.pdf
Page 98 of car use in the designated lane. No-Car Lanes give priority for essential vehicles facilitating the movement of goods as well as people in congested urban centres. These shared bus and lorry lanes are often implemented where bus usage is insufficient to provide an exclusive bus lane. The provision of priority lanes for HGVs offers the opportunity to support local economic growth by helping lorries to become more efficient by improving their access and circulation within urban areas. More efficient movement of lorries could in fact lead to a reduced need for lorries, which will have positive environmental impacts. In addition to helping the movement of buses and goods vehicles, No Car Lanes can increase road capacity in some cases by segregating wider vehicles from standard vehicle lanes. A reduction of lorry traffic on alternative routes could also lead to safety benefits. However, similar to HOV Lanes, in introducing a Large Vehicle Lane, careful consideration will require to be given to the potential impact on other road users, including public transport and cyclists to ensure that there is no detriment to bus services and the safety of cyclists and pedestrians. The implementation of a Large Vehicle Lane would also require to be supported by good publicity and coverage with information displayed using maps or leaflets, and with the co-operation of local firms in advising their suppliers about the operation of these lanes to avoid driver confusion.
Trialling the introduction of a Large Vehicle Lane in Aberdeen is identified as a further measure to help lock in the benefits of the AWPR. While a suitable site has still to be confirmed, the Wellington Road corridor has been suggested given recent upgrade work on this corridor, and the high density of HGVs travelling to and from the industrial estates and onwards to Aberdeen Harbour. Further work will be carried out to test the feasibility of this Demonstration Project. The lack of suitable lorry parking facilities in Aberdeen was an issue raised during earlier consultation. Follow-up surveys with local hauliers have also confirmed that there is a requirement for a lorry park in the City. The Council is currently in discussions over the future of the current lorry parking facility in Altens but is committed to the provision of a suitable, safe and secure lorry park in the City.
6.6.8 Summary This section has outlined the key aspects of the City’s transport system for which improvements will be sought. A full list of actions and policies from this section are set out below.
Actions and Policies Pedestrian Facilities IMP ACC, in partnership with NHS Grampian, is committed to PED1 facilitating active travel and raising awareness of the associated health benefits.
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IMP In recognition of the close links between health and transport, PED2 ACC will support Nestrans with the implementation of the Regional Health and Transport Action Plan. IMP ACC will develop and implement a Core Paths Plan, to promote a PED3 network of paths throughout the City suitable for the purposes of giving the public reasonable access through the City. IMP ACC will continue to implement measures designed to improve PED4 accessibility for pedestrians and the attractiveness of walking, including initiatives such as traffic calming schemes as well as more and better pedestrian facilities. Consideration will be given to use of the 5Cs framework. IMP ACC will undertake pedestrian audits of main pedestrian routes to PED5 include maintenance, lighting, obstructions, quality, cleanliness and crossing facilities using the 5Cs framework. IMP ACC will review the use of street furniture on Union Street with a PED6 view to maximising the usable pavement space available to pedestrians and will widen further stretches of pavement on Union Street where this is possible. IMP ACC fully supports the pedestrianisation of Union Street between PED7 Market Street and Bridge Street, but recognises that this may only be progressed following wider improvements to the strategic road network. Cycle Facilities IMP ACC is committed to the improvement of cycle facilities and CYC1 infrastructure and will continue to work with the Aberdeen Cycle Forum to deliver improvements geared at increasing the modal share of cycling. IMP ACC is committed to improving the safety of vulnerable road users CYC2 and there will be a presumption in favour of new traffic management schemes that incorporate measures for cyclists. IMP ACC will continue to invest with partners in strategic off-road CYC3 routes linking communities to major centres of employment, hospitals, universities and schools. ACC will also continue to improve cycle routes linked into the Core Paths Plan and the City’s parks and greenspace networks. IMP ACC will continue to work with Sustrans, Nestrans and CYC4 Aberdeenshire Council, as well as partner organisations, developers and landowners, to ensure significant developments to the National Cycle Network (Route 1) and other strategic routes through Aberdeen. IMP ACC will apply cycle parking standards to new developments and CYC5 will also seek installation of additional secure cycle parking facilities to all public buildings / areas, transport interchanges, as well as in some existing residential developments IMP ACC will assist in the identification of appropriate sites within the
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CYC6 City for potential bicycle rental schemes for tourists and residents. IMP ACC is committed to the provision of cycle training for adults and CYC7 children. IMP ACC will support the establishment of a bicycle recycling scheme. CYC8 IMP ACC, in liaison with the Aberdeen Cycle Forum, will develop a CYC9 Cycling Strategy which will specify and prioritise the development of on and off road routes, cycle parking, supporting facilities, signing, marketing and encouragement, and will build on, as well as address the findings in the Cycling Scotland Audit of Cycling for Aberdeen. Powered Two Wheelers IMP ACC will support both engineering and non-engineering activities PTW1 that will help to reduce the accident involvement rate of PTWs. Consideration will be taken of the IHIE guidelines aimed at providing a safe, integrated transport environment for motorcyclists whilst reducing rider vulnerability. Cognisance will also be taken of the “Motorcycling in Scotland” Guidance Report in developing strategies to increase the use of PTWs. IMP ACC will work with Grampian Police, the Motorcycle Action Group PTW2 and the British Motorcycle Federation to promote and support the ongoing development of initiatives designed to increase PTW rider abilities, such as through advanced rider training schemes and educational materials. IMP In developing motorcycling parking provision, ACC will take PTW3 cognisance of the good practice guidance, summarised as “Near and Clear, Secure, Safe to Use, and Useful”. IMP ACC will continue to monitor the evidence from the various UK PTW4 trials with regard to allowing motorcyclists to access bus lanes. Bus Network and Service Accessibility IMP ACC will seek to work with partners to develop a more robust BUS1 Quality Partnership for public transport, potentially leading to the introduction of a Statutory Quality Partnership. IMP The Council is committed to delivering the bus passenger priority BUS2 measures outlined within the revised Quality Partnership and will seek to ensure that bus operators also commit to the delivery of commitments set out in the revised partnership. IMP ACC will continue to work with Community Councils and other BUS3 employers and partners, such as the NHS, University of Aberdeen and The Robert Gordon University to identify gaps or problems in the current bus network and make improvements IMP ACC will work with partners to introduce a Punctuality BUS4 Improvement Partnerships (PIPs) on key bus corridors to monitor and steer towards solutions to minimise and improve journey time
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reliability. Post evaluation studies will be undertaken with a view to expanding PIPs to other corridors in the City. IMP ACC will seek to pilot new public transport services through the BUS5 lifespan of this LTS. IMP Building on the introduction of the Bus Route Development Fund, BUS6 ACC will continue to explore opportunities to increase levels of subsidy for non-commercial services where appropriate. IMP ACC continues to support the longer-term aspiration for a BUS7 circumferential bus service linked to industrial estates, and will seek to initiate the more feasible links of this network in the short term. IMP Prior to planning permission being granted for new developments, BUS8 ACC will require that, as part of Green Travel Plans, developers will also be required to provide the infrastructure that caters for linking into bus services, and / or provide new services or infrastructure links, where appropriate. IMP ACC will work with bus operators to investigate barriers to the use BUS9 of the existing Park and Ride sites within the City and will seek to implement measures to increase patronage levels. IMP Working with partners, ACC is committed to the development of a BUS10 network of Park and Ride or Park and Choose sites across the North East, and will seek to promote these through the development of a consistent brand. IMP Working with partners, ACC will consider opportunities to expand BUS11 the use of Park and Ride sites, such as through the provision of business beacon initiatives and Wi-Fi access. IMP ACC is in active discussions with developers over the location of BUS12 the Bridge of Don Park and Ride site, with a view to relocating this site further north and increasing the site capacity. IMP ACC will liaise with Nestrans and bus operators to introduce a BUS13 Public Transport Information Strategy, as part of the Transport Information Action Plan. IMP ACC is committed to working with Nestrans to develop a Regional BUS14 Bus Action Plan. IMP ACC supports the implementation of a Smartcard system that will BUS15 provide an ‘electronic purse’ making it easier to use public transport. IMP ACC supports the ongoing availability of the national BUS16 concessionary scheme for over 60s as well as the concessionary scheme providing reduced rate transport for 16 to 18 year olds. IMP ACC will working with partners to consider the introduction of a BUS17 range of other ticketing initiatives designed to improve access to education and employment.
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IMP The Council will promote the development of a pilot project to BUS18 reduce bus fares (using discriminatory pricing or concessionary schemes) within parts of the City to achieve modal shift and improve social inclusion. It will initially seek to achieve this within the context of an enhanced quality bus partnership where the project requires a fare reduction to be successful and the operator will commercially provide this. Traffic Management IMP TM1 ACC will look to trial a range of measures designed to preserve, or “lock-in” the congestion, pollution and journey time benefits of the AWPR, by using available road capacity to provide additional priority to sustainable modes of transport. IMP TM2 ACC will trial a High Occupancy Vehicle Lane within the City, as a Demonstration Project designed to ‘lock in’ the benefits of the AWPR. IMP TM3 ACC will continue to look to implement Intelligent Transport Systems (ITS) as a means of improving traffic management in the City. This will be undertaken in accordance with the proposed six year ITS Strategy for Aberdeen. IMP TM4 ACC will review and analyse the performance of key junctions, on a corridor basis in conjunction with the Regional Bus Action Plan, to optimise their efficiency and ensure appropriate precedence is given to priority movements. IMP TM5 ACC is committed to improvements to the Berryden Corridor. Freight IMP F1 ACC will pilot the introduction of a Large Vehicle Lane, giving priority to Heavy or Large Goods Vehicles as well as all forms of public transport. IMP F2 ACC is committed to the provision of a suitable, safe and secure lorry park in the City.
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6.7 Additions
6.7.1 Introduction Within this section, the policies and actions that the Council will adopt to add to the current transport infrastructure and services are set out.
6.7.2 Access to Airport BAA Aberdeen has recently published their Airport Surface Access Strategy. This Strategy sets out the actions that BAA Aberdeen will work with partners, including Aberdeen City Council, to deliver their objectives and targets for surface access provision until the period 2012 and to support the sustainable growth of the airport to handle 3.8 million passengers per annum. The Council is currently looking at options for improving the road network in the Dyce area, in order to facilitate movement into and from the airport and will continue to work with partners to improve the existing situation.
Context – Aberdeen Airport Aberdeen Airport has experienced the fastest passenger growth of all Scottish airports over the past few years, handling over 3.4 million passengers per year. It is also the world’s busiest heliport, handling over 35,000 helicopter movements every year, the majority serving the off-shore oil and gas industry. The passenger catchment area of the airport is heavily localised to North East Scotland. For example, around 88% of passengers accessing the airport come from an Aberdeen Postcode Area (of which 54% are from the City of Aberdeen itself). Adding the immediate adjacent Dundee, Inverness and Perth postcode areas raises the total to almost 96%. In terms of Airport Access Travel Modes (2005 stats), 36% of trips to the airport were by private car (drive away); 13% were by private car (parked at the airport); 6% were by rental car; 37% were by taxi; 6% by public transport; and 1% by other modes. The Aberdeen Airport Surface Access Strategy, discussed below, sets out the measures that BAA Aberdeen, working with partners such as the City Council, will seek to introduce to increase the share of sustainable transport modes to the Airport. In addition to increasing numbers of airport passengers accessing the site each year, the Airport employs around 2750 people. The Surface Access Strategy also outlines measures designed to influence the journey modes of these travellers. In terms of airport workers modal split, approximately 88% drive to the airport, 4% arrive as passengers by car, and 3% by bus (2004 stats).
As highlighted above, taxi modal share of airport passengers is significant and is actually greater at Aberdeen than any other BAA Airport. Current licensing restrictions prevent airport contracted taxis returning from an outward trip with a new fare unless booked, and the external operated cabs are only allowed to set down or pickup at the airport if they are pre-booked. Thus all taxis
Page 104 generally only make a one-way loaded journey coupled with an empty movement. While taxis will remain a very important transport option for travel to the airport, it is clear that the current arrangements are unsustainable. Accordingly, the Council will work with BAA Aberdeen and taxi operators in reviewing the efficiency of taxi vehicle passenger carrying, both in terms of two-way loading and in increasing average taxi occupancy with a managed sharing scheme. High numbers of taxi use also indicate that there are potentially significant numbers of air travellers not wishing to use private car transport to access the airport who could be attracted to public transport if convenient services were available. Public transport improvements, through working with public transport operators to increase the availability and range of services accessing the airport and potentially introducing bus and taxi priority lanes to operate at peak times for public transport leaving the Airport, will also be explored. With regards to the use of rail as an intermediate mode for trips to the Airport, this is very small (2.5%). However, it is believed that Dyce Station could play a more significant role in the future public transport access to Aberdeen Airport especially if an efficient integrated transfer shuttle system were to be introduced and rail service frequency were higher. Aberdeen City Council is currently considering the provision of a dedicated bus service from the Rail Station to the Airport.
Case Study – Aberdeen Airport Surface Access Strategy Given the importance of travel to the Airport, the Council fully supports the development of the Airport Surface Access Strategy and, where appropriate, will work through this LTS to support BAA Aberdeen in the delivery of this Strategy. • The Strategy’s key objective is “to increasingly influence surface access journeys as the airport develops, and to support Government aims to increase public transport mode share”. Within the Strategy itself, BAA Aberdeen outlines various actions that it will seek to deliver in order to address its strategic objectives. Some of the headline actions that the Council are keen to support include: • working with bus companies, Dyce TMO and stakeholders within the Kirkhill Industrial Estate to pilot a rail/air transfer bus linking Dyce Station to the Airport and employment area; • working with bus companies to analyse passenger survey data and to identify corridors of unfulfilled demand for consideration of possible new bus routes and hybrid services; • work with bus companies to optimise departure times to achieve a regular service frequency to the City Centre; • feasibility studies into the introduction of installing bus and taxi lanes to operate at peak times for public transport leaving the Airport; • working with the taxi operators and the Council to bring about changes in
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the efficiency of taxi vehicle passenger carrying, both in terms of two-way loading and in increasing average taxi occupancy with a managed sharing scheme; • continued promotion of walking and cycling to the Airport, and identifying how cycling provision at the airport can be linked to wider cycling policy; • developing an improved internal transport infrastructure in a timescale and with integrated layout compatible with the Aberdeen Western Peripheral Route (AWPR) so that improvements in road network capacity can be mobilised to provide extensive bus priority measures which are seen as essential to securing significant shift from private vehicle to public transport for airport access; and • developing a revised Staff Travel Plan for Airport employees, including greater promotion of the Dyce TMO car-sharing scheme, improving bus service coverage and accessibility (as alluded to earlier).
6.7.3 Access to Harbour The Council recognise the important role that Aberdeen Harbour plays in the continued economic development of the region and will support measures that increase the accessibility of the harbour, for passengers and freight. From a freight perspective, the potential implementation of a Large Vehicle Lane along the Wellington Road corridor and towards the Harbour, as discussed in section 6.6.7, should help to reduce journey times for HGVs travelling to the Harbour. The Guild Street Terminal has been closed and is being replaced by a new terminal at Dyce, while Craiginches Terminal is to be redeveloped. Rail freight access to the Harbour is maintained through the use of the Waterloo Quay rail freight terminal. The Council will continue to examine measures to improve accessibility from these terminals to Aberdeen Harbour. Aberdeen Harbour is also the established Scottish Mainland port for the Northern Isles ferry service to the Shetland and Orkney Islands. The Council is currently considering plans to introduce a shuttle bus service linking the ferry terminal to the bus and rail stations and the City Centre in recognition of the importance of providing improved access opportunities for foot passengers departing from the ferry terminal.
6.7.4 Urban Infrastructure A number of infrastructure projects have recently been implemented and a number are in planning aimed at improving Aberdeen’s transport system. These proposals involve the construction of new or extended road infrastructure to allow re-prioritisation of road space for sustainable transport modes. For example, extensive work has recently been completed on Market Street, while College Street was recently dualled to support the future pedestrianisation of Union Street.
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Case Study – Delivering Union Street Pedestrianisation A substantial programme of improvements to the strategic transport network is already underway to support the future pedestrianisation of Union Street. The AWPR will reduce cross City and City Centre traffic volumes and other adjustments to the strategic transport network are necessary to accommodate the remaining traffic that will be displaced from Union Street. Improvements which have been completed to date include: • College Street Corridor Improvements; • Market Street Corridor Improvements; • 20mph zone established in the City Centre; • Footway widening on the south side of Union Street from Bridge Street to Market Street; and • Introduction of the Car Park Guidance System (CPGS) in the City Centre. Improvements are also currently being developed in detail for the South College Street Corridor. As discussed in section 6.6.6.3, strategic transport network improvements are also currently being explored on the Berryden Corridor.
The Council will continue to progress urban infrastructure projects aimed at removing pinch points throughout the City. Where such projects are implemented, the emphasis will be on securing further improvements that prioritise the benefits delivered to more sustainable modes such as walking, cycling and public transport use. The Access from the North Proposals (Third Don Crossing) is a case in point here.
Case Study – Access from the North At present, there are considerable congestion problems for travellers wishing to cross over the River Don. Over the past few years, the Council has been considering methods of improving access from the north of the River Don to the remainder of the City. As a result of these studies, the Council is committed to the development of the Access From the North Proposal (Third Don Crossing). It is recognised that this proposal is part of an integrated transport solution that improves access to and from the north of the City, and that supports national, regional and local policy objectives for modal shift and reduced levels of car use. To assist in this, the Council will progress an ‘Access from the North’ Study (An Integrated Transport Solution), examining how walking, cycling and public transport improvements or priorities can be ‘locked in’ or optimised through this scheme.
You Told Us… During consultation on the Final Draft LTS, there was some concern raised over the Council’s policy of support for a Third Don Crossing, with it being felt that given this proposal was rejected from the Local Plan
Page 107 following the 2007 Public Inquiry, it was inappropriate to retain support for this proposal within the LTS. In contrast, a number of respondents fully supported the development of a Third Don Crossing. The Council believes that there is a need for infrastructure improvements at various points throughout the City to address congestion problems and in the case of easing congestion for traffic travelling across the River Don to and from the north of the City view the development of a Third Don Crossing as imperative. However, this scheme will be developed taking on board the comments given at the 2007 Local Plan Inquiry and, as indicated above, is being taken forward through the development of a full Access from the North Study, examining a range of options to improve access to the City from the north, placing a particular emphasis on sustainable modes of transport, such as walking, cycling and public transport.
6.7.5 Summary A full list of actions and policies from this section are set out below.
Actions and Policies Access to Airport ADD ACC supports the development of the Airport Surface Access AP1 Strategy and will work with BAA Aberdeen to deliver the Strategy’s objectives, through improving public transport services to and from the airport, improving taxi efficiency, and promoting the use of other sustainable transport options. ADD ACC will work with partners to introduce a shuttle transfer bus AP2 between Dyce Rail Station and Aberdeen Airport. ACC is currently considering the provision of a dedicated bus service between the Rail Station to the Airport. Access to Harbour ADD ACC recognises the important role that Aberdeen Harbour plays in AH1 the continued economic development of the region and supports measures that increase the accessibility of the harbour, for passengers and freight. ADD ACC will continue to examine measures to improve accessibility AH2 from rail freight terminals to Aberdeen Harbour. ADD The Council is currently considering plans to introduce a shuttle AH3 bus service linking the ferry terminal to the bus and rail stations and the City Centre in recognition of the importance of providing improved access opportunities for foot passengers departing from the ferry terminal. Urban Infrastructure ADD UI1 The Council will continue to progress urban infrastructure projects aimed at removing pinch points throughout the City. Where such
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projects are implemented, the emphasis will be on securing further improvements that prioritise the benefits delivered to more sustainable modes such as walking, cycling and public transport use. ADD UI2 ACC is committed to the development of the Access from the North Proposal (Third Don Crossing). To assist in this, the Council will undertake an ‘Access from the North’ Study (An Integrated Transport Solution), examining how walking, cycling and public transport improvements or priorities can be ‘locked in’ or optimised through this scheme.
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7. Delivery of the LTS
7.1 Introduction Within this Chapter, attention is given to how this LTS will be delivered, with specific focus on potential funding mechanisms and scheme development and delivery.
7.2 How we will deliver this Strategy
7.2.1 Funding In 2006/2007, the Council’s annual revenue spend on transport totalled £17.1m, roughly 4.3% of its total annual revenue expenditure. This comprised £1.2m on ‘Transport Subsidies and Concessionary Fares’ and £15.9m on ‘Roads and Lighting’, equalling 0.3% and 4.0% of total expenditure respectively. However, if the Council was to implement each of the individual schemes outlined in the Implementation Plan, this would require significantly higher levels of funding. Currently the Council secures capital and revenue investment for transportation projects through a number of sources. These sources, as well as future sources that the Council will look towards in our efforts to implement the various interventions outlined in this LTS, are set out below. • Scottish Government – The Scottish Government provides a wide range of funding for transport. In the past, this has tended to be ring-fenced for specific transport projects, though the introduction of Single Outcome Agreements (SOAs), from April 2008, entails a reduction in ring-fenced money, providing the Council with greater responsibility and flexibility to invest in those transport schemes that will deliver the objectives of this LTS and the relevant outcomes set out in the Council’s SOA. The implementation of pilot LTS projects, such as the proposed Demonstration Projects, is one area where national funding assistance could be sought. It is recognised that experiences of the implementation of pilot interventions in Aberdeen has the potential to benefit other Local Authorities who may also be looking at the implementation of similar projects. • Nestrans – Under the Single Outcome Settlement, discussed above, Nestrans and other RTPs will no longer receive ring-fenced capital grant funding. However, the Council will continue to work with Nestrans and Aberdeenshire Council to secure funding necessary to take forward projects of strategic importance which support the objectives of both this LTS and the Nestrans RTS. • Other Government Organisations – There are a number of other governmental organisations that can provide funding assistance to take projects forward. The Council, for example, has been very successful in securing funds from Sustrans in recent years to help develop cycle
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facilities across the City. Going forward, the Council will continue to identify appropriate projects that fit with the criteria guidance and will seek funding support from external sources, such as Sustrans. • Council’s Own Funds – Through this LTS, the Council will aim to reinvest any increased funding from any transport revenue generators, such as car parking charges, for the purposes of reinvesting into measures that will improve the City’s transport system. The annual revenue income (net) from on-street and off-street parking operations combined with decriminalised yellow line enforcement is just under £5.5m. • Grant Aided Expenditure – Grant Aided Expenditure (GAE) represents the Scottish Government estimate for the cost of providing a particular service and it is used as the basis for calculating the amount of Revenue Support Grant that the Scottish Government provides to Local Authorities. Local Authorities have the flexibility to move revenue support monies between services and currently the City Council allocation for this is service is some £2 million below the GAE allocation. • Developer Contributions – Where appropriate, the Council will seek financial investment from developers to ensure that new developments are accessible by a range of transport modes and that suitable infrastructure improvements are made to development sites to cater for each mode. • European Funding – In previous years, the Council has sought limited transport related funding from European sources. This can be a very competitive area, although there are numerous benefits to be gained from tapping into these sources. Not only can financial assistance be provided, but involvement in European Union sponsored projects is particularly useful to allow for the sharing and learning of best practice with our European neighbours. Accordingly, going forward, the Council will identify projects suitable to benefit as part of European sponsored programmes and will look to allocate more resources to enable the Council’s greater involvement in this important area.
7.2.2 Partnership Working Central to the successful delivery of this LTS will be making strong links between this Strategy, the individual Service Plans and Strategies of different partner organisations and also the funding and budget setting process.
7.2.3 Scheme Development and Delivery In addition to the aforementioned factors of affordability and partnership working, it is important to state that this LTS only provides the framework for the development of schemes and policies, with the actual implementation of these informed by a number of other factors, including: • The availability of funding either from the Council or its partners (as discussed above);
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• The outcomes of community consultation; • How it fits with local, regional and national strategic objectives, the Council’s own policies and priorities and, where relevant, those of our partners; • The outcomes of specific transport-related technical assessments and appraisals (i.e. STAG); and • Technical guidance and operational procedures operated by specific services in the Council.
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8. Monitoring
8.1 Introduction This section provides reference to the monitoring regime that has been developed to assess the implementation of the LTS and specifically its performance against the stated objectives. The Council recognises that putting in place a robust monitoring regime is a central component to delivering an effective LTS. It is acknowledged that, in the past, a lack of monitoring has made it difficult to assess our performance against the targets set. Therefore, it is essential that a manageable monitoring process is established from the outset to ensure that progress made in delivering the LTS is assessed. Where appropriate, opportunities will be sought to improve the efficiency of monitoring through combining our efforts and adopting a shared approach with partners at Nestrans and Aberdeenshire Council.
8.2 LTS Performance Indicators Outcome indicators, linked to the LTS objectives, actions and targets where appropriate, have been developed to measure the delivery of this LTS and are presented in Appendix G. In order to monitor the success of the LTS in delivering its objectives, we have developed twenty outcome indicators – that is the eventual changes that are anticipated by the LTS. It will be apparent that these indicators offer a measure of what may or may not have happened as a result of implementing the interventions included in the Strategy. Whilst it will be important, from the Council’s point of view, to make sure that planned actions are implemented in accordance with planned programmes and to budget, of more importance – particularly to the community at large – will be the results of implementing these actions. For example, whilst it is important to carry out a road safety improvement scheme, what really matters is whether that scheme results in a reduction in accidents. Consequently, the proposed monitoring system focuses on the end results, or the outcomes, that the Strategy produces. These indicators will however be complemented by monitoring of: • Inputs – availability of resources to achieve the objectives of the LTS; and • Outputs – the successful progression of specific projects or initiatives in the LTS (undertaken either by the Council, or its partners) and the consistent application of any particular policies established in the LTS (e.g. parking standards, travel plans etc). Annual updates to the Implementation Plan with regards to information on the progress of projects (e.g. initiated, in the planning stages, being constructed, or completed etc.) will assist in this regard.
Out of the twenty indicators listed in Appendix G, there are six which are
Page 113 considered to be particularly key indicators, as follows:. • Usual method of travel to work of employed adults (16+), not working from home, resident in Aberdeen City Council; • Pupils in full-time education at school - usual main method of travel to school; • Traffic levels (m veh km) on local and trunk roads in the Aberdeen City Council area; • Monitoring of road traffic casualty statistics for the Aberdeen City Council area, specifically: killed/seriously injured, children killed or seriously injured, and slight casualty rate; • Petrol and diesel consumption of road vehicles driven within the boundaries of Aberdeen City, and the associated amount of C02 production; and • Adults (16+) – percentage of adults who walked / cycled at least a quarter of a mile, at least one day in the previous seven days.
8.3 Sources of Information In developing and monitoring the LTS outcome indicators, we have looked to use existing information provided from national sources, such as Scottish Transport Statistics, Scottish Household Surveys, Road Accidents Scotland and the Scottish Index of Multiple Deprivation (SIMD) geographic access domain. Benefits of these sources are that they provide a regular source of information, with the Scottish Transport Statistics published on an annual basis, and the Scottish Household Survey and SIMD produced on a biennial basis. However, we also recognise that there is a need for greater local, in-house monitoring, using locally collected data, and for this to happen there is a need for greater resources to ensure that this monitoring is undertaken and analysed on a frequent basis. Existing local sources that we will use to monitor our objectives include bus patronage figures provided through the Quality Bus Partnership, information on air quality through the monitoring undertaken of the Air Quality Management Area, as well as a range of information provided through the Council’s Performance Indicator Reports. Traffic flow data on Aberdeen’s roads is already collected but requires continuous analysis. Similarly, it is important that bus patronage figures are reported on a more frequent basis. Through this LTS, we will aim to develop our data collection programmes, and will specifically look to undertake local sample surveys as well as establish a network of automated counters, to indicate the prevalence of walking and cycling throughout the City. Also, with an emphasis on the Demonstration Projects proposed by this LTS, including the HOV Lanes and Large Vehicle Lanes, before and after evaluative studies
Page 114 will be undertaken to assess the impacts of these projects. Local data collection is particularly important to allow the Council to monitor the situation on the ground on an annual, or more regular, basis than can be provided from national sources. Local information on the location of facilities and employment can also be used to supplement SIMD to provide a local accessibility-monitoring regime. Not only does this provide a measure of accessibility levels in Aberdeen, but it will also serve as a planning tool for future transport improvements.
Case Study – Accessibility Planning The profile of Accessibility Planning has risen in recent years as greater attention has been given to transport’s role in addressing issues of social inclusion and accessibility. Accessibility Planning makes use of Geographic Information Systems (GIS) to display indicators effecting social inclusion and accessibility including drive time and travel times by public transport to key facilities and services. The use of this technology can be beneficial not only for appraising the accessibility effects of transport measures but also as a community planning tool. As a community planning tool, for example, accessibility indicators can aid decisions on the location of facilities, such as shops, health care and schools to promote good access across the City. It could also be used to develop access strategies for regeneration areas to access employment and community facilities. There are a number of potential areas within this LTS that Accessibility Planning can be applied. In seeking to address the LTS objective “to improve accessibility (network and cost) to jobs and services to support social inclusion” it may be possible to utilise this mapping data to aid public transport network development within the Quality Bus Partnership and monitor change over time to improve accessibility. It may also be possible to develop this facility in a local capacity to show how transport services can be improved to link the unemployed with jobs and training. Access to health is another important area where Accessibility Planning can be used to target the provision of future transport services, such as Demand Responsive Transport.
In addition to the quantitative data sources highlighted above, the Council will use City Voice and Household Surveys, as well as other techniques, to collect qualitative information on transport in Aberdeen. This process of developing our local monitoring has already been started, with the development of an Annual Transport Survey to be issued every year as part of the City Voice Questionnaire. Establishing consistent questions within this survey and issuing them on an annual basis will allow us to find out changing trends and to measure what impact Council strategies are having on delivering the LTS objectives.
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8.4 Targets Building on the development of the LTS outcome indicators, and linked to the objectives and actions, a series of targets have been set to allow progress against the LTS to be measured, Again, these are presented as part of the monitoring regime set out in Appendix G. In developing targets, efforts have been taken to ensure that they can be successfully and easily measured on a regular basis. In addition to only setting targets which are linked to a reliable data series and which are achievable yet challenging, targets have only been set where Aberdeen City Council can significantly influence the desired outcomes. In areas where it is clear that a particular value indicates success or failure, targets have been set. However, where this is not the case, it has been considered more worthwhile to monitor the “trajectory” of a particular indicator rather than a specific value and this is also outlined within the monitoring regime.
8.5 Annual Progress Reports Aberdeen City Council will produce Annual Progress Reports on the LTS. It is considered that the production of annual progress updates should help to ensure that the LTS remains in the public eye and, therefore, will help to raise awareness on the Council’s transport objectives. We are also aware that Annual Progress Reports should increase the accountability of the document, which in turn should help to push the Council and transport operators to work towards the objectives set out in the Final LTS. Furthermore, using objectives, targets and performance indicators to inform whether success is being achieved and reporting these on an annual basis will help to provide early diagnostic information to indicate where and why things may be going wrong. Accordingly, the results from the Annual Progress Reports will inform if there is a need to increase levels of intervention if it is clear that the Council is falling short of the desired targets, or alternatively if the targets should be made more challenging to stimulate further improvements if appropriate. Finally, more than just a strategic document, Aberdeen City Council views the LTS as a process. To this effect, we recognise the importance of ongoing monitoring and will therefore look to build on our monitoring regimes going forward.
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9. Implementation Plan
9.1 Implementation Plan Based on the interventions and policies proposed within Chapter 6, the Council’s recommended Implementation Plan is presented below. This Implementation Plan seeks to balance financial constraints, with the delivery of an effective transport system, but is likely to require additional funding support. The emphasis has accordingly been placed at the current stage on mapping out the implementation paths for each initiative, including lead partners, estimated investment requirements and anticipated timescales for project delivery. However, it should be emphasised that the timescale for implementation of the Implementation Plan, based on the estimated financial requirements will have to be considered in the context of the Council's overall financial position and the resources available locally or nationally through Scottish Government funding. To effectively deliver the LTS, action items have been considered in terms of broad-level delivery timelines. Interventions in the Implementation Plan have been categorised as follows: Short-term Action items listed as short-term include those which can be achieved within the first few years of the LTS. These include interventions which largely fall under the sole remit of Aberdeen City Council and do not depend on the assistance of partner organisations. Short-term action items typically include sustainable travel measures and on-going maintenance works. Medium-term Actions items listed as medium-term include those which could potentially be achieved by the end of the LTS period (2012). There may be reliance on partner organisations for delivery. Long-term Action items listed as long-term include those with end-point objectives of implementing infrastructure or programmes that would likely be delivered beyond 2012. It is recognised that the high level of reliance on partner organisation(s) for delivery of these action items will require time and co- ordination that, in practical terms, will be long-term in scope.
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LTS Implementation Plan
Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) SUPPORT SUP PS1 ACC is committed to working with Transport Scotland to Nestrans, S / M / L progress elements of the NTS. Where appropriate, the Transport Council will promote the City as a pilot site for the trialling Scotland, Scottish of innovative projects and schemes that fit with the LTS Government vision, aims and objectives. SUP PS2 ACC will work in partnership with Nestrans to deliver the Nestrans, S / M / L RTS for the North East, including its daughter Action Plan Aberdeenshire documents, and the projects set out in the original MTS. Council SUP PS3 ACC will support Aberdeenshire Council with the Aberdeenshire S / M implementation of its own LTS. Council SUP PS4 With a view to maximising efficiencies, ACC will explore Nestrans and S / M / L opportunities to work in partnership with Nestrans and Aberdeenshire Aberdeenshire Council to establish a consistent and Council shared approach to transport monitoring.
Page 118 SUP SR1 ACC will support Nestrans to develop a Rail Action Plan in Nestrans S order to take forward and ensure implementation of elements of the Crossrail project. SUP SR2 ACC supports the re-opening of Laurencekirk rail station. Nestrans, S Aberdeenshire Council, Transport Scotland SUP SR3 ACC will work with partners to deliver the Guild Street Nestrans, Network S / M £1m Interchange and examine further opportunities to deliver Rail, First Scotrail, high quality, attractive and safe transport interchanges private developers across the City. SUP SR4 ACC supports, and through Nestrans will lobby for, further Nestrans, S / M / L improvements to the strategic rail network, focussing on Transport Scotland improved capacity and reduced journey times between Aberdeen and the Central Belt. SUP FS1 ACC is committed to the ongoing development of Nestrans, S / M / L Aberdeen Harbour and will support policies and initiatives Aberdeen Harbour that can deliver improvements. Board SUP FS2 ACC will support Aberdeen Harbour to promote short sea Nestrans, S / M / L shipping opportunities. Aberdeen Harbour Board
Page 119 SUP FS3 In recognition of the strong links between the North East Nestrans, S / M / L and the Northern Isles, ACC will continue to promote Aberdeen Harbour Aberdeen Harbour as the Mainland Scotland Ferry Board Terminal for the Northern Isles Ferry Service. SUP FS4 ACC will support Nestrans in encouraging the Nestrans, S / M / L development of new freight and passenger ferry Aberdeen Harbour connections from Aberdeen Harbour to Europe. Board SUP FS5 ACC will work with Nestrans to deliver a City Centre Nestrans M / L shuttle bus service. SUP AS1 ACC supports the runway extension to Aberdeen Airport. BAA Aberdeen S SUP AS2 ACC supports BAA Aberdeen and Nestrans in the Nestrans, BAA S / M / L maintenance of existing services from the airport and will Aberdeen support the development of new routes, particularly routes that encourage inward tourism and access business markets. SUP AS3 ACC will continue to support BAA Aberdeen and Nestrans Nestrans, BAA M / L to improve surface access to the airport, particularly by Aberdeen sustainable modes of transport. SUP TR1 ACC will continue to work with Transport Scotland, Transport M AWPR: £295m - Nestrans, and Aberdeenshire Council to ensure delivery of Scotland, £395m committed strategic road improvement schemes, primarily Nestrans, and Balmedie-Tipperty: the AWPR and Balmedie-Tipperty dualling, on time and on Aberdeenshire £35 - £45m budget. Council
Page 120 SUP TR2 ACC will lobby the Scottish Government for the effective Nestrans, S / M / L maintenance of Aberdeen’s trunk roads. In addition, it will Transport Scotland seek to ensure that those roads that are detrunked following the development of the AWPR and passed to the Council are fit for purpose. SUP TR3 Through Nestrans, ACC will continue to press the Scottish Nestrans, S / M Government to deliver improvements to the strategic trunk Transport Scotland road network including resolving congestion issues at the A90 Bridge of Dee, and A90/A96 Haudagain Roundabout. SUP TR4 ACC will lobby the Scottish Government, through Nestrans Nestrans, Hitrans, S / M / L and Hitrans, to improve capacity and journey times on the Aberdeenshire A96 between Aberdeen and Inverness. Council SUP PR1 ACC will work with partners at Nestrans and Nestrans, M / L £4.5m per P&R Aberdeenshire Council to ensure the completion of the Aberdeenshire site plus operating outstanding Park and Ride developments across the North Council costs East. SUP F1 ACC will continue to work with partners to encourage the Nestrans, S / M / L transfer of freight from road to rail and sea where possible. Aberdeenshire Council, NESRFDG, Aberdeen Harbour, Board, FOCs, Transport Scotland
Page 121 SUP F2 ACC will work through NESRFDG to promote the benefits Nestrans, S / M / L of rail freight to public and private sector organisations and NESRFDG will examine opportunities to lead by example and transport Council goods by rail. SUP F3 ACC fully supports the development of Nestrans Freight Nestrans S / M / L Action Plan and will work to ensure implementation of elements of this Plan. The Council would also support the establishment of a restructured North East Freight Quality Partnership.
Page 122 Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) MAINTENANCE MAI NM1 ACC will continue to undertake maintenance works in S / M / L accordance with appropriate legalisation and guidance, notably the Roads (Scotland) Act 1984 and “Delivering Best Value in Highway Maintenance”. MAI RM1 ACC will continue to seek to increase investment in roads Scottish S / M / L Roads, footways maintenance and will also lobby the Scottish Government Government and lighting for funding to support the Council’s efforts to address the funding required to historic backlog in roads maintenance in Aberdeen. stabilise network condition in 10 years: £6m revenue p/a £10m capital p/a MAI RM2 ACC will continue to seek to increase investment in Scottish S / M / L As per MAI RM1 footways investment across the City. ACC will also aim to Government ensure that the development of new infrastructure, such as cycleways, is matched by specific funding allocations for maintenance purposes.
Page 123 MAI RM3 ACC will continue to develop an Asset Management Plan S to improve the efficiency of road maintenance activities. MAI L1 ACC will continue to increase levels of funding for the S / M / L As per MAI RM1 City’s lighting infrastructure. MAI L2 In compliance with the Carbon Management Action Plan, S / M / L ACC will continue to replace obsolete lantern and lighting systems with modern energy efficient equipment. MAI S1 ACC will work to increase investment in structural S / M / L £500k revenue p/a maintenance and repairs across the City to continue to 1m capital p/a address backlogs. MAI S2 ACC will continue to inspect, assess and maintain all S / M / L structures in accordance with the Code of Practice for Bridge Management. MAI WM1 ACC will continue to undertake winter maintenance Aberdeenshire S / M / L £2m p/a operations and will examine opportunities to achieve Best Council, Moray Value through working with Aberdeenshire and Moray Council Councils on winter maintenance activities. ACC will also lobby for further investment in winter maintenance relative to needs caused by the North East climate. MAI CP1 ACC will continue to manage and implement contingency S / M / L planning works and will ensure the provision of timely information and publicity on road maintenance works that lead to road closures and diversions etc.
Page 124 MAI CP2 ACC will continue to oversee the maintenance of coastal S / M / L £2.6m p/a defences and guarding against flooding to ensure the safe and efficient maintenance of Aberdeen’s transport networks. MAI RS1 ACC will continue to implement a combination of S / M / L £1m p/a encouragement, enforcement, education, and engineering measures to improve road safety and reduce casualty levels for all groups across Aberdeen. MAI RS2 ACC will work with partners to develop a Regional Road Nestrans, S Casualty Reduction Strategy. Aberdeenshire Council, Moray Council, Grampian Fire and Rescue, NHS Grampian. MAI RS3 ACC will continue to work with partners to promote the Aberdeen S / M / L Included in Road ‘Safe Drive, Stay Alive’ campaign. Community Safety Safety Budget Partnership MAI RS4 ACC will continue to implement traffic calming schemes in S / M / L order to reduce speeds aimed at minimising casualties and will ensure that such schemes reduce perceptions of danger for both pedestrians and cyclists.
Page 125 MAI CCTV1 ACC will continue to work through bodies such as the Aberdeen S / M / L Bus Operators Aberdeen Community Safety Partnership and Grampian Community Safety contribution to Police to expand upon the City’s CCTV network. In Partnership, Enhanced Quality particular we will support expanded CCTV coverage that Grampian Police Partnership aims to improve safety and perceptions of safety on the transport network, such as on public transport, and at interchanges.
Page 126 Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) MANAGEMENT MAN CP1 ACC is committed to implementing a more comprehensive S / M / L parking policy and charging regimes aimed at discouraging parking for non-priority users and providing an adequate supply of short stay parking to satisfy the needs of business, shoppers and visitors. MAN CP2 ACC will undertake a review of parking policy, charges S £20k Review and systems. This will include reviewing charges with respect to both inflation and comparison with bus fares. On-street parking which reduces network capacity along major corridors will also be reviewed. MAN CP3 ACC will continue to progress the ongoing programme of S / M £200k CPZ extension reviews across the City Centre. MAN CP4 ACC will seek to increase the enforcement of rogue S / M / L stopping and parking. MAN CP5 ACC will continue to support and promote the national S / M / L Covered by Blue Badge Scheme and will ensure an adequate supply existing budgets of blue badge spaces is provided at the most convenient locations.
Page 127 MAN CP6 ACC will continue to support and promote the local Green Disability Advisory S / M / L Covered by Badge Aberdeen Close Proximity Parking Scheme. Group existing budgets MAN CP7 ACC will continue to promote and raise awareness of the S / M parking areas at the beach for coach operator parking. MAN CP8 ACC will work with Nestrans and Aberdeenshire Council to Nestrans, S / M develop a Regional Parking Strategy. Aberdeenshire Council MAN CT1 ACC will continue to support groups looking to develop S / M / L Community Transport schemes. MAN CT2 ACC will develop a Community Transport Strategy, the Nestrans, NHS S £25k ultimate aim of which will be to pull together Council Grampian, existing services with those of the voluntary and health sectors into operators. one centralised database. MAN CT3 ACC will use Accessibility Planning software to help target S / M Being developed the promotion of Community and Demand Responsive through the Health Transport services to vulnerable groups. and Transport Action Plan MAN CT4 ACC will aim to extend the provision of dial-a-bus, wiggly S / M £700k p/a bus type services and other demand responsive transport services across the City. MAN T1 ACC propose to permit taxis and PHCs to enter bus lanes S at all times of the day for an initial trial period.
Page 128 MAN T2 ACC will work with operators and BAA Aberdeen to review BAA Aberdeen, S / M £15k Review its policy of separating the City into City and Airport Taxi Taxi Operators. Zones. MAN T3 ACC will consider introducing a Night Time Transport Zone Community Safety S Currently under for the City Centre which, in aiming to create a safe and Organisations, Bus Review secure transport zone within the City, will review existing and Taxi taxi rank provision and locations. Operators, Grampian Police MAN T4 ACC will keep under review existing policy on S / M / L requirements for wheelchair accessible taxis. MAN T5 ACC will continue to review the Taxi Card scheme and will S / M / L examine opportunities to offer this scheme to wider groups. MAN ENF1 Bus lane enforcement cameras will continue to be Grampian Police S / M managed to prosecute unauthorised drivers who enter bus lanes during operating hours and the Council will examine the opportunities for civil enforcement to improve enforcement levels. MAN ENF2 ACC will support the implementation of speed cameras Grampian Police, S / M / L where appropriate to improve levels of safety. The Council NECAMP. will also support the use of average speed cameras where appropriate.
Page 129 MAN STYP1 The Council is committed to continued support for the Scottish S / M / L £200k p/a School Travel Planning process during the life of this LTS. Government, Sustrans. MAN STYP2 ACC will continue to encourage increased levels of walking and cycling to all schools in Aberdeen and will support the implementation of School Travel Plans to help achieve this. MAN STYP3 ACC will undertake a best practice review of School Travel S £10k Planning initiatives, with the aim to develop a Best Practice Manual to promote School Travel Planning to all schools in Aberdeen, including private schools. MAN STYP4 ACC will identify schools across the City to pilot the S / M Costs dependent development of a more interactive school travel planning on intervention process, involving the identification of barriers that prevent (£10k study, pupils walking and cycling to school and initiating infrastructure from Demonstration Projects aimed at removing these barriers £20k - £150k) through planning and engineering works (e.g. new walking and cycling routes, supervised walking buses etc.). MAN STYP5 ACC will continue to provide statutorily required school S / M / L £3m p/a bus services and will review the potential for increasing the provision of transport to non-statutory entitled pupils. MAN STYP6 ACC will continue to implement school safety zones, S / M Covered under including 20mph speed limits around schools and advisory existing road ‘20s Plenty’ limits, mandatory limits and part-time safety budgets mandatory limits.
Page 130 MAN STYP7 ACC will continue to promote road safety training, Grampian Police S / M / L Covered under including cycle training in Aberdeen schools. existing road safety budgets MAN STYP8 ACC will continue to support and promote the national, Transport Scotland S / M / L £25k concessionary travel scheme for 16-18 year olds. MAN STYP9 ACC will review the co-ordination, management, S scheduling and deployment of all escorts, minibus drivers and Council minibuses to deliver a more efficient fleet that can be utilised for school transport, local bus services, community transport and demand responsive bus services.
Page 131 Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) SUSTAINABLE DEVELOPMENT AND TRAVEL SUS LUP1 ACC support the application of SPP17 and encourage the S / M / L use of Transport Assessments to ensure that new developments promote the use of sustainable transport modes. SUS LUP2 ACC support the development of Brownfield sites where S / M / L appropriate as a means to reduce travel distances. SUS LUP3 In implementing Masterplans for the priority regeneration S / M / L of neighbourhoods within the City, ACC will ensure that these community redevelopment initiatives support the delivery of the objectives set out within this LTS. SUS LUP4 ACC will ensure that new residential developments are S / M / L located in close proximity to a range of local facilities and will use Accessibility Planning as a tool to guide decisions on future development proposals. SUS LUP5 Where appropriate ACC will support street layouts that S / M / L encourage pedestrian and cycle activities, such as Home Zones.
Page 132 SUS LUP6 Parking standards will be strictly adhered to in order to S / M / L avoid exceeding maximum standards and, where feasible, the Council will support new developments which heavily promote sustainable transport and plan for low or no car households. SUS LUP7 In the case of several individual developments taking S / M / L place in an area over a period of years, the Council will use Masterplans through the Local Plan process in order to ensure appropriate infrastructure and services, including transport, are provided for the whole development area. SUS LUP8 ACC will use Planning Conditions and Section 75 Planning S / M / L Agreements where appropriate to ensure that transport is no longer an afterthought in the development planning process and that developers mitigate impacts through contributing to necessary works. SUS LUP9 ACC will encourage the use of Green or Workplace Travel S / M / L Plans at new sites and will also promote the development of Residential Travel Plans. SUS LUP10 ACC will work with partners to develop a “Travel Plans: A Nestrans, S £15k Guide for Business in Aberdeen City and Shire” booklet Aberdeenshire aimed at proving assistance to developers with the Council production of Travel Plans.
Page 133 SUS LUP11 ACC will seek to allocate additional resources to the S / M / L monitoring of Travel Plans, and will work with partners to develop and maintain a database of Development Control Travel Plans to support this work. SUS TP1 As a means of leading by example, ACC will redevelop its S £180k own Travel Plan, including the implementation of a package of integrated measures designed to increase the use of sustainable travel modes for journeys to Council premises. SUS TP2 ACC will continue to work with partners including Nestrans, S / M / L Nestrans, Aberdeenshire Council, NHS, the University of Aberdeenshire Aberdeen and The Robert Gordon University through the Council, NHS, the North East Travel Plan Group to share information and University of best practice in relation to the development of Travel Plans Aberdeen, The and sustainable transport initiatives. Robert Gordon University SUS RNT1 ACC will promote the use of Information and S / M / L £10k Communications Technology (ICT), such as home- working, video- and web-conferencing to reduce the carbon footprint of staff. SUS RNT2 ACC supports ACSEF in the development of the business ACSEF M / L beacons initiative. SUS CS1 ACC will continue to promote the car share database Nestrans S / M / L £10k established by Nestrans.
Page 134 SUS CS2 ACC will consider introducing preferential car parking S / M / L £10k spaces for car sharers and drivers of low-emission vehicles. SUS CC1 As part of the Council’s Travel Plan, ACC will seek to S / M £50k develop a City Car Club, and encourage its expansion through corporate membership and promotion to all sectors of society. SUS CC2 ACC will support measures aimed at increasing the S / M £10k success of car clubs, including the provision of designated car parking spaces throughout the City and marketing campaigns. SUS IA1 Working with partners, ACC will produce an Information S £50k Action Plan designed to raise awareness on sustainable transport choices and the importance of changing travel behaviour in response to growing environmental threats. SUS EC1 ACC will work with partners in promoting travel behaviour Nestrans, S / M / L change events and campaigns, including “Walk to School Sustrans Week”, “Bike Week”, and the “Commuter Challenge”. ACC will also investigate the potential to take part in the “In Town without My Car Day” European campaign initiative.
Page 135 SUS EC2 ACC will work with Nestrans and other interested parties Nestrans, Other S £10k to develop a sustainable transport brand for the City for interested groups use on local campaigns and information awareness (e.g. North East materials. Travel Plan Groups, public transport operators). SUS TI1 ACC will develop new walking and cycling maps to S / M £20k promote the use of these sustainable modes across the City. SUS TI2 ACC will consider the development of Neighbourhood S / M / L Community Guides. Where appropriate the development of these guides will be promoted through Residential Travel Plans. SUS TI3 ACC will work with public transport operators to ensure Public transport S / M / L £50k p/a that all bus stops across Aberdeen have up-to-date, operators reliable timetable information. SUS TI4 ACC will seek to ensure that publicity materials are made S / M / L available in suitable print for people with sight difficulties and in alternative languages wherever possible. SUS TI5 ACC’s website will be developed as the one-stop-shop for S public transport information for the City, providing links to the websites of local public transport operators.
Page 136 SUS TI6 ACC will promote the use of personalised travel planning Traveline Scotland S / M / L websites and Traveline Scotland’s batch journey planners. SUS TMO1 ACC will continue to support the Dyce Transport Nestrans, Dyce S / M / L Management Organisation (TMO) and will support the TMO further development of TMOs across the City. SUS ENV1 During the implementation of future transport schemes, SNH, SEPA, S / M / L ACC will seek to apply the mitigation measures identified Historic Scotland through the SEA process, and set out in Appendix F of the LTS, in order to prevent, reduce or offset any potential adverse effects on the environment. SUS AQ1 ACC is committed to improving air quality throughout the S / M / L City and will continue to monitor the City’s Air Quality Management Areas (AQMAs) and implement measures designed to reduce air pollution. SUS AQ2 ACC will consider the implementation of further AQMAs S / M / L throughout the City. SUS AQ3 ACC will utilise traffic management techniques and VMS S / M / L Covered by ITS technology to help reduce air quality problems at particular Budget hotspots. SUS AQ4 Through the Council’s Information Action Plan, measures S / M / L to promote eco-driving will be supported. SUS AQ5 ACC will continue, through Nestrans, to support Nestrans S / M / L developments in vehicle technology and work with operators to encourage the adoption of cleaner fuels.
Page 137 SUS AQ6 ACC encourages the uptake of cleaner, low carbon Nestrans S / M / L vehicles and will work with Nestrans to consider the potential of using parking policies to encourage the use of cleaner vehicles. SUS AQ7 ACC will work with Nestrans and bus operators to reduce Nestrans, Public S / M / L emissions from buses. transport operators SUS NP1 ACC will aim to reduce noise pollution though promoting S / M / L the use of more sustainable, quiet transport modes. SUS NP2 In accordance with the Design Manual for Roads and S / M / L Bridge (DMRB), ACC will implement mitigation measures such as noise barriers, vegetation and fencing where required and practical to reduce the noise impacts of new transport schemes SUS PR1 ACC will continue to progress traffic improvement works S / M / L £6.5m designed to support the pedestrianisation of Union Street post AWPR. SUS PR2 ACC will consider additional areas in the City Centre for L Review pedestrianisation. SUS BIO1 ACC is committed to furthering biodiversity through this S / M / L LTS. Maintenance methods will be managed in order that they do not destroy or disturb habitats. SUS BIO2 ACC encourages the adoption of measures to manage all S / M / L adopted road verges in a way that maintains, establish or manages verges for habitat and species enhancement.
Page 138 SUS BIO3 In taking forward transport infrastructure works as part of S / M / L this LTS, ACC will ensure that efforts are taken to make sure that existing wildlife linkages / corridors are maintained, or new ones created. SUS BIO4 Mitigation measures will be considered for all transport S / M / L improvement works undertaken through this LTS that could have an adverse impact on biodiversity. SUS BIO5 ACC will continue to implement Sustainable Urban S / M / L Drainage Schemes (SUDS) as part of road design. Where appropriate SUDS will be designed into existing road schemes to mitigate against the contamination or pollution of land, water courses, habitats and species lying adjacent to roads.
Page 139 Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) IMPROVEMENTS IMP PED1 ACC, in partnership with NHS Grampian, is committed to NHS Grampian S / M / L facilitating active travel and raising awareness of the associated health benefits. IMP PED2 In recognition of the close links between health and ACC, NHS S transport, ACC will support Nestrans with the Grampian implementation of the Regional Health and Transport Action Plan. IMP PED3 ACC will develop and implement a Core Paths Plan, to SNH, Aberdeen S Under Review promote a network of paths throughout the City suitable for Outdoors Access the purposes of giving the public reasonable access Forum through the City. IMP PED4 ACC will continue to implement measures designed to S / M / L improve accessibility for pedestrians and the attractiveness of walking, including initiatives such as traffic calming schemes as well as more and better pedestrian facilities. Consideration will be given to the use of the 5Cs framework.
Page 140 IMP PED5 ACC will undertake pedestrian audits of main pedestrian S / M £20k routes to include maintenance, lighting, obstructions, quality, cleanliness and crossing facilities using the 5Cs framework. IMP PED6 ACC will review the use of street furniture on Union Street S / M £10k review with a view to maximising the usable pavement space available to pedestrians and will widen further stretches of pavement on Union Street where this is possible. IMP PED7 ACC fully supports the pedestrianisation of Union Street M / L Covered by wider between Market Street and Bridge Street, but recognises improvements that this may only be progressed following wider discussed within improvements to the strategic road network. Implementation Plan IMP CYC1 ACC is committed to the improvement of cycle facilities Aberdeen Cycle S / M / L and infrastructure and will continue to work with the Forum, Nestrans Aberdeen Cycle Forum to deliver improvements geared at increasing the modal share of cycling. IMP CYC2 ACC is committed to improving the safety of vulnerable S / M / L road users and there will be a presumption in favour of new traffic management schemes that incorporate measures for cyclists.
Page 141 IMP CYC3 ACC will continue to invest with partners in strategic off- Aberdeen Cycle S / M / L £500k p/a road routes linking communities to major centres of Forum, Nestrans, employment, hospitals, universities and schools. ACC will Sustrans, also continue to improve cycle routes linked into the Core developers, NHS Paths Plan and the City’s parks and greenspace networks. Grampian, The University of Aberdeen, The Robert Gordon University. IMP CYC4 ACC will continue to work with Sustrans, Nestrans and Sustrans, S / M / L As IMP CYC3 Aberdeenshire Council, as well as partner organisations, Nestrans, developers and landowners, to ensure significant Aberdeenshire developments to the National Cycle Network (Route 1) Council, and other strategic routes through Aberdeen. developers, landowners. IMP CYC5 ACC will apply cycle parking standards to new Developers S / M / L £20k p/a developments and will also seek installation of additional secure cycle parking facilities to all public buildings / areas, transport interchanges, as well as in some existing residential developments. IMP CYC6 ACC will assist in the identification of appropriate sites S / M within the City for potential bicycle rental schemes for tourists and residents.
Page 142 IMP CYC7 ACC is committed to the provision of cycle training for Aberdeen Cycle S / M / L £2k p/a adults and children. Forum, Cyclist Touring Club, Cycling Scotland IMP CYC8 ACC will seek to support the establishment of a bicycle Aberdeen Foyer, S / M recycling scheme. Communities Scotland, Instant Neighbour, Aberdeenshire Council IMP CYC9 ACC, in liaison with the Aberdeen Cycle Forum, will Aberdeenshire S / M / L Under Review develop a Cycling Strategy which will specify and prioritise Council, Aberdeen the development of on and off road routes, cycle parking, Cycle Forum supporting facilities, signing, marketing and encouragement, and will build on, as well as address the findings in the Cycling Scotland Audit of Cycling for Aberdeen. IMP PTW1 ACC will support both engineering and non-engineering S / M / L activities that will help to reduce the accident involvement rate of PTWs. Consideration will be taken of the IHIE guidelines aimed at providing a safe, integrated transport environment for motorcyclists whilst reducing rider vulnerability. Cognisance will also be taken of the “Motorcycling in Scotland” Guidance Report in developing strategies to increase the use of PTWs.
Page 143 IMP PTW2 ACC will work with Grampian Police, the Motorcycle Action Grampian Police, S / M / L Group and the British Motorcycle Federation to promote MAG Scotland, and support the ongoing development of initiatives British Motorcycle designed to increase PTW rider abilities, such as through Federation advanced rider training schemes and educational materials. IMP PTW3 In developing motorcycling parking provision, ACC will S / M / L take cognisance of the good practice guidance, summarised as “Near and Clear, Secure, Safe to Use, and Useful”. IMP PTW4 ACC will continue to monitor the evidence from the various S / M / L UK trials with regard to allowing motorcyclists to access bus lanes. IMP BUS1 ACC will seek to work with partners to develop a more S robust Quality Partnership for public transport, potentially leading to the introduction of a Statutory Quality Partnership. IMP BUS2 The Council is committed to delivering the bus passenger S / M / L priority measures outlined within the revised Quality Partnership and will seek to ensure that bus operators also commit to the delivery of commitments set out in the revised partnership.
Page 144 IMP BUS3 ACC will continue to work with Community Councils and S / M / L other employers and partners, such as the NHS, University of Aberdeen and The Robert Gordon University to identify gaps or problems in the current bus network and make improvements IMP BUS4 ACC will work with partners to introduce a Punctuality S / M Improvement Partnerships (PIPs) on key bus corridors to monitor and steer towards solutions to minimise and improve journey time reliability. Post evaluation studies will be undertaken with a view to expanding PIPs to other corridors in the City. IMP BUS5 ACC will seek to pilot new public transport services S / M / L through the lifespan of this LTS. IMP BUS6 Building on the introduction of the Bus Route Development S / M / L Bus Route Fund, ACC will continue to explore opportunities to Development increase levels of subsidy for non-commercial services Grant - £100k in where appropriate. year 1 IMP BUS7 ACC continues to support the longer-term aspiration for a M / L Long term circumferential bus service linked to industrial estates, and circumferential will seek to initiate the more feasible links of this network service - £750k p/a in the short term.
Page 145 IMP BUS8 Prior to planning permission being granted for new S / M / L developments, ACC will require that, as part of Green Travel Plans, developers will also be required to provide the infrastructure that caters for linking into bus services, and / or provide new services or infrastructure links, where appropriate. IMP BUS9 ACC will work with bus operators to investigate barriers to S the use of the existing Park and Ride sites within the City and will seek to implement measures to increase patronage levels. IMP BUS10 Working with partners, ACC is committed to the M / L Covered by Public development of a network of Park and Ride or Park and Transport Choose sites across the North East, and will seek to Information promote these through the development of a consistent Strategy brand. IMP BUS11 Working with partners, ACC will consider opportunities to S / M / L expand the use of Park and Ride sites, such as through the provision of business beacon initiatives and Wi-Fi access. IMP BUS12 ACC is in active discussions with developers over the Nestrans, Private M / L Covered by Park location of the Bridge of Don Park and Ride site, with a Developers and Ride view to relocating this site further north and increasing the Proposals site capacity.
Page 146 IMP BUS13 ACC will liaise with Nestrans and bus operators to S introduce a Public Transport Information Action Plan, as part of the Transport Information Action Plan. IMP BUS14 ACC is committed to working with Nestrans to develop a S Regional Bus Action Plan. IMP BUS15 ACC supports the implementation of a Smartcard system Transport S / M that will provide an ‘electronic purse’ making it easier to Scotland, use public transport. Nestrans, Operators IMP BUS16 ACC supports the ongoing availability of the national S / M / L concessionary scheme for over 60’s as well as the concessionary scheme providing reduced rate transport for 16 to 18 year olds. IMP BUS17 ACC will working with partners to consider the introduction S / M / L of a range of other ticketing initiatives designed to improve access to education and employment. IMP BUS18 The Council wishes to promote the development of a pilot S / M / L project to reduce bus fares within parts of the City to achieve modal shift and improve social inclusion. It will seek to achieve this within the context of an enhanced bus partnership but will keep alternative approaches under review.
Page 147 IMP TM1 ACC will look to trial a range of measures designed to Nestrans, M Awaiting preserve, or “lock-in” the congestion, pollution and journey Aberdeenshire Provisional Costs time benefits of the AWPR, by using available road Council capacity to provide additional priority to sustainable modes of transport. IMP TM2 ACC will trial a High Occupancy Vehicle Lane within the Nestrans, M Est £500k per km City, as a Demonstration Project designed to ‘lock in’ the Transport benefits of the AWPR. Scotland IMP TM3 ACC will continue to look to implement Intelligent S / M / L Six Year ITS Transport Systems (ITS) as a means of improving traffic Strategy - £1.85m management in the City. This will be undertaken in accordance with the proposed six year ITS Strategy for Aberdeen. IMP TM4 ACC will review and analyse the performance of key S / M £50k review junctions, on a corridor basis in conjunction with the Regional Bus Action Plan, to optimise their efficiency and ensure appropriate precedence is given to priority movements. IMP TM5 ACC is committed to improvements to the Berryden M / L £14m Corridor. IMP F1 ACC will pilot the introduction of a Large Vehicle Lane, Nestrans M Minor changes - giving priority to Heavy or Large Goods Vehicles as well £150k per km as all forms of public transport. With widening - £1m per km
Page 148 IMP F2 ACC is committed to the provision of a suitable, safe and Nestrans, Hauliers S / M / L secure lorry park in the City.
Page 149 Action Anticipated Timescale for Estimated Cost Delivery Partners delivery (Short / Medium / Long-term) ADDITIONS ADD AP1 ACC supports the development of the Airport Surface BAA Aberdeen, S / M / L Access Strategy and will work with BAA Aberdeen to Nestrans deliver the Strategy’s objectives, through improving public transport services to and from the airport, improving taxi efficiency, and promoting the use of other sustainable transport options. ADD AP2 ACC will work with partners to introduce a shuttle transfer Nestrans, BAA S / M Awaiting costs bus between Dyce Rail Station and Aberdeen Airport. Aberdeen, Dyce from tender ACC is currently considering the provision of a dedicated TMO bus service between the Rail Station to the Airport. ADD AH1 ACC recognises the important role that Aberdeen Harbour Aberdeen Harbour S / M / L plays in the continued economic development of the region and supports measures that increase the accessibility of the harbour, for passengers and freight. ADD AH2 ACC will continue to examine measures to improve Nestrans, S / M / L accessibility from rail freight terminals to Aberdeen Aberdeen Harbour Harbour.
Page 150 ADD AH3 The Council is currently considering plans to introduce a S / M Awaiting costs shuttle bus service linking the ferry terminal to the bus and from tender rail stations and the City Centre in recognition of the importance of providing improved access opportunities for foot passengers departing from the ferry terminal. ADD UI1 The Council will continue to progress urban infrastructure S / M / L Covered by other projects aimed at removing pinch points throughout the projects discussed City. Where such projects are implemented, the emphasis within will be on securing further improvements that prioritise the Implementation benefits delivered to more sustainable modes such as Plan walking, cycling and public transport use. ADD UI2 ACC is committed to the development of the Access From S / M Study Covered by the North Proposal (Third Don Crossing). To assist in this, existing budgets the Council will undertake an ‘Access from the North’ Third Don Study (An Integrated Transport Solution), examining how estimated £10m walking, cycling and public transport improvements or priorities can be ‘locked in’ or optimised through this scheme.
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