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IDENTIFICATION TABLE

Client/Project owner Perth & Kinross Council

Study Perth Cycle Network Masterplan

Type of document Final Report

Date 28/03/2018

File name 20171129 Perth Cycle Network Plan_Report V2.0.pdf

Reference number 107051

Number of pages 34

APPROVAL

Version Name Position Date Modifications

Authors Aurelia Ciclaire Principal Transport Planner 15/03/2018

1 Checked by Tim Steiner Associate Director 19/03/2018 First Draft

Approved by Tim Steiner Associate Director 19/03/2018

Author Aurelia Ciclaire Principal Transport Planner 28/03/2018 Final Version - Updated 2 Checked by following client feedback Approved by

2 Perth Cycle Network Masterplan Table of Contents

Contents

1. Introduction 4

2. Methodology 6

3. Policy framework and previous studies 8

4. Cycling demand and network functions 12

5. Core routes alignment options development 18

6. Core routes assessment 24

7. Conclusions and next steps 33

Appendix A - Large scale maps

Perth Cycle Network Masterplan 3 1. Introduction Objectives of the study

SYSTRA was appointed by Perth & Kinross Council This is an early step towards the implementation (PKC) to develop a cycle network masterplan for of a comprehensive cycle network in Perth, and is Perth, in support of their ambition to make Perth an therefore expected to evolve as the design of specific attractive city to cycle in. schemes are progressed or new opportunities arises. It sets the expected reach and design principles of The purpose of the masterplan is to coordinate the cycle network, but does not prescribe specific current and future investment in cycling infrastructure route alignments and type of infrastructure at this in Perth, with the aim of creating a coherent and stage. Extensive stakeholder engagement, options convenient cycle network, which will make cycling an appraisal, benefit/cost analysis will need to take attractive choice for everyday journeys, to work, to place to do so. school, to the shop or for leisure. High quality cycling infrastructure alone, although The masterplan will serve as a reference: necessary, is unlikely to be sufficient to achieve the • In the development of more detailed ambitious scale of change and modal shift aimed for. schemes by PKC, ensuring they are all coordinated, Any cycling infrastructure development will rely for • To support funding applications, such as its success on complementary initiatives in favour of Community Links and Community Links Plus, and active travel. Travel behaviour change programmes, promotion, cycle training, travel planning, are all • To serve as the basis for discussion with essential tools to make cycling attractive. Those are partners, (e.g. developers) on how they can covered in more detail in the Active Travel Strategy contribute and expected longer term benefits from for Perth and Kinross under development (planned the infrastructure. for publication in Spring 2018). The cycle network masterplan: Other policy areas relevant to creating a environment • Identifies major destinations and how well conducive to cycling include car parking strategies, they are currently connected. development plans, or public transport especially interchanges. • Creates a schematic cycle network connecting those destinations, establishing what a Study Area complete cycle network in Perth would look like. The study is focused on the City of Perth and its • Defines the functions and derived level of nearby towns and villages: Scone, Bridgend, Bridge of provision for the different types of connection. Earn, Almondbank, and Luncarty. The map alongside • Along each core connection, identifies and (figure 1) shows the extent of the area considered. assesses potential route alignments. Although not considered in detail, connections to the • Undertakes an initial assessment of the wider region and beyond have been included in the likely benefits and constraints of each corridor, review, to create a masterplan integrated with the for the purpose of informing short/medium term regional and national cycle network. investment decisions.

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Perth Cycle Network Masterplan 5 2. Methodology Approach The network masterplan was developed in line with The masterplan was produced through the following guidance issued by Sustrans in "Design Manual steps: Chapter 2 - Network Planning for Cyclists (draft)" • A desktop review of policy and planned December 2014. changes at the local and regional level; The guidance describes a 5-stage development and • Map and desktop-based identification of implementation process of which this study covers key origins and destinations, physical barriers, both the first two: existing and planned; • Stage 1: Estimate cycling demand and • A workshop with external stakeholders define network function; and to gather views on future routes, identify • Stage 2: Define route alignments and opportunitiesSustrans and constraints; Design Manual • Chapter 2: Network planning for cyclists (2014, draft) concept design. • An workshop with stakeholders internal to It also informs discussions on Stage 3 (Define Perth & Kinross Council to integrate constraints, implementation priorities, programme and budget) opportunities, complementary initiatives and by providing an initial review of the benefits of common objectives across council departments; selected corridors and alignment options. • A mapping exercise summarising The relevant extract2.4 from the process chart is shown findings from the previous stages, leading to on figure 2 below. The cycle network in most existing urbanthe areas development will predominantly of a schematic utilise cycle network with a hierarchy of functions and general type of The methodology alsoexisting draws roads, inspiration modified from where other necessary to reduce traffic volumes provision, including "core connections", "secondary guidance documents.and In speeds particular, and thewith Dutch cycle-specific "Design measures where these improve connections", and "local access"/"basic structure". Manual for Bicycle safetytraffic" and (2017) user comfort,Chapter reduce4 "Design delays or provide filtered permeability for cycle users. Traffic free routes can valuably supplement the road of the cycle network" was a direct reference for • For the core connections, the identification network where these provide additional connectivity, journey time or the development of the network hierarchy and the of potential route alignments. safety benefits and/or a more pleasant user experience. qualitative criteria used to assess the route options. • And finally, a high-level assessment of the benefits and constraints of each core connection, Stages in cycle network planningto inform and short implementation or medium term investment plans. 2.5 The cycle network planning and implementation process involves five key stages. These are defined in Table 2.1.

Table 2.1 Cycle network planning and implementation stages

Project phase Stage

1. Estimate cycling demand (magnitude/ distribution and potential increases) and network function Network 2. Define route alignment and concept design planning 3. Define implementation priorities, programme and budget

Implementation 4. Detailed design, construct and publicise

Post-implementation 5. Monitor & evaluate, maintain and upgrade

Figure 2 - Extract from Sustrans' Network Planning for cycling process flow chart 2.6 Network planning comprises the first three of these stages. The network 6 Perth Cycle Network Masterplan plan also needs to respond to the final stage - post implementation monitoring and evaluation - to adapt and enhance the cycle network.

2.7 Figure 2.1 illustrates the main tasks involved in each stage of the cycle network planning and implementation process. Each of these tasks is described in more detail in the following sections.

2.8 The complexity of the network planning process will depend on the character of the network area. For example, the tasks of defining trip patterns, network demand and capacity requirements, and the optimum route alignment and type of provision will tend to be more complex in large urban areas than for small towns or rural networks.

2.9 Dialogue with existing cycle users and other stakeholders is very valuable throughout the network planning and implementation process, particularly in identifying existing barriers to cycling, preferred route alignments and interventions needed to bring routes up to the requirements of the target users. Cycle users can have an important role in publicising the network and working with key target users, including employers and schools. Feedback from users is also very helpful in identifying refinements to networks post-implementation.

December 2014 7 Engagement This network masterplan is ambitious in scope and physical barriers to cycling, existing infrastructure level of provision for cyclists, and cannot be delivered of good quality to build the network around, but without careful consideration of stakeholders' also areas which would benefit from upgrading, or expectations and concerns, and building of support have missing sections. around its aims. • For the Internal workshop, the focus was For this study, the start of the process, two workshops on reviewing ongoing projects and opportunities with external stakeholders and with Council Officers that cycling could benefit from, or support shared were organised. The list of organisations invited objectives. were: Sustrans, Cycling Scotland, The Perth Bike The draft results and recommendations were issued Station, Kinross Cycling Club, Coupar Angus Cycle to stakeholders for comment and integrated into the Hub, Highland Perthshire Cycling, TRACKS, Ramblers final masterplan. Scotland, Live Active, ByCycle, and Muthill Village Trust. Within Perth & Kinross Council, the list of This is the first step in a long process to develop a invitees was drawn up to cover as many departments coherent, consistent, and attractive cycle network as possible. in and around Perth. As proposals emerge or the masterplan evolves, further and wider engagement Each workshop had a different audience, thus with stakeholders is expected to take place, giving different focus: as many people and organisations as possible the • The external workshop focused on locating opportunity to contribute.

Figure 3 - Output from workshop with external stakeholders.

Perth Cycle Network Masterplan 7 3. Policy framework and previous studies

Policy context

The policy context is provided with reference to Perth Perth and Kinross and Kinross Active Travel Strategy, complemented by The forthcoming Active Travel Strategy for Perth and relevant documents specific to the City of Perth. Kinross includes the draft commitments to: National and supra-national context • Create good off-road networks, and improve In 2013, the Scottish Government published its the attractiveness of streets as places to walk and Cycling Action Plan for Scotland. Its vision is that: “By cycle ; 2020, 10% of everyday journeys taken in Scotland will • Improve associated active travel friendly be by bike.” It was last updated in 2017, maintaining infrastructure; the same vision. • Improve information on walking and cycling It sets out 19 actions to achieve this, under priority routes and opportunities; headings of: • Enable more people to walk and cycle; • “leadership and partnership; • Encourage more people to walk and cycle; • infrastructure, integration and road safety; and • promotion and behavioural change; • Create a strong leadership and governance • resourcing; and structure. • monitoring and reporting.” City of Perth Regional Context Perth’s Transport Future, published by PKC in 2012, notes that key transport problems include “Walking Promotion of active travel is a key output of Tactran’s and Cycling: unattractive due to heavily trafficked Regional Transport Strategy (RTS). The recently roads in the city centre and on key routes leading to refreshed RTS (2015-2036) has four key strands the centre, air quality problems and severance by the relating to active travel: A9 to access to future growth areas”. • “Strategic Integration; Its strategic objectives include “to increase the • High Quality Infrastructure proportion of short trips by more sustainable modes”. • Making Better Use of the Transport System; In the 2015-2035 Perth City Plan, PKC states its vision is and to develop the City of Perth as "One of Europe's Great Small Cities", where (among other things) "The new • Influencing Travel Behaviour”. River Tay Crossing, investment in public transport, The strategy also proposes a network of regional walking and cycling networks and infrastructure walking and cycling routes. will create an accessible city that encourages active travel and reduces car dependency." Extracts from the City Plan (figure 4 and 5) detail design principles and aspirations relevant to the cycle network.

8 Perth Cycle Network Masterplan 5

Luncarty South Legend Pedestrian and cycle corridor enhancements Cross-Tay link road junction improvement

Park & Ride Site Connected employment areas Scone North Tay Eco-Valley Berthapark

Perth Food & Drink Short-term <10 years The Triangle Serviced Development Land

New Secondary School Long-term >10 years

Auld Bond Road Serviced Development Land New secondary school

Almondvalley Inveralmond Business Industrial Sites Integrated transport interchange

Mixed Use Development land Newton Farm Bus priority corridor requirements

Muirton Park Regeneration Perth West Perth College UHI Park & Ride

Integrated Transport Interchange Broxden Business Sites

River Tay Waterfront Leisure & Tourism Friarton Road Development Walnut Grove Park & Ride © Crown copyright and database right (2015). Ordnance Survey Licence number 100016971. Figure 5: City-wide design principles . SMelville Street Figure 4 - Extract from Perth City Plan 2015-2035 - "City-wide design principles" The Perth City Plan 2015-2035 19 Lochie Brae 6

Aathroll Street

Charlotte Street

Carpenter Street

Blackfriars Street Union Lane West Bridge Street

Black Watch Gardens

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Foundary Lane Blackfriars Wynd Gowrie Street Legend North Port

Long Causeway Streetscape enhancement

Murray Street Bowerswell Road New public space Mill Street George Street

S Methven Street Development opportunity Kinnoul Street Vennel High Street

High Street Enhanced greenspace Road Dundee

Caledonian Road

New pedestrian bridge Kirkgate River Tay St John’s Place

New Row

St John Street Wwatergate

York Place

County Place King Edward Street Tay StreetTay

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Kinnoull Causeway Hospital Street South Street

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Perth Cycle Network Masterplan 9 Previous studies

Supplementing policy and strategy documents, two Bridgend Design Charette (2014) recent studies informed the cycling network plan. The Design Charette was initiated by Perth & Kinross Active travel audits for Scone/Bridgend area Council and Bridgend, Gannochy, and Kinnoull (2017) Community Council, and Perth Left Bank Community Trust, and took place on 20th March 2014. Tactran commissioned an active travel audit for the The Charette lead to the creation of a vision for Scone-Bridgend area, completed in 2017. The study Bridgend, and the sharing of ideas and initiatives reviewed and scored existing walking and cycling to realise that vision. Key aspirations included the facilities and identified potential improvements. re-design of Bridgend Main Street and surrounding Proposed infrastructure included segregated areas into "People-friendly streets", with the re- cycleways, shared spaces, "cycle streets", or shared balancing of the street layout in favour of walking, footways. Each proposal was assessed, scored, and cycling and "spending time in" over motorised traffic. ranked with the purpose of informing future scheme development. Another key proposal was for a new foot (and cycle) crossing over the River Tay linking Bridgend to Perth The proposed network for Scone and bridgend is High Street. shown on Figure 6 below. Initiatives from the Bridgend Charette Strategy are The full active travel audit report can be found on summarised on figure 7 alongside. TACTRAN's website.

Figure 6 - Extract from Active Travel Audit for Scone and Fig 9c. Potential Strategic Network - Bridgend ¯ Bridgend (tactran, 2017).

Legend

Shared Footway/Cycleway Segregated Cycleway/Footway Off Road Path On Road Cycle Lane Quiet Street/Small Scale Improvements Shared Space Secondary Desire Lines

© Crown copyright and database rights 2017 OS 100016971 EUL. You are permitted to use this data solely to enable you to respond to, or interact with, the organisation that provided you with the data. 0 0.05 0.1 0.2 0.3 0.4 You are not permitted to copy, sub-licence, distribute or sell Miles any of this data to thrid parties in any form.

10 Perth Cycle Network Masterplan From Vision to Reality

In the words of an old Japanese proverb: “Vision without action is a Bridgend Key Key dream. Action without vision is a nightmare.” The charrette’s Charrette Key Initiative: Key Initiative: A New Making more visionary thinking for the next 20 years of Bridgend’s future will only Strategy Initiative: Initiative: People Footbridge Investing for of the bear fruit if is accompanied by action. Friendly for Perth Enterprise Riverside Streets City Flexibility

The 20 year vision created in this report reflects Bridgend and its aspirations as they were in early 2014. Times change, tastes change and people move on.

The four key catalysts should be seen as guiding principles, but the details and the mini-projects within them can, and should, change. Any number of new opportunities and ideas are likely to emerge over the coming months and years, whether they are around local business marketing, walking clubs, rates incentives or opening up the sides of Smeaton’s Bridge.

It is important not to deter activity and investment simply because something is not contained in this document. That is why flexibility and adaptability is so important. 2014 Figure 7 - Extract from the Bridgend Design Charette (PKC, 2014). Charrette Charrette Report March Bridgend

34 Kinnoull Primary

Perth Cycle Network Masterplan 11 4. Cycling Demand and Network Functions

Current cycle use

Cycling mode share remain low across most of cycling to work "usually" or "regularly" as actually Scotland, and even more so in Perth and Kinross. reduced from 4% in 2012-13 to 2.8% in 2014-15 The Annual Cycling Monitoring Report is produced (SHS). Although as numbers are low, the significance every year by Cycling Scotland and summarises of the change should not be overestimated. cycling trends at the national, regional and local The numbers quoted are for the Perth & Kinross level. The extract from the 2017 report covering Council area, which includes large rural areas. Perth & Kinross Council is shown on Figure 8 below. Although number for Perth are likely to be higher, Across the council area, it shows very low levels of 2011 Census data at the Ward level suggests they cycling with cycling being the main mode of travel for remain low across the city. Perth City Centre ward 0.8% of journeys, compared to 1.2% across Scotland had the highest percentage travelling to work by bike (Scottish Household Survey 2015). The percentage in 2011, at 2.52% of the population.cycling.scot LOCAL 45 Figure 8 - Extract from the 2017 Annual Cycling Monitoring

Report, Cycling Scotland. Perth & Kinross

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CYCLE TO WORK USUALLY OR REGULARLY 6 TOP THREE TRAVEL TO WORK BY BIKE WARDS 5 2.52%1 PERTH CITY CENTRE

1.85% 4.0% 3.1% 2.9% 3.6% 3.7% 2 2.3% 3.4% 3.3% PERTH CITY SOUTH 2.8%

1.65%3 2.6% & KINROSS 2012-13 PERTH 3.0% & KINROSS 2013-14 PERTH 1.8% & KINROSS 2014-15 PERTH 3.0% & CENTRAL 2012-13 TAYSIDE 3.2% & CENTRAL 2013-14 TAYSIDE 2.2% & CENTRAL 2014-15 TAYSIDE 2.3% 2012-13 SCOTLAND OVERALL 2.5% 2013-14 SCOTLAND OVERALL 2.2% 2014-15 SCOTLAND OVERALL PERTH CITY NORTH NUMBER OF CYCLE FRIENDLY EMPLOYERS AND EMPLOYEES - 3 SITES 134 EMPLOYEES 7 Schools

PERCENTAGE OF CHILDREN PERCENTAGE OF CHILDREN PERCENTAGE OF CHILDREN CYCLING TO PRIMARY SCHOOL 8 CYCLING TO SECONDARY SCHOOL 9 CYCLING TO SCHOOL (P5-P7) 12

2010-12 AVERAGE 5.6% 2010-12 AVERAGE 2.2% 2010-12 AVERAGE 7.5% 2013-15 AVERAGE 6.3% 2013-15 AVERAGE 0.7% 2013-15 AVERAGE 6.6% 2015 6.4% 2015 0.6% 2015 7.0%

NUMBER OF CYCLE FRIENDLY SCHOOLS AND PUPILS - 14 SCHOOLS 2,724 PUPILS 10

PERCENTAGE OF PRIMARY SCHOOLS PROVIDING BIKEABILITY SCOTLAND LEVEL 2 TRAINING 11 61.6%

12 Perth Cycle Network Masterplan Current and future travel patterns - potential for cycling Although current cycling levels remain low, current Sports and leisure destinations (Bell's Centre, travel patterns in Perth suggest that large numbers Leisure Pool), education (University of the Highlands of journey's could easily be cycled, given the right and Islands and secondary schools), health sites infrastructure and incentives. (Perth Royal Infirmary and Murray Royal Hospital), Perth is compact, with surrounding settlements transport interchange (rail and bus stations and (Scone, Luncarty, Bridge of Earn, Walnut Grove and Broxden Park and Ride/coach hub), and residential Almondbank) are within 3 to 7 km (approximately 2 neighbourhoods complete the list of the current to 5 miles) of the city centre, or a reasonable cycling major trip generators. distance. Significant growth in population and employment 44.5 % of journeys by any mode in Perth and Kinross is planned, with the latest population estimate of are under 5km (SHS 2015), a distance which can be 47,000 expected to reach 60,000 by 2035 (Perth cycled in about 15 minutes. Not all of those journeys City Plan). Significant developments are under can be cycled for a range of reasons including trip- construction, Bertha Park to the north of the city is chaining, passengers or objects transported, certain expected to create 3,000 new homes with associated disabilities, etc., however the potential remains services and retail, as well as a high school. Further important. In the three wards covering Perth, 66% of housing and mixed use development are planned to people live less than 5km from their place of work the west of the A9, near Broxden, south of Luncarty, (Census 2011, excluding those mostly working from and north/east of Scone. home). The planned new Cross Tay Link Road (CTLR) is also Car ownership in Perth and Kinross (79.5%) is expected to redirect car journeys away from the Scone higher than the national average (74%), but figure 9 Road - Atholl Street - Dunkeld Road corridor, enabling overleaf shows that areas in the City of Perth have the re-allocation of the road capacity made available much lower car ownership, mostly in the north and to other modes of transport. The two existing Park north-west of the city. Those areas also tend to have and Ride (P&R) sites (at Scone and Broxden) will be higher levels of deprivations and are therefore the joined by two new ones, at the junction of Dunkeld ones most likely to benefit from improvement to Road with the CTLR, and at Walnut Grove. cycling infrastructure. At Broxden, the business park, P&R and coach hub The largest concentration of destinations is, will be complemented by a Low Carbon Hub Travel predictably, the city centre. Beyond this, major trip Hub. generators include retail and employment sites at The existing and future trip generators described the Inveralmond retail park and industrial estate above have been mapped (figure 10, page 16) to with the SSE headquarters also located nearby, Aviva form the basis of the cycle network masterplan. offices along Glasgow Road and the Broxden business park further west. Other key retail destinations are St Catherine's retail park stretching between Glasgow Road and Dunkeld Road, and the junction of Creiff Road with the A9, near Huntingtower.

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14 Perth Cycle Network Masterplan Cycle Network Functions Schematic Cycle Network Plan

For the cycle network to be suitable for transport use, Based on those principles and information gathered it needs to provide direct access to all destinations during the desktop review and workshops, the identified previously just as (or more) easily as one existing and future trip generators across Perth have can drive there. And just as for the general road been mapped and notional links drawn between network, different types and levels of provision will them, creating a schematic cycle network. be suitable for different routes. Both destinations and links are shown on figure 10 The Dutch Design Manual for Bicycle Traffic (CROW, alongside "Perth Schematic Cycle network". 2017) is key reference of design and network In the Perth cycle network masterplan, the "main development guidance. It defines the main cycle cycle network" is divided into two categories: network as: "in built-up areas, it pertains to the connections at district level which ensure that • "Core connections" linking neighbourhoods all districts and neighbourhoods, and important and key destinations. In Perth, the focus is on functions are connected[…]; outside of built up connections with the city centre. The type of areas, it relates to the connections between centres, infrastructure provided is dependant on the villages and towns and important functions" [...] alignment selected and local context, but those "these routes must offer cyclists maximum quality core routes are often along busy transport corridors and (in busy location and on busy stretches) the and most likely to require full segregation, from calculations need to factor in a high volume of motorised vehicles, but also from pedestrians if the cyclists" (p63). expected flow of either cyclists or pedestrians is significant. The main cycle network is supported by the "basic structure" which is composed of "the residential • "Secondary connections" linking connections at neighbourhood level, broadly neighbourhoods to each other, typically without corresponding in practice to each path and each going to or through the city centre. The function street usable by cyclists." (CROW Manual p62) these and level of provision along secondary routes routes typically do not require segregation between will vary and depend on local circumstances. Its modes, but assumes a low level and speed of definition as well as preferred alignment is outside motorised traffic. Access to all modes is maintained, the scope of this study. This may be investigated but no through routes are open to motorised traffic, by area, through detailed active travel audits / through the use of filtered permeability tools, with optionneering. for example, residential one-way systems or road The "basic structure" as defined by the CROW closure at strategic points, both exempting cyclists. manual, is not represented on the map but can be described as all roads within the polygons created by the Core and Secondary connections in the built-up area (excluding motorways and dual-carriageways). In practice, the design of any core or secondary cycle route should include the review of the surrounding road network (or basic structure) to ensure it provides adequate access to the (usually) residential areas from the core/secondary route.

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Figure 10 Map of trip generators and schematic cycle network (A larger version of this map is available in Appendix A)

16 Perth Cycle Network Masterplan Page intentionally left blank

Perth Cycle Network Masterplan 17 5. Core Route Alignment Options development

From schematic links to route Identifying core route alignment alignments options

The cycle network masterplan as shown on Identification of alignment options was based on a the schematic network map (figure 10) will be review of: implemented over time as funding becomes available • Existing infrastructure (current cycle routes and opportunities arise. The detailed alignment of shown on the Harvey's Perth Cycle map shown each of the notional link will therefore be determined alongside, figure 11); when each scheme comes forward for development. • Planned infrastructure and development Within the scope of this study, the seven core links to areas identified through desktop research and at the city centre (white/yellow on the map) have been the workshops; taken one step further and alignment options have been identified and assessed. They are the focus of • Aspirations from policy and strategy the remainder of this document. documents, and previous studies; and This is in the context of current opportunities in terms • Physical constraints, barriers and 'missing of funding (e.g. Community Links and Community links' identified at the workshops and on site. Links Plus), development (large housing and mixed The review was supported by site visits and staff local use developments to the north and west of the city), knowledge. and public realm improvements under development for the City Centre. Note that no detailed audit was undertaken or data collected as part of the study, the assessment is It is not suggesting that other connections based on data available, general site observations, (secondary routes or basic structure) should only and feedback from stakeholders and PKC Officers. be taken forward later or are less essential to the network. On the contrary, infrastructure investment Findings have been summarised on two maps shown in high quality and high capacity core routes can on the next spread (figure 12 and figure 13). be best justified if it serves the largest number of For each corridor, between two and four potential destinations, at commuting times, throughout the alignments were identified. All options end at the day, and at weekends. Achieving that requires a fine same location in the city centre, for the purpose grained network (or high density mesh). of the assessment of the review as there are many The importance of secondary and basic connections variations possible in the city centre. is reflected in the corridors and alignment assessment The proposed routes alignments for each of the in this chapter by the inclusion of a buffer from the seven corridors is shown on figure 14, page 22. routes themselves, established at 500m for the purposed of the study, when assessing its benefits. A larger version of each of the maps is included in Each core route taken forward should include Appendix A. connections to nearby areas along the route as an integral part of the project and its budget, not only as an "end to end" route.

18 Perth Cycle Network Masterplan Existing cycle routes

Figure 11 Extract from "Cycling and Walking Map - Perth City, Harvey, 2017 (A larger version of this map is available in Appendix A) Perth Cycle Network Masterplan 19 Physical barriers to cycling

BƒÄ»¥ÊÊã DUNKELD DUNKELD

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The shared-use path along the A9 ends at the junction with Denmarkfield Farm towards Luncarty, forcing cyclists along Complicated, indirect, and sometimes Balbeggie A9 or via the longer secondary unlit and secluded cycle route under the COUPAR ANGUS route to Luncarty. A9 and across the Almond. 77

NCN

The Cross-Tay Link Road is likely to constitue a barrier to active travel within the devel- opment sites and to/from the P®ã‘ƒ®ÙĦٛ›Ä city centre. The railway bridge over Dunkeld Road (A912) is a major pinch point, and barrier to developing cycling infrastructure. S‘Êě NCN 77 The dual-carriageway sections and multiple roundabouts along Dunkeld Road are particularly unattractive to cycling. The alternative route via Muirton or the Lade path are are indirect.

A½ÃÊėƒÄ» This section of path is in poor condition, requiring repair and resurfacing. Mç®ÙãÊÄ (NÊÙã«) Conflict identified along this section of Methven path between pedestrians and cyclists T罽ʑ«

CRIEFF T due to high level of use. HunƟngtower Park h e Poor lighting at night at the south end.

L a Crossing of the A9 (at grade, with d e Mç®ÙãÊÄ no dedicated provision) is inade- p a Junction of Barrack Street (A912) and Atholl Street is th (SÊçã«) quate. complex and difficult to navigate on a bike, a major A foot/cycle bridge is under-con- barrier to accessing the city centre from the north west. struction at this location. L›ã«ƒÃ No linkage between NCN77 and The railway bridge over the Lade Path is The A9 will constitute a major NCN775 from South Inch to a major pinch point/barrier to develop- barrier to cycling to/from the North Inch across the city centre ing the Lade Path as an active travel link. planned development sites with- out adequate and regular crossing CITY BçÙ¦«Ãç®Ù Few river crossings in the city points. CENTRE centre, none have cycling infrastructure. Cycling across the bridge BÙ®—¦›Ä— along Glasgow Road and Broxden The ban on cycling on the pedestrianised High

through the nearby rounda- Street, as well as the one-way streets make cycling in 77 bout at Riggs Road can feel and through the city centre difficult with no clear and NCN particularly exposed without Cك®¦®› easy routes across. cycling infrastructure, at a key access point to the city centre Inadequate cycle access at St Madoes and station from the west. the rail station, a major DUNDEE arrival point to the city, and Wƒ½Äçã GÙÊò› no clear link to the city Existing advisory cycle lanes centre and destinations to along Glasgow Road (A93) are the west of the city. inadequate for the level and speed of motorised traffic. FÙ®ƒÙãÊÄ Riverview Business Centre

Cك®¦›Ä— The NCN 775 shared-use path along the A912 ends at the junction with Glenea- gles Road. The signposted route via Craigie is useful for some destinations (E.g. the station) but not a direct route A›Ù—ƒ½¦®› into or through the city centre.

Main Physical barriers to Cycling Collected during workshops 1st and 5th December 2017 NCN 775 Railway Rivers Tay and Almond Dual-cariageway (A9, M90, Dunkeld Road) Cross-Tay Link Road / A85 extension Missing or inadequate infrastructure Loca�on-specic barrier Hill The NCN 775 shared use path Exis�ng cycling infrastructure and signed routes Note: All A-roads and other roads with high level of along the A912 ends at the motorised traffic, high speed limit (30mph or more), or entrance to Bridge of Earn, Segregated / shared-use path directing cyclists back onto a On-road signed route high % of HGVs, are unlikely to be suitable for cycling as they currently are. Without specic interven�on they busy carriageway. 27/03/2018 cons�tute barriers to increasing cycling mode share. They are not all represented here to keep the map legible. BÙ®—¦› Ê¥ EƒÙÄ

Figure 12 Map of physical barriers to cycling (larger version of this map is available in Appendix A)

20 Perth Cycle Network Masterplan Assets and opportunities

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4 Housing Development

Balbeggie COUPAR ANGUS

77

NCN

3 4 P®ã‘ƒ®ÙĦٛ›Ä Housing Planned Development Major Mixed Use P&R Development S‘Êě Planned Primary 4 and Secondary School NCN 77

Planned bridge A½ÃÊėƒÄ» to new school SSE Planned planned Foot Employment Site A new ac�ve travel bridge and cycle bridge Mç®ÙãÊÄ would provide a direct (NÊÙã«) route between Scone and Opportunity to upgrade the des�na�ons to the north Methven Lade Path alignment from the North T罽ʑ« Inch and west of Perth. CRIEFF city centre to Almondbank T h

e Consider using the dismantled railway L a alignment as an ac�ve travel route d e Mç®ÙãÊÄ through the planned employment sites. p a HunƟngtower Park th (SÊçã«) Mixed Use Bike hire / ac�ve travel 4 Possible provision of Development L›ã«ƒÃ hub poten�al site at a new footbridge UHI Bell’s Sports Centre North / South link, School best alignment TBC

Poten�al upgrade of crossing to residen�al development BçÙ¦«Ãç®Ù CITY A new ac�ve travel bridge would provide an alterna�ve Link between CENTRE Hospital crossing avoiding the other two 4 Poten�al site of Broxden P&R 2 busy bridges. Underpass and housing Mixed Use best alignment TBC Direct connec�ons BÙ®—¦›Ä— Development 5 Broxden through the City Opportunity to 1 Centre to be created, 77 improve cycling and best alignments TBC NCN walking access in the South Kinnoull Hill Woodland Park Inch Cك®¦®›area through rail/bus sta�on upgrade. St Madoes Planned Broxden DUNDEE Low Carbon Wƒ½Äçã GÙÊò› Travel Hub Aviva

Planned P&R

FÙ®ƒÙãÊÄ Riverview Business Centre

Cك®¦›Ä—

A›Ù—ƒ½¦®›

Moncreiffe Hill PERTH CYCLE MASTERPLAN - ASSETS AND OPPORTUNITIES Collected during 1st and 5th December workshops

Planned or potenƟal new / upgraded crossing

Cross-Tay Link Road and A85 Extension NCN Major development site 775 ExisƟng segregated cycle route ExisƟng on-road cycle route New or upgraded cycle connecƟon proposed at workshop New links proposed at workshops, prefered alignment to be conrmed Rail and Bus sta�on redevelopment, 1 possible bridge widening - expected design star�ng 2019 2 City Centre (South Street) placemaking Cross Tay Link Road and Crieff Road - poten�al to free-up Mixed Use 3 capacity on other routes, especially City Centre Development 4 Large residen�al, employement and mixed used development site 5 Ac�ve travel hub planned Loca�on TBC 27/03/2018 BÙ®—¦› Ê¥ EƒÙÄ

Figure 13 Map of Planned changes, assets and opportunities (larger version of this map is available in Appendix A) Perth Cycle Network Masterplan 21 Core route alignment options

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Corridor 1

Balbeggie COUPAR ANGUS

P®ã‘ƒ®ÙĦٛ›Ä

Corridor 8 S‘Êě Corridor 2

A½ÃÊėƒÄ» 1B Mç®ÙãÊÄ 7B 1D (NÊÙã«) Methven 2B CRIEFF T罽ʑ« HunƟngtower Park 2A 1C 1A Mç®ÙãÊÄ Corridor 7 7A (SÊçã«) 2C

L›ã«ƒÃ 7C

6A CITY Corridor 6 BçÙ¦«Ãç®Ù 6B CENTRE

BÙ®—¦›Ä— Broxden Corridor 5 5B

5C Cك®¦®› 4A 5A St Madoes Corridor 3 4C DUNDEE Wƒ½Äçã GÙÊò› 4B 3A

3B FÙ®ƒÙãÊÄ Riverview Business Centre

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Corridor 4 PERTH CYCLE NETWORK MASTERPLAN Core routes alignment opƟons

Corridors to the city centre Corridor 1 From Luncarty Corridor 2 From Scone Corridor 3 From Walnut Grove Corridor 4 From Bridge of Earn 1 Corridor 5 From Broxden Corridor 6 From Burghmuir Corridor 7 From Almondbank

27/03/2018 BÙ®—¦› Ê¥ EƒÙÄ

Figure 14 Map of Core Routes Alignment Options (larger version of this map is available in Appendix A) 22 Perth Cycle Network Masterplan Page intentionally left blank

Perth Cycle Network Masterplan 23 6. Core Route Assessment

Key corridors alignment options Alignment options assessment and assessment criteria

All route options shown on the map on the previous The criteria used to assess the route options are page (figure 14) would have value in a cycle network presented on Table 1 alongside. They were developed and could be implemented in the longer term to to cover all the elements of a good quality attractive create a coherent and comprehensive cycle network. cycle route, summarised in the following network This assessment is not about discarding routes, design principles: Cohesion, directness, safety, but about focusing on the identification of core comfort and attractiveness. These principles are routes, and the route options are assessed with that widely recognised and described in detail in guidance function in mind. The options not selected as core documents such as Sustrans network development routes could still have, and indeed are likely to have, guide of the CROW Manual 2017. a function as a feeder or secondary routes to a core An assessment exercise at this level is by nature route. qualitative and relies on professional judgement. The assessment is based on the assumption that To ensure consistency and limit subjectivity in the the route infrastructure design will follow best assessment, the table also includes for each criterion practice and available/emerging guidance, building a a description of what is considered a low, medium or network that is convenient and accessible to cyclists high ranking option. of all abilities. In practice, this means that where the route is along or crosses a main road in a built up environment, it is assumed the infrastructure required will be segregated from motorised vehicle and pedestrians, while on residential roads, the route will be mixed with general traffic (possibly requiring interventions such as filtered permeability to get motorised traffic to an suitable level). This approach makes the routes comparable by assuming consistency of provision. It is also in line with the stated objective of the study to assess the schemes most likely to attract large funding sources such as Community Links Plus.

24 Perth Cycle Network Masterplan Option alignment assessment criteria

Rank Network Design Principle Indicator Criterion Low (+) Medium (++) High (+++) Table 1 Route alignment options - assessment criteria definition Does the route allows for easy and The route is isolated from the wider The route allows some connections The route allows many connections frequent junctions with other cycle network (road and paths), with to the wider network and other with the road and path network routes ? limited opportunities to access destinations. providing many opportunities to Interconnection other destinations than directly connect to other routes and along the route. destinations away from the route.

Does the route serve transport The route option does not serve any The route option serves an exisitng The route option directly serves one interchanges? E.g.: Rail, bus station, key transport interchange, and or planned key transport node (rail or more key transport nodes (rail Cohesion P&R, pedestrian zones. connecting them would be long, station, bus station, P&R, pedestrian station, bus station, P&R, pedestrian Cohesion with other modes complex and/or onerous. zones), but indirectly, requiring zones) for the most part directly, or additional links / spurs. requiring limited detours/spurs.

Is the route options well connected Not connected to the NCN. Connected to the cycle network, but Connected to NCN or regional Connection to the NCN/regional to regional routes / NCN? does not extend access to it routes, and extend access to the routes significantly. network in several directions.

Does the route have many traffic The route option has significant The route option has some delays, The route option has few traffic lights? Changes in direction? Give delays which would be difficult to along sections of the route, but this signs and turning movements or way? Side streets to cross? overcome (traffic lights, changes in is balanced by faster sections, give‐ways along the entire route. direction, give‐way). allowing a reasonable end to end Time journey time, while shorter journeys on some sections would be significantly delayed. Directness What is the detour factor? How High detour factor compared to the Medium detour factor compared to Shortest path option. does the route compare with the shortest path. the shortest path. shortest path option? Distance

How likley is the route to have High proximity and interaction with Mixed routes, limited interaction, Route mainly along paths with significant interaction with motorised vehicles, including major but some significant junctions to minimal crossing/ interactions with motorised traffic / or reducing junction crossings (even if cross, and sections likely to be motorised vehicles. interaction is likely to be complex? segregated), side streets and on‐ shared with motorised traffic. The assessment assumes segregated road sections. Road safety infrastructure if the route is on busy road, this criteria is looking at Safety unavoidable interaction with motorised traffic, mainly at junctions.

How exposed is the route to noise High exposure Medium exposure / along some Route predominantly away from Health and/or air pollution (from motorised sections only. busiest roads, along paths or low traffic)? traffic road. Would the route be easy to follow Complicated route, does not follow Requires some signage at complex The route follows an already well‐ without signposting? How intuitive an intuitive, already well known locations, but largely intuitive, in known alignment, similar for all Wayfinding is the route? route, a lot of opportunities to get broadly the "right" direction of road users. Or route follows a well lost without extensive signposting. travel without many changes of know landmark (e.g. along the direction. river). Covered under "safety‐health". comfort Traffic nuisance (noise, air pollution) (nuisance other than already covered above) Delays, frequent stop‐start Covered under "Directness‐time". How hilly is the route? Overall, and Route via significant hills. Not flat, but there is no alternative The route is largely flat. Gradient compared to alternative routes. Not a major hill, but there is an with lower gradient. alternative with lower gradient. Is the road surface even and Assumed to be built to standard. Road surface smooth? How varied is the environment The route goes through long A varied landscape and levels of The route goes through varied crossed by the route, is it likely to be stretches of monotonous activity, only during the day. setting, with activity, people and Varied, busy environment busy with people and activity? environment with limited activity. landmarks along most of the route and throughout the day and Attractiveness (includes all the evening. previous criteria plus:) How safe does the route feel? The route is largely isolated with Little activity or activity during the The routes crosses busy areas, with During the day and at night. few "escape routes", little activity. day only. a lot of people and activity at all Personal Safety Considers visibility, dark/blind times of the day, few secluded area. corners, shrubbery, etc. Perth Cycle Network masterplan 25 Alignment options assessment result

Table two alongside summarises the results of the assessment, providing a ranking for each option Indicators and scores Cohesion Directness Safety Comfort Attractiveness against each criterion. Note that alignment options

/ / are best compared to each other within a corridor air

with

modes

rather than between corridors (that assessment is to NCN

noise) presented in the next section). ease

the traffic) safety

routes

other time

Corridor Alignment ID and description landmarks safety to and

distance

No weighting was developed at this stage, this can

of environment

exposure Health

interaction

with

be developed when a more detailed appraisal is Gradient

Travel Road

undertaken, no final ranking is provided for that Personal Travel Regional

Interconnection Wayfinding motorised varied reason. pollution (Limited presence Connection (Limited

The assessment suggests that when looking at routes Cohesion for their potential without considering current Dunkeld Road A9 A912 +++ ++ +++ ++ +++ + + +++ +++ +++ +++ 1a condition such as speed of traffic (this is assumed North Inch + ++ ++ +++ ++ +++ +++ +++ +++ ++ + to be addressed through adapted design solutions, Luncarty to City 1b 1 like segregation, bypass, filtering of traffic, etc.), the Centre Lade Path + ++ +++ ++ + +++ +++ ++ +++ ++ + "main road" alignment was the one raking highest 1c for largest number of criteria in most cases. The Muirton ++ ++ +++ + + + ++ + +++ ++ +++ exception is corridor 3, where the route along the Tay 1d has a slight advantage over the route along the main Scone Road A94 +++ ++ ++ +++ +++ + + +++ ++ ++ ++ road, mainly because the main road does not offer 2a Scone to City 2 Quarrymill Path ++ + ++ + ++ +++ +++ ++ +++ + + significantly more interconnection opportunities and Centre 2b variety of destinations. Gannochy Abbey Roads ++ + ++ + + ++ ++ + + ++ ++ Finally, the individual ranking of options against each 2c criterion shows no route scoring "high" against all Dundee Road A85 + ++ + +++ +++ + + +++ +++ ++ ++ Walnut Grove 3a 3 criteria. This emphasises, if there was a need, that to City Centre any route selected will require compromise on at 3b River Tay Path + ++ + ++ ++ +++ +++ +++ ++ ++ + least some aspects of what makes a cycle route an Edinburgh Road A912 +++ + ++ +++ +++ ++ + +++ ++ ++ ++ attractive choice for a journey. 4a Bridge of Earn 4 Craigie Road +++ ++ ++ ++ +++ ++ ++ + ++ +++ +++ to City Centre 4b

4c Friarton Road ++ + ++ +++ ++ + + ++ + + + Glasgow Road A83 +++ +++ + +++ +++ + + +++ ++ ++ +++ 5a Broxden to City 5 Quietway Glasgow Road bridge ++ +++ + + ++ + ++ + + +++ ++ Centre 5b

5c Quietway St Leonard bridge ++ +++ + + + + ++ + + +++ ++

Burghmuir Jeanfield Road +++ + + +++ +++ + + +++ + +++ +++ Burghmuir to 6a 6 City Centre 6b Burghmuir Road Rose Crescent ++ ++ + + + + ++ + + +++ +++

Creiff Road A85 +++ + +++ +++ +++ + + +++ +++ +++ +++ 7a Almondbank to 7 Lade Path + + +++ + + +++ +++ ++ +++ ++ + City Cente 7b

7c Letham +++ + +++ + + ++ ++ + + +++ +++

Table 2 Route alignment options - assessment results

26 Perth Cycle Network Masterplan Which corridor should be built first? Can delivering this route be a catalyst for wider change in transport mode share, a "proof of concept" for Perth?

Rank Category Criterion Source Corridor assessment Low Medium High How well does the route serve key Census data/GIS The route alignment serves few key The route alignment serves the The route alignment serves The second step of the assessment was to compare trip generators? destinations, although it probably surrounding residential area and mulltiple key destinations in Density of population within 400m serves residential population and local destinations, as well as key addition to the surrounding Demand Likely demand the benefits of the seven corridors. The aim was to buffer. local destinations. destinations in the city, mainly residentail area, as closely as gain a high level understanding of the benefits and Population with no access to car directly along the route. possible. disadvantages of each corridor, and inform ongoing within 400m discussions on short and medium terms investment in Regional/national cycle How well integrated is the route NCN cycle network and regional No or limited benefit or connection Some connection to Good connection to the regional cycling infrastructure. connections with the regional and national cycle route map to regional/national cycle routes. regional/national cycle routes, and national cycle network, network? possibly indirect. possible improves on it / fills a gap. As for the route alignment options, Table 3 alongside Cycle network lists the criteria used for the corridor assessment, how integration Contribution to Does the route contribute to GIS The proposed corridor is already There is an existing cycle route The proposed route would create they are assessed and for each, what constitutes a low, Network extension extending the cycle network in an served by a cycling route of along the corridor, but the linkg where no cycling area not previoulsy covered? reasonable quality and level of infrastructure is inadequate. infrastructure at all exists. medium or high score. service. The criteria are different from the previous alignment Interaction with public Does the route serve another key Map of key destinations The route option does not serve The route option serves key The route option directly serves key options assessment, as the focus is not to identify which transport / P&R mode of transport? key transport interchange, and transport nodes (rail station, bus transport nodes (rail station, bus serves rail, bus station, P&R, connecting them would be complex station, P&R, pedestrian zones), but station, P&R, pedestrian zones. ones serve as core route function, all of them do, but to pedestrian zones. and/or onerous. indirectly, requiring additional links assess which one is likely to deliver the most benefit if / spurs. built in the short/medium term. This could be described Benefits to pedestrian Does the implementation of this Professional judgement The route would not provide The route would provide limited Delivering this route option would as a "pre-appraisal", due to its high level and qualitative / wider public realm route deliver benefits to pedestrian improvements to other benefits to other active and have benefits for pedestrians and nature. The category covered include: improvement facilities and wider public realm? sustainable/active modes or public sustainable mode or public the general quality of the public Wider transport realm quality. environment. realm, and all those benefiting • Likely demand; benefits from an increase footfall.

• Cycle network integration; All modes road safety Would the scheme bring the Collision resulting in cyclist casualty No serious cyclist casualty Serious cyclists casualty, no Fatality and/or multiple serious • Wider transport benefits; opportunity to address a collision over past 5 years 2014‐2017, based recorded. fatalities. cyclists casualties recorded along black spot? on Crashmap.co.uk and near the corridor. • Policy integration; and Potential to alleviate Is there a significant congestion Professional judgement There is no significant congestion. There is congestion, but not There is significant congestion • Deliverability. congestion issue, that a switch to cycling could considered a priority area problem along this corridor help address? Impact on areas with Could the cycle route increase http://simd.scot Limited impact ‐ the route does not Some impact, connection to areas High impact‐the route serves higher levels of transport connections between serve areas with higher levels of with higher levels of deprivation, directly areas with higher levels of deprivation areas with higher levels of deprivation (neither 10% nor 20% 20% most deprived decile. deprivation, most deprived decile. Policy integration deprivation and key destinations, most deprived deciles). services and employment?

Affordability What level of investment is Professional judgement The route requires significant Some infrastructure work required, The alignment would require little required? changes to the infrastructure to be but not major. additional work to be delivered. of good standard. Physical contraints Are there significant pinch points or Professional judgement / Site visit Significant constaint along most of Localised physical constraints No significant pysical constraints barriers which will be difficult to the length of the route, good (pinch point, river crossing, etc.) identified. overcome? Can inlcude river standard infratrucutre would be which may required compromise in corssing, rail bridge, narrow road, very difficult to deliver. the design of the infrastrucuture, land ownership, etc. (the need for but not affecting the entire route. carriageway space reallocation is not considered a physical constraints at this stage). Deliverability Integration with other Will the route benefit, or benefit Regional and PKC policy and No other significant scheme Long term aspirations, no specific Major scheme in which cycling projects from, any committed, planned or strategy documents ongoing or planned along the scheme, or not directly relevant to could have an important function. aspirational projects? route. cycling / transport.

Acceptability How much support is there from Stakeholder Workshops, The need for new redesigned There is some support, but also The need to provide this route stakeholders for the change discussions and review of previous infrastructure was not identified concerns about the infrastructure alignment was mentioned during required? studies and consultation events. during consultation or previous changes required. the workshop and widely Mention at workshop, email or documents. supported. previous consultation documents. Table 3 Corridor assessment - criteria Perth Cycle Network Masterplan 27 Key corridors assessment results

Table 4 alongside summaries the outcome of the from Walnut Grove via the riverside path; from Luncarty corridor ranking exercise, while the detailed rationale via Dunkeld Road; and from Scone via the A93. for the ranking against each criteria is provided on the The other three corridors have benefits but are either following three pages (Table 5, page 29 to 31). facing significant physical barrier to their delivery: Because the exercise is qualitative, aimed at informing Burghmuir to City Centre, because of the topography, discussions and further appraisal of the corridors, the Almondbank to City Centre due to the limited width final column of Table 4 provides only a visual indication of Creiff Road. Or in the case of the route from Bridge of overall ranking. First, it shows that none of the of Earn, because of the lower number of destinations corridors rank highest against all criteria, further, no served and limited interaction with other modes of single corridor is an outlier with a significantly higher transport. These routes should still ultimately be overall rank. developed and opportunities may arise to do so in the Two broad groups of corridors can be identified. Four future. of the seven corridors present higher overall ranking, particularly in terms of integration with other projects and acceptability: From Broxden along Glasgow Road;

Corridor INDICATORS AND RANKS POLICY DEMAND CYCLE NETWORK INTEGRATION WIDER TRANSPORT BENEFITS DELIVERABLITY INTEGRATION

Corridor Regional / Contribution to Interaction with Benefits to Impact on areas Physical Integration with Likely demand national cycle extending the public transport / pedestrian / wider Road safety with higher levels Affordable Acceptable Unweighted Rank constraints other projects connections local network P&R public realm of deprivation

Luncarty to City 1 HIGH +++ MEDIUM ++ LOW + MEDIUM ++ MEDIUM ++ MEDIUM ++ HIGH +++ MEDIUM ++ MEDIUM ++ HIGH +++ MEDIUM ++ Centre Scone to City 2 MEDIUM ++ MEDIUM ++ MEDIUM ++ MEDIUM ++ HIGH +++ LOW + LOW + MEDIUM ++ MEDIUM ++ HIGH +++ HIGH +++ Centre Walnut Grove to 3 MEDIUM ++ MEDIUM ++ HIGH +++ MEDIUM ++ HIGH +++ MEDIUM ++ LOW + MEDIUM ++ MEDIUM ++ HIGH +++ HIGH +++ City Centre Bridge of Earn to MEDIUM ++ 4 LOW + HIGH +++ LOW + LOW + MEDIUM ++ LOW + MEDIUM ++ MEDIUM ++ LOW + MEDIUM ++ City Centre Broxden to City 5 HIGH +++ LOW + MEDIUM ++ HIGH +++ MEDIUM ++ HIGH +++ LOW + MEDIUM ++ MEDIUM ++ HIGH +++ HIGH +++ Centre Burghmuir to City 6 MEDIUM ++ LOW + HIGH +++ LOW + HIGH +++ MEDIUM ++ MEDIUM ++ MEDIUM ++ MEDIUM ++ MEDIUM ++ LOW + Centre Almondbank to LOW + 7 HIGH +++ MEDIUM ++ MEDIUM ++. LOW + MEDIUM ++ LOW + HIGH +++ MEDIUM ++ LOW + MEDIUM ++ City Cente Table 4 Corridor assessment - summary results

28 Perth Cycle Network Masterplan Corridor INDICATORS AND RANK DEMAND CYCLE NETWORK INTEGRATION WIDER TRANSPORT BENEFITS POLICY INTEGRATION DELIVERABLITY Corridor Likely demand (key Contribution to Benefits to pedestrians Impact on areas with Regional / national Interaction with public Physical Integration with destinations served extending the local and wider public realm Road safety higher levels of Affordability Acceptability cycle connections transport / P&R constraints other projects outside of city centre) network improvement deprivation HIGH +++ MEDIUM ++ LOW + MEDIUM ++ MEDIUM ++ MEDIUM ++ HIGH +++ Several major MEDIUM ++ HIGH +++ MEDIUM ++ ‐ Large employment sites ‐ The corridor ‐ There are three ‐ Limited interaction ‐ Improvements to the ‐ 1 fatality along The route would junction re‐ ‐The railway ‐ Cross Tay Link ‐ Current design of the (SSE, Inveralmond Retail intersects with signposted cycle with current Barrack Street / Atholl Dunkeld Road (on serve an area among design required bridge is a major Road work at Barrack Street / Atholl Park. NCR77 at the A9 routes along this transport Street junction would A9 at inverlamond the 10% most and major pinch point interchange with Street listed at ‐ Large planned bridge over the river corridor, NCN 7 along interchange address a major barrier bridge, 2013), deprived in Scotland physical along Dunkeld A9. workshop by Officer a development (Bertha Almond, extending the River Almond and ‐ The route would to non motorised ‐ 2 slights and 1 (South Muirton) constraint at rail Road ‐ Bertha Park and 'in need of review'. Park, Luncarty south). its reach north Tay, the route along serve the planned movements to/from the serious along bridge Luncarty housing ‐ Large employers ‐ Perth Grammar School, towards Luncarty. the Lade Path and the P&R along the A9 city centre. Dunkeld Road. development. along Dunkeld Road Bell's Sports Centre and ‐ But, it would on‐road signposted north of ‐ More limited potential ‐ Atholl Street / said to be keen to Black Watch Museum, overlap or double route through Muirton. Inveralmond Retail for improvement if the North Methven support mode shift Luncarty to 1 within 500m the sections along Although a new route Park. route follows the Street also has a away from the car. City Centre ‐ St Catherine's Retail the North Inch, would consitute an ‐ An extension of the residential or North Inch particularly high Concern about pinch Park bringing only limited upgrade, it would not route through the alignment number of point at the rail bridge, ‐ Muirton well served, contribution to extend the network City Centre is pedestrian and provision of but access to Tulloch is extending the significantly. needed to serve the casualties over the infrastucture along a limited by the railway network. bus and rail station period. corridor already tracks served by other routes.

MEDIUM ++ MEDIUM ++ MEDIUM ++ MEDIUM ++ HIGH +++ LOW + LOW + Potential new MEDIUM ++ HIGH +++ HIGH +++ ‐ Existing P&R at Scone ‐ Intersects NCR 77 There is a signposted ‐ Serves Scone P&R. ‐ Need to improve 1 slight (on The route does not bridge across ‐ Pinch point at ‐ In line with ‐ In line with Bridgend ‐ Large residential areas, to Dundee route however, it is an Bridgend public realm Gannochy Rd) serve any are among the Tay if the crossing of Bridgend urban urban design charette, with extension planned ‐ Improvements to on‐road advisory cycle has been raised at a the 20% most capacity cannot the Tay, with design charette, including new bridge to the north of Scone. Tay crossing and lane along most its previous design charette deprived. be tranfered to limited width on including new across the Tay. ‐but no large junctions either sides length and would be event Cycling from either of the two bridge across the ‐ New bridge also Scone to City employment site existing would benefit the unsuitable to generate one of the bridges. Tay. include in Perth City 2 Centre or planned national cycle route. the meanstream, existing bridges. ‐ New bridge Plan everyday cycling usage also included in ‐ Concern raised about aimed for. the City Plan capacity on the existing bridges.

MEDIUM ++ MEDIUM ++ HIGH +++ MEDIUM ++ HIGH +++ MEDIUM ++ LOW + Potential new MEDIUM ++ HIGH +++ HIGH +++ ‐ Small residential area ‐ Intersects NCR 77 There is not existing ‐ Would serve ‐ Need to improve 1 serious, 1 slight The route does not bridge across ‐ Pinch point at ‐ Planned P&R at ‐ In line with Bridgend at Walnut Grove and to Dundee cycling route along this planned P&R at Bridgend public realm serve any are among the Tay if the crossing of Walnut Grove urban realm design Bridgend ‐ Improvements to corridor. Walnut Grove has been raised at a the 20% most capacity cannot the Tay, with ‐ Urban realm charette, including ‐ No significant Tay crossing and previous design charette deprived. be tranfered to limited width on improvements new bridge across the Walnut Grove employement sites junctions either sides event Cycling from either of the two along South Tay. 3 to City Centre ‐ Serves the planned would benefit NCR one of the bridges. Street. Concern raised about P&R 77 existing bridges. capacity on the two ‐ Leisure potential ‐ Potential for NCR existing bridges. 77 to be re‐routed along the river, a less hilly route.

Table 5 Corridor assessment - detailed results Perth Cycle Network Masterplan 29 DEMAND CYCLE NETWORK INTEGRATION WIDER TRANSPORT BENEFITS POLICY INTEGRATION DELIVERABLITY Corridor Likely demand (key Contribution to Benefits to pedestrians Impact on areas with Regional / national Interaction with public Physical Integration with destinations served extending the local and wider public realm Road safety higher levels of Affordability Acceptability cycle connections transport / P&R constraints other projects outside of city centre) network improvement deprivation LOW + HIGH ++ LOW + MEDIUM ++ LOW + MEDIUM ++ LOW + Width on the MEDIUM ++ LOW + MEDIUM ++ ‐ Small settlement at ‐ Along NCR 775, up NCR 756, a shared use ‐ Closest route to ‐ No major oppportunity 2 serious and 1 The route does not railway bridge Bridge over the ‐ No short or ‐ Missing section of Bridge of Earn to South Inch footway along most of the rail and bus to improve public realm slight (all in Bridge serve any are among to be confirmed railway may be medium term cycle path (largely ‐ Limited employment ‐ Connecting the the route. Some station. identified at this stage. of Earn) the 20% most too narrow to project directly shared used path) at Bridge of Earn sites route to NCR 77 sections are deprived. accommodate along the route. either end of the 4 to City Centre ‐ Planned housing would be a major inadequate or missing, segregated route, mentioned at development to the benefit to the a new route would be cycling stakeholder workshop west (Oudenarde) national cycle an upgrade rather than infrastructure network an extension.

HIGH +++ LOW + MEDIUM ++ HIGH +++ MEDIUM ++ HIGH +++ LOW + Significant MEDIUM ++ HIGH +++ HIGH +++ ‐ Residential area to the Does not intersect There is a signposted ‐ Route serves north ‐ Oppportunity to 7 collisions (4 The route would not junction and ‐ The bridges ‐ Possible new ‐ Glasgow Road north with the National route however, it is an access to the rail improve public realm at serious, 3 slights) serve any area railway crossing over the rail underpass for highlighted during ‐ Large housing Cycle Network. on‐road advisory cycle station (off Glasgow western gateway to the involving cyclists. among the 10% or re‐design at tracks (at Crieff pedestrians and both PKC officers and developements ongoing lane along most its Road) city centre, along County All were along 20% most deprived eastern end. Road or Long cyclists under stakeholders and planned on the length and would be ‐ Southern option Place and South Street Glasgow road in Scotland Causeway) are the A9 north of workshops as having south side and north unsuitable to generate (via St Leonard's and to the station. between Although, note the will be pinch Boxden inadequate cycling west. the meanstream, Bridge) serves the ‐ increased or improved Viewlands Road south area to the points, my roundabout, infrastructure, and ‐ Existing and planned everyday cycling usage rail station main crossing opportunity of and the railway north west of the rail require bridge associated with serving the planned employment sites (Aviva, aimed for. entrance. the A9 to the west. bridge. station at the city widening or new the housing sustainable travel hub. Broxden Business Park). ‐ Provides direct This sections centre end of the cycle bridge. development. ‐ P&R and coach hub access to Broxden stands out as a route is among the ‐ Sustainable ‐ Perth High School, P&R and local buses cycling collision 10% most deprived. travel hub Broxden to 5 Perth Academy and and long distance blackspot. planned at City Centre Royal Informary within coaches hub Broxden 500m ‐ Will serve the Low ‐ Rail Station ‐ Leisure and Dewars Carbon Transport redevelopment Centres Hub planned at masterplan may ‐ St Catherine's Retail Broxden extend to the Park Glasgow Road ‐ Rail station northern bridge/station entrance access.

30 Perth Cycle Network Masterplan DEMAND CYCLE NETWORK INTEGRATION WIDER TRANSPORT BENEFITS POLICY INTEGRATION DELIVERABLITY Corridor Likely demand (key Contribution to Benefits to pedestrians Impact on areas with Regional / national Interaction with public Physical Integration with destinations served extending the local and wider public realm Road safety higher levels of Affordability Acceptability cycle connections transport / P&R constraints other projects outside of city centre) network improvement deprivation MEDIUM ++ LOW + HIGH +++ LOW + HIGH +++ MEDIUM ++ MEDIUM ++ ‐ potential MEDIUM ++ MEDIUM ++ LOW + ‐ Large future housing Does not intersect There is not existing ‐ limited interchange ‐ Oppportunity to 1 serious The route would railway ‐ The bridges ‐ Potential for No specific mention development to the with the National cycling route along this with other modes, improve public realm at (Caledonia Rd serve areas among widening at over the rail upgrade / new during consultation or north west of Broxden Cycle Network corridor. can serve rail station a western gateway to junction), 2 slight) the 20% most Long causeway tracks (at Long pedestrian and other available Roundabout. if using option B the city centre on Long deprived in Scotland Causeway) will cycle crossing of documents ‐ Serves directly Perth alignment (via Causeway, where a in Letham. be a pinch point the A9 Royal Infirmary Glasgow Road) narrow bridge and associated with ‐ Well connected to rounabout layout planned housing residential north and constitute barriers to / mixed use south. pedestrian movements, development to ‐ Retail park along Long linking to the High the west. Burghmuir to 6 Causeway (St Catherine's Street. ‐ Mill Street City Centre Retail Park) ‐ increased or improved development in But non‐residential crossing opportunity of the city centre destinations the A9 to the west. concentrated near the city centre. ‐ The significant gradient is likely to limit the attractivity of cycling along this corridor.

HIGH +++ MEDIUM ++ MEDIUM ++ LOW + MEDIUM ++ LOW + HIGH +++ Potential LOW + MEDIUM ++ LOW + ‐ Serves Huntingtower ‐ Connects to NCR 77 NCN 77 along the ‐ Limited ‐ As for Route 6 and 7, 1 slight on Creiff The route would railway ‐ The narrow ‐ Creiff Road ‐ Concerned raised retail park and football at Almondbank Almond River and the interchange with opportonities to improve Road. serve areas among widening at width of Crieff extension and about the limited stadium Lade path serve the other modes. north west gateway into (1 fatality away the 10% or 20% Long causeway Road limits junction with width of Crieff Road, ‐ Residential areas to corridor, however they the city centre. from Crieff Road, most deprived in or Crieff Road possibilities ‐ ‐ Cross Tay Link with any segregated north and south along serve only part of the ‐ increased or improved on W Mains Scotland (the south Bridges over the Road infrastructure most of the way area and there is not or crossing opportunity of Avenue in Letham) east of the Tulloch rail tracks (at ‐ Employment affecting other modes, ‐ Serves UHI campus limited infrastructure the A9 to the west. area), Crieff Road or and housing especially PT, less ‐ Serves St Catherine's along the Crieff Road. Long Causeway) development likely to gather Retail Park are also pinch sites west of the sufficient support. Almondbank 7 ‐ Planned housing and points. A9 bringing ‐ the Lade Path option to City Cente employment ‐ Alternative potential would have more developments west of routes are contribution/opp support, as part of the A9 longer or have ortunities wider efforts to significant improve the path, but slopes. less benefits in terms of transport.

Perth Cycle Network Masterplan 31 Page intentionally left blank

32 Perth Cycle Network Masterplan 7. Conclusion and Next Steps

Summary of findings Next steps

This study achieved three main objectives: This study can be described as a "pre-appraisal", in which the baseline situation and broad objectives First, it has identified what an attractive cycle network (schematic cycle network and route functions) were in Perth would look like. To do this, it started from established, high level options were identified, and a where people want to go on their everyday journeys, first sifting of those options was carried out against and what type of infrastructure and network is most the objectives. The next step will be to undertake likely to be attractive to them. It was informed by an appraisal of any short-listed options, establishing the best available guidance, desktop and on-site scope, benefits and costs in more detail. This would review and by consultation events with stakeholders. include developing a range of options for each It led to the creation of a schematic cycle network corridor or section and model their impact on other map, supplemented by summary maps of the main modes, particularly public transport; and create barriers its implementation will face, as well as assets concept designs which could then be open consulted and opportunities to build it on. on with a wide range of stakeholders. Second, it went one step further by taking the core Anticipating significant changes to the current road network links from the schematic network map and layout, meaningful engagement with a wide range of identifying and assessing potential alignments on the stakeholders will be essential. It will help maximiseing ground. The assessment of the alignment options benefits, addressing concerns, and building up wide- for each core route suggests that for most of the spread support for any scheme taken forward. Setting corridors, the main road alignment is the most likely up a stakeholder engagement strategy or plan early to deliver the highest level of service to users. The link in the process will maximise chances of success. from Walnut Grove to the city centre is the exception to this, with the route along the river most likely to serve cyclists best. The other alignment options should still be considered for delivery, although not recommended as core routes, they would be suited as feeder or distributor routes between the core routes and final destinations. Finally, the potential of each corridor was assessed against a set of criteria covering likely demand, cycle network integration, wider transport benefits, policy integration and deliverability. Findings should be considered carefully as the exercise was qualitative and the results un-weighted. It suggested however that four of the seven corridors present higher level of benefits and deliverability: from Broxden along Glasgow Road; from Walnut Grove probably via the riverside; from Luncarty via Dunkeld Road; and from Scone via the A93. The other three corridors (Corridor 4 from Bridge of Earn, corridor 6 from Burghmuir, and corridor 7 from Almondbank) may not become the highest priority, but should still ultimately be developed, and opportunities may arise to do so in the future.

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