Stirling Council
Local Transport Strategy
2006 Contents
Page No.
Executive Summary
Vision
Chapter 1 Introduction 1
Chapter 2 Policy Context 2
Chapter 3 Problems and Opportunities 7
Chapter 4 Achievements 12
Chapter 5 LTS Framework 15
Chapter 6 Transport Strategy 16
6.1 Road Safety 17 6.2 Traffic Management 21 6.3 Parking 23 6.4 Movement and Delivery of Goods 26 6.5 Network Maintenance 29 6.6 Accessible Transport 34 6.7 Travel Awareness 37 6.8 Travel to Educational and Health Facilities and Work39 6.9 Core Paths 42 6.10 Public Transport 44 6.11 Land Use Planning 48 6.12 Monitoring and Review 51 6.13 Funding 53
Chapter 7 Road Traffic Reduction Report 54
Appendix 1 Consultation Exercise Details Appendix 2 LTS Framework Schematic Appendix 3 LTS Appraisal – SMART and STAG Executive Summary
This Local Transport Strategy (LTS) is an overarching document for Stirling Council area setting out the objectives, strategy and transport action plans for 2006 onwards. Our vision looks beyond 2020 and the strategy seeks to address current and future transportation issues through a combination of short, medium and long-term action plans. The LTS is an umbrella document for three location-specific transport strategies encompassing the City Transport Strategy, the National Park Strategy and the Smaller Towns and Villages Strategy which work together to ensure that development and transportation throughout the Stirling Council Area is taken forward in a sustainable manner.
Problems and Opportunities
Stirling faces a number of challenges over the coming years. The population of the Stirling Council area continues to grow, unlike that of Scotland as a whole where the picture is one of population decline. The area’s population is projected to increase by 9.1%, over the period from 2002 – 2018. In accommodating some of this growth, plans are underway for a new Major Growth Area to the east of Stirling that will provide approximately 2,500 new homes. Whilst this level of growth presents exciting opportunities for Stirling, we face a significant challenge in maintaining and enhancing the quality of life while trying to ensure that this growth takes place in a sustainable manner. The key transportation issues associated with this growth are congestion and the subsequent impacts this has on the environment, the economy, integration, accessibility and safety which all contribute to a perceived quality of life. It is essential that this LTS turns these issues into opportunities that will allow us to better integrate people and services, manage demand for travel and promote the use of more sustainable transport.
There are other issues affecting the wider Stirling Council area. Stirling has a wide rural hinterland from Tyndrum and Crianlarich in the southern highlands to the Glasgow commuter villages of Killearn and Strathblane in the south west, Plean, Fallin, Cowie and Throsk in the east and Kippen, Balfron and Buchlyvie in the west, to name but a few. Transportation issues affecting these areas largely relate to problems of accessibility to key services, and the specific concern of speed and road safety. Whilst these issues are perhaps more prominent in rural areas, there are also issues of accessibility, integration and ease of use for certain groups living in larger towns and indeed Stirling City itself.
Safety remains a key issue of transportation. Whilst accidents resulting in death or serious injury in the Stirling Council area as a whole are declining against a background increase in road traffic, there is a greater likelihood that motorcyclists, cyclists and pedestrians will be involved in an accident compared to those using other modes. This is a particular concern given that the more sustainable yet vulnerable travel modes which we are trying to promote and increase the levels of, are compromised by vehicular road traffic. In addition, fatal or serious injury accidents in rural areas are not decreasing as quickly as elsewhere; this is linked to the longer journey times and distances traveled by people in rural areas, compounded by poor road conditions in many areas.
In terms of the environment, increasing levels of traffic growth contribute to climate change, deteriorating air quality and noise pollution. There is also the often overlooked, but equally important, aspect of visual intrusion from traffic. In many locales and environments, moving and parked vehicles dominate the streetscape and detract from cultural, historical and general ambience characteristics.
As traffic levels continue to rise, and the private car remains the dominant mode of travel in terms of convenience and ease of use, our personal health is suffering in a number of ways. The UK has one of the highest prevalence rates for asthma in the world; the 2001 Asthma Audit by the National Asthma Campaign provided a higher estimate of the number of people suffering with asthma in the UK then ever before. Nobody knows for sure why asthma is becoming more common, but it is thought to be due to a complex combination of genetic and environmental factors. In addition, our familiarity with, and dependence on, the private car has resulted in decreased walking and cycling. Subsequently, our personal health and fitness levels have suffered.
The key issues identified in this LTS, are not considered to be explicit problems. Moreover these issues are challenges which present opportunities for remedial and innovative action. Indeed, this LTS heralds a prime opportunity to act upon the transportation issues facing the Stirling Council area today.
Local Transport Strategy Framework
Whilst the overarching aspiration of both the planning and transport strategies is to accommodate future growth in a sustainable way that respects the existing character and quality of life within the area, the principal and supporting sub-objectives of this LTS have been developed to address the key issues identified above.
We have identified 5 principal objectives which form the overarching aims of this LTS:
· Promote safer travel for all;
· Maintain and manage the existing transport network effectively;
· Increase transport accessibility for people with restricted options;
· Increase travel choices and enhance linkages between different means of travel to reduce the need for car use; and
· Support and enable future development through sustainable transportation.
These principal objectives are underpinned by 14 sub-objectives, in turn supported by 34 policies, which create a framework for the development and implementation of this strategy. Both the principal and sub-objectives and the strategy have been subjected to extensive consultation, whilst the strategy has been assessed to ensure it meets the Government’s overarching objectives for transportation.
Local Transport Strategy
The policies and action plans contained within the LTS are set within the context of key transportation themes. Whilst some policies and action plans sit definitively under one specific theme, a number of action plans are more generic, achieve a wider spectrum of principal and sub-objectives and could comfortably sit under any number of themes. On this basis, the LTS is all encompassing and the action plans, individually and combined, address the key transportation issues across the Stirling Council area. Fundamental to all these themes and the action plans contained within them, is the aspiration to improve the quality of life for Stirling Council residents through delivery of a transportation system which meets our Principal Objectives.
Policies into Action
This LTS establishes an overarching policy framework for the development of the City Transport Strategy, the Smaller Towns and Villages Transport Strategy and the National Park Transport Strategy. These individual strategies will strengthen the policies and action plans contained in the LTS through the development of area-specific transportation packages that will help to achieve our Principal Objectives. As the Stirling Council area continues to grow as a centre for tourism, an investment opportunity for businesses and an attractive place to live, work and visit, it is our aspiration that this LTS will deliver a sustainable transportation system that is accessible by all, meets the needs of all and improves the quality of life for all.
Vision
We have a challenging and ambitious vision for Stirling’s Transport Future; one which meets the transport needs of all of Stirling’s population from the most rural village to the core of the town centre. Our vision is based on the National Transport Vision for Scotland, but adapted to sit within the context of the Stirling area.
“An accessible Stirling with safe, integrated and reliable transport that supports economic growth, provides opportunities for all and is easy to use; a transport system that meets everyone’s needs, respects our environment and contributes to health; services recognised nationally for quality, technology and innovation, and for effective and well-maintained networks; a culture where fewer short journeys are made by car, where we favour public transport, walking and cycling because they are safe and sustainable and where transport providers and planners respond to the changing needs of businesses, communities and users.” Chapter 1. Introduction
Transportation is relevant to all of us; it is important for our economy, the environment, our communities and ultimately our quality of life.
Stirling Council area presents itself as a unique authority area encompassing a wide rural hinterland with excellent scenic qualities and recreational value. Whilst Stirling is Scotland’s newest city embracing an exciting and prosperous future, it is also perhaps the place where our national heritage is most vivid. Our challenge is to retain these unique qualities and values which set Stirling apart and ensure that they remain accessible and integral to our lifestyles, whilst transforming Stirling’s transport system to meet the current and future demands of Stirling in a sustainable way.
This is Stirling Council’s second Local Transport Strategy. It builds upon the successes of our previous strategy, establishes the long-term strategic vision for transport management, provision and services over the next 15 years and sets out how Stirling Council will strive to promote sustainable modes of travel and deliver sustainable transportation.
The Local Transport Strategy is an overarching holistic document for transportation in the Stirling Council area. The strategic objectives of the LTS will be developed through area-specific transport strategies for the City, the Smaller Towns and Villages and the National Park. Whilst the LTS establishes the policy framework for sustainable transportation, the individual supporting strategies provide the means for ‘on the ground’ delivery of policies and action plans through detailed projects, schemes and services. The City Transport Strategy, the Smaller Towns and Villages Strategy and the National Park Strategy will complement each other to ensure that development and transportation throughout the Stirling Council Area is taken forward in as sustainable a manner as possible. Until such time as the National Park and Smaller Towns and Villages Strategies are complete, the Action Plans set out in the LTS 2000 and the 2001 LTS Update will remain applicable.
Consultation has been undertaken at various stages of the LTS process, and has contributed to the final format of this strategy. Consultation details are contained in Appendix 1.
- 1 - Chapter 2. Policy Context
National
Scotland’s Transport Future
The Transport White Paper “Scotland’s Transport Future” was published in June 2004, establishing the Executive’s transport policy and signalling significant reforms to transport delivery in Scotland.
The National Transport Agency, the new executive agency for transport in Scotland, was established in early 2006 and is required to develop a new National Transport Strategy (NTS) for Scotland, in conjunction with the Scottish Executive. The NTS has recently been produced for consultation. As an overarching document expanding upon the Executive’s aims and aspirations set out in Scotland’s Transport Future, the NTS provides the context for the activities of regional transport partnerships and local authorities, whilst local transport strategies will mutually feed back into the national strategy development process.
The Transport (Scotland) Act 2005
The Transport (Scotland) Act 2005 takes forward the proposals in the Scottish Executive White Paper “Scotland’s Transport Future” and fulfils commitments set out in the “Partnership for a Better Scotland: Partnership Agreement” published in May 2003.
The key component of the 2005 Act is the duty placed on Scottish Ministers to create Regional Transport Partnerships (RTP’s) made up of Unitary Councils by April 2006. A statutory duty is placed on the RTP’s to prepare Regional Transport Strategies (RTS’s) and requires them to have regard to statutory guidance prepared by Scottish Ministers.
Road Traffic Reduction Act 1997
Under the Road Traffic Reduction Act 1997 the Council is required to prepare a report containing an assessment of local road traffic in the area and a forecast of growth in those levels. Targets are required to be set to reduce either the levels of local road traffic in the area, or the rate of traffic growth. The Council is not required, however, to specify targets to cover the whole of the area provided the reasons they consider it inappropriate to do so are detailed in the Report. Observations on traffic growth are provided in Chapter 7, the Road Traffic Reduction Report.
Land Reform (Scotland) Act 2003
Under the Land Reform (Scotland) Act 2003 Local Authorities and National Park Authorities have a duty to assert, protect, keep open and free from obstruction any route, waterway or other means where access can be reasonably exercised. Not later than 3 years after implementation of the relevant section of the act, Stirling Council has a duty to prepare a core path plan sufficient to provide reasonable access throughout the Stirling area. The National Park Authority will prepare a Core Path Plan for the National Park area within the Stirling Council area. Powers exist to acquire land, maintain and manage core paths with the intention that these paths will encourage people to visit the countryside for tourism, recreation and healthy exercise whilst encouraging responsible access over agricultural land.
Planning Policy
The Scottish Planning Policy (SPP) 17: Planning for Transport provides policy guidance and support to the Scottish Executive’s transport vision through the integration of land use, economic development, environmental issues and transport planning.
- 2 - SPP17 identifies that the planning system is a key mechanism for integration through supporting:
§ development and redevelopment that: supports economic growth and regeneration; considers population and land use changes; reduces the need to travel, promotes road safety and safety on public transport; facilitates public transport movement; encourages freight servicing by rail or water and enables access to local facilities by walking and cycling;
§ provision of high quality public transport access, in order to encourage modal shift away from the car towards more sustainable modes;
§ effective management of motorised travel within a context of sustainable transport objectives; and
§ the infrastructure for modern electronic communication networks which support home working, real time information on public transport and in-car information systems to reduce car commuting and congestion.
Planning Advice Note (PAN) 75 accompanies SPP17 and sets out best practice advice and other information for identifying and assessing development proposals. The PAN advice refers to the integrated transport mode hierarchy identified in SPP17; walking, cycling, public transport and motorised modes, and provides specific advice in relation to each mode.
Other Relevant Strategies
The following strategy documents are also relevant to transportation:
§ Scotland’s National Transport Strategy, currently issued for consultation;
§ The Air Quality Strategy for England, Wales, Scotland and Northern Ireland, January 2000;
§ Rural Development Programme for Scotland, The Strategic Plan 2007 – 2013;
§ National Cycling Strategy 1996;
§ The Road Safety Strategy, currently being developed by the Strategic Road Safety Unit;
§ Choosing Our Future: Scotland’s Sustainable Development Strategy, December 2005;
§ Changing Our Ways: Scotland’s Climate Change Programme, March 2006
Regional
Strategic Transport Partnerships
Stirling Council was formerly a partner in SESTRAN, the South East Scotland Transport Partnership which was originally created in March 1998 by City of Edinburgh Council, Fife Council, Stirling Council, Clackmannanshire Council, East Lothian Council, Midlothian Council and Scottish Borders Council. Their aim was to identify, develop, implement and monitor matters of "mutual transport interest". In 1999 the Partnership expanded with Falkirk Council and West Lothian Councils joining. FETA (The Forth Estuary Transport Authority, the body with responsibility for the Forth Road Bridge and its approaches), joined in 2002 and Perth and - 3 - Kinross Council joined in 2004.
Through extensive consultation the Scottish Executive has recognised the importance and real benefits of building upon and strengthening the existing voluntary regional partnerships. “Scotland’s Transport Future” details proposals for reform and the creation of statutory regional transport partnerships which will seek to capture the best of both regional and local planning and delivery, with an element of flexibility to enable the arrangements to be tailored to meet the distinctive needs of particular areas.
The Transport (Scotland) Act 2005 supports the aspirations of the White Paper by placing a statutory duty on Scottish Ministers to create Regional Transport Partnership’s covering the whole of Scotland.
Stirling Council has now formed a partnership with Angus Council, Dundee City Council and Perth and Kinross Council to create the Tayside and Central Regional Transport Partnership - TACTRANS. The RTP’s were granted full powers in April 2006 and will improve regional transport through:
§ Provision of a more strategic approach to planning and delivery;
§ Building on existing joint working relationships;
§ Working in partnership with the new national transport agency; and
§ Bringing together local authorities and principal stakeholders.
The primary statutory duty of the partnership will be to prepare a transport strategy for their region.
Local
Stirling Council Corporate Plan
Stirling Council has developed a clear vision of the type of area it wants Stirling to be; a good place to live, work or visit, with a clean safe environment; an area with a range of good jobs for all with equal opportunities in education, housing and other services; a community where people are treated with respect and are provided with services to meet their needs; and an area in which people have control and influence over their lives.
The Corporate Plan 2003 – 2008 describes how it will develop the work of the Council to ensure that the vision is realised, and describes the Council's strategic aims of: Quality and Best Value; Local Democracy; Social Inclusion; and Sustainability. The LTS is a high priority within the corporate plan; the key themes of sustainability and social inclusion underpin the primary objectives of the LTS, whilst the preparation of a comprehensive strategy supports and strengthens the delivery of Quality and Best Value through a local democratic process.
Community Plan
Community Planning provides the strategic framework for partnership working within council areas and is the process by which partners work together to identify and solve local problems, improve services and share resources. The Community Plan 2005 – 2020 establishes the vision and outcomes for all the communities in the Stirling Council area and focuses on the shared strategic priorities of: Regeneration; Health Improvement; Community Safety; Economic Development; Sustainable Development; Lifelong Learning; Citizenship; and Community Engagement.
- 4 - All partners within the Community Planning Partnership work singly and collectively to provide a good quality of life, promote inclusion, reduce inequalities and deliver improved and more efficient services that best meet community needs. This is underpinned by principles of social inclusion, sustainability and quality services. Whilst the LTS has five overarching objectives, it is principally founded on sustainability and improving the quality of life for all, and there is a clear link with the aspirations of the Community Plan. Indeed, implementation of the LTS is core to addressing the priorities and achieving the vision of the Community Plan.
Development Plan
The Development Plan: the statutory land use plan for Stirling comprises the following:
Clackmannanshire and Stirling Structure Plan 2002 with first and second alterations
This is the long-term development plan for Clackmannanshire and Stirling. It is based around the strategy of “Working Towards Sustainable Development” and includes policies and proposals on the environment and transport along with housing, economic and shopping development. Looking forward to 2017 it allocates 3800 houses (including a 2500 house Major Growth Area), strategic business parks and additional household shopping. It seeks to direct this development to appropriate locations which are accessible, reduce the need to travel and are close to strategic public transport corridors.
Adopted Stirling Council Local Plan 1999
This is still part of the statutory development plan although was actually prepared in the context of a previous Structure Plan. Local Plans identify the specific sites and policies to deliver the requirements of the Structure Plan. Most of the development indicated in this 1999 Local Plan has however been built including major housing development in Dunblane and Stirling.
The following alterations whilst not yet adopted are a statement of Council policy and are therefore relevant in the decision making process:
Finalised Stirling Council Local Plan 1st Alteration, June 2002
This brings forward the first phase of development identified in the Structure Plan including housing totalling to approx. 1300 houses and policies and proposals for employment, shopping sites and for the town centre. Having been through Inquiry it is close to being adopted and has weight in the decision making process. An additional modification is currently being proposed to this Alteration which is likely to delay adoption until later this year.
Finalised Stirling Council Local Plan 2nd Alteration, November 2004
The Second Alteration addresses the Structure Plan requirement for a major growth area(s) of 2500 houses to the East of Stirling. An Inquiry into this alteration ran for October to December 2005 with a range of objectors supporting alternative sites and included considerable debate about the transport implications of the various proposals. The Scottish Executive reporter who was appointed to hold the Inquiry is expected to conclude her recommendations in the Spring.
The Council is also currently proposing to alter some elements of the Structure Plan through a third alteration, focusing mainly on housing and looking forward to 2025:
Third Alteration to the Clackmannanshire and Stirling Structure Plan, Issues Report, May 2006
Structure and Local Plans require to be kept up to date and relevant. The main development requirements of the Plan are currently being reviewed in light of changes to National Planning Policy and revised Census, Population and Household projections. Whilst there is a relatively healthy supply of land for development in the short to medium term (5-12 years) it is possible - 5 - that some shortages in land for housing will emerge in the latter stages of the Plan period. There may also be shortfalls in the availability of land for new economic and shopping development.
An issues report will be published in May 2006 to highlight potential options for housing and other development in the longer term. There is an opportunity, through this alteration to ensure that the transport policies and proposals of the Structure Plan reflect those currently being proposed through Stirling’s City Transport Strategy and the Local Transport Strategies of both Councils.
The National Park Plan
Scotland’s first National Park came into being in April 2002. The Loch Lomond and Trossachs National Park designation includes parts of Argyll and Bute, West Dunbartonshire, Perth and Kinross and Stirling Council areas. Under the National Parks (Scotland) Act 2000, the Council and other public bodies have a duty to take regard of the National Park Plan which was published for consultation during 2005, to be approved by ministers in 2006. In addition, the National Park Authority (NPA) will produce a local plan during 2007.
Transport planning within the National Park will have increased importance. The National Park Authority have established a Strategic Objective for Sustainable Transport: To reduce the environmental impacts of transport and people movement and the need to travel by car promoting more sustainable transport modes.
Whilst the Park Authority will prepare Local Plans, the existing Councils will remain as the strategic Planning Authorities. The four Councils and the National Park Authority have established a number of objectives and action plans including:
§ Improving the co-ordination, attractiveness, accessibility and quality of public transport services;
§ Directing traffic to the appropriate road for journey purpose and destination;
§ Protecting rural areas and settlements from the adverse effects of road traffic using traffic management measures;
§ Managing visitor pressures and traffic impacts in a way which will best protect the natural and cultural heritage value of the area; and
§ Ensuring that the transport system contributes to achieving the statutory four aims of the National Park namely:
- To conserve and enhance the natural and cultural heritage of the area; - To promote sustainable use of the natural resources of the area; - To promote understanding and enjoyment (including employment in the form of recreation) of the special qualities of the area by the public; and - To promote sustainable economic and social development of the area’s communities.
- 6 - Chapter 3. Problems and Opportunities
Transportation in Stirling
Stirling Council faces a number of significant challenges within the context of the increasingly important role that transport plays in our day to day lives, balanced against a similarly increasing number of transport related issues. Problems may be considered as opportunities in themselves, and whilst we face a daunting task in many ways, the challenges and possibilities for change are abundant.
Integration
The use of motorised transport in Stirling has been rising since 1990 and this trend is worsening. Indeed, the private car is by far the dominant mode of transport across Scotland. The latest version of the Transport Model for Scotland forecasts total road traffic to grow by around 23% between 2002 and 2011. One of the main reasons for this growth is the increase in prosperity combined with a rise in house prices. The former has resulted in a greater level of car ownership and use, whilst the latter has meant that many people can no longer afford to live close to their places of work. This has resulted in greater commuting over longer distances. This is in part due to the rural and dispersed nature of Stirling and its strategic position within the national transport network.
Economy
Transport has a key role to play in facilitating economic growth; it allows businesses to remain competitive, it provides the access to opportunities such as health, education and employment and can provide the means to promote economic regeneration through accessibility. Transportation is also key to tourism; a significant contributor to Stirling’s economy.
Despite the economic success of the area as a whole, there are still areas of relative economic stagnation and, and in some places, decline. From a transportation perspective, the residents of areas suffering from economic decline commonly experience the following:
§ Poor access to services; § Difficulty in getting to places of employment; and § Higher incidence of road accidents leading to death or serious injury.
The current lack of affordable housing in and near to Stirling City Centre is contributing to a number of difficulties for the economy. Current regeneration proposals for a number of areas across the Stirling Council area will create new opportunities for people in terms of housing, social inclusion and quality of life and this must be supported by practical, affordable and sustainable transport options.
The movement of goods is also a key contributor to a thriving economy. We have an established partnership with the Tayside and Timber Transport Group, but will also seek to form a Freight Quality Partnership with representatives from the Freight Transport Association, environmental groups, operators, businesses and the police to help improve understanding of the needs and impacts of goods movement. Whilst there are a number of avenues to explore we will actively use the Structure and Local Plan processes to minimise the need to move goods, thereby reducing the impact of such movements, and will continue to work with partners on re- opening of the Stirling Alloa Dunfermline Railway Line for the movement of goods.
- 7 - Accessibility
Accessible transportation is fundamental to the social inclusion of many people in the Stirling Council area. Mobility impaired or disabled people may suffer from a wide range of disabilities and impairments which affect their options for involvement in society and for whom the use of conventional transportation, whether it be private vehicles or public transport, is not a feasible option. These issues can be further exacerbated for mobility impaired people who live in more rural and remote areas of the Stirling Council area and where community services are more limited than those in the City, town and village centres.
Many households in rural areas are unlikely to have access to a car for certain key journeys. This is particularly the case, for example, where the family car is used for commuting trips. At the same time, there is a higher proportion of children and retired age groups living in rural areas than in the county as a whole and these age groups are particularly dependent upon non-car modes of travel. Approximately 24% of households in the Stirling Council area do not have access to a private car. A number of trends are contributing to the growth in car use:
§ Distance to places of employment; § Availability of services and facilities; and § Decline in rural/ local amenities.
In particular, access to services that reduce the need to travel or promote more sustainable transport is poor in the rural areas, particularly bus service frequencies and destinations. As a result, car use is rising more quickly in rural areas than in any other part of the Stirling Council Area.
Taxis and local bus services have an important role to play in accessibility and social inclusion, both within rural and urban environments. In the rural parts of Stirling, there are limited public transport options, both within and between settlements. Bus operators are consolidating their commercial operations and, although we can expect expansion of bus services on key corridors, there will be continued pressure for public funding intervention elsewhere and at the margins of the commercial network. We are committed to continuing to work in partnership to deliver Community Transport Schemes such as Order of Malta Dial-A-Journey and Central Shopmobility, and bus operators and other service providers to ensure social inclusion through maximum accessibility to passenger transport services. We will aim to work closely with taxi and private hire operators to improve accessibility and integration within the city area and promote and implement Demand Responsive Transport services wherever practicable.
Safety
General Safety Issues
Accidents resulting in death or serious injuries in Stirling are on a downward trend. This has happened against a background of continued increases in the amount of traffic on the roads in the area. There are still a number of problems that need to be addressed. The number of slight injuries, although declining, is not doing so at the same rate as the number of accidents resulting in death or serious injury. One of the reasons for this is that many people who would previously have been killed or seriously injured, have now been only slightly injured. This reflects the national picture. There is also a greater likelihood that motorcyclists, cyclists and pedestrians will be involved in an accident compared to those using other modes of transport.
Road Condition and Safety in Rural Areas
There are significant road safety concerns in rural areas. Reflecting the national trend, a higher percentage of deaths and serious injuries through road accidents occur in rural areas. The main reason for this is that impact speeds are generally higher in rural locations than in urban areas. - 8 - In addition, people in rural areas tend to spend longer in the car travelling further distances, thereby increasing the length of time they are exposed to the risk of being involved in an accident. Despite the increasing number of accident and road safety awareness campaigns, accidents leading to death or serious injury in rural areas are not decreasing as quickly as elsewhere. Another key issue that affects rural safety is the condition of the roads, where general deterioration as a result of the weather remains a major problem.
Perceptions of Safety
There is a growing fear among parents regarding road safety and children, particularly on the journey to school. Nationally, up to 20% of morning peak hour traffic is made up of such journeys, in most cases, a distance of less than two miles. As the number of children travelling to school without adult supervision declines from 80% twenty years ago to less than 10% today, so the proportion of morning peak hour traffic made up of parents taking their children to school has risen. This has contributed to increased traffic congestion, pollution, reduced fitness of children and the failure of children to acquire road sense or cycling skills. One aspect of this is the fear of personal safety. Crime and the fear of crime within the transport network acts as a barrier to encouraging the use of public transport, walking and cycling. Other aspects of personal safety, which are a concern for many people, are security on buses and trains, car security, cycle security, pedestrian safety and in particular, late night travel by all modes. Findings from the British Crime Survey reveal that fear of safety is particularly pronounced in women, especially those over age 60: nearly one in three feel ‘very unsafe’ compared with less than one in five women of all ages.
We need to be proactive in promoting safety and well being for all users of the transport network. As the Local Planning Authority we can contribute by ensuring that new developments are designed with the safety and security of pedestrians and cyclists in mind, considering appropriate facilities, lighting and design. We will utilise traffic management measures where appropriate, in recognising the rights of pedestrians and cyclists to use our streets and feel safe doing so, even if it means slowing down vehicles and increasing journey times. As Education Authority we will work with schools on creating and maintaining safer routes to schools. We will utilise awareness campaigns wherever possible to highlight the additional dangers and accident exposure which motorcyclists face on our roads; car drivers need to be vigilant of these road users and more aware of their rights to use the road network in as safe a means as possible.
Environment
Climate Change
Records show that the global temperature has risen since the beginning of the twentieth century. Man-made greenhouse gases are believed to contribute to enhanced global warming. When petrol, diesel or certain fuel alternatives are burnt for energy in a vehicle, the greenhouse gas Carbon Dioxide (CO2) is one of the main by-products. Whilst Carbon Monoxide, Volatile Organic Compounds and Nitrogen Oxide are also released through hydrocarbon combustion, and all directly or indirectly contribute to global warming, CO2 has the greatest global warming potential from vehicle exhausts. The transport sector accounts for 17% of the total Scottish emissions, and unlike other non-transport sectors that utilise fossil fuels, this is expected to rise in the future.
Traffic Growth
The Scottish Executive has an aspirational target to stabilise road traffic (in vehicle kilometres) at 2001 levels by 2021. Stabilising road traffic contributes to two key objectives: controlling environmental impact through reducing CO2 emissions and maximising economic potential by better managing congestion on the roads. Given that traffic volumes are predicted to grow by 27% from 2002 levels to 2021, combined with a number of other factors, current evidence suggests that the target will not be achieved. This will have a detrimental impact on air quality at a local, regional and national level.
- 9 - Air Quality
Poor air quality can have serious implications for human health, plant and animal life, materials and structures. The main traffic-related pollutants in Stirling include Nitrogen Dioxide (NO2) and fine particulate matter (PM10). Despite technical advances in reducing the amount of pollutants produced by traffic, the increase in traffic in the area could lead to a situation where the levels of pollution caused by traffic compromises the achievement of national air quality objectives locally.
Noise
Noise is the most frequently cited irritant in the environment and the number of complaints about noise has risen since records began in the 1970s. Noise is a major source of disturbance to many people and can have a significant impact on quality of life and the local environment.
The impact of transportation on the environment goes beyond the confines of the simple issue of air pollution; there are serious implications for health, well being and quality of life, as well as general fitness levels as people continue to opt for the private car over more sustainable, less polluting and active modes of travel. As a Council, we know we can’t make everyone walk or cycle, but we can encourage increased travel by these modes through improving the facilities and taking away some of the barriers for pedestrians and cyclists. Each of us needs to think about which journeys can be made on foot or cycle, and the benefits we will all gain from choosing to use these modes more often. We will actively encourage employers to produce travel plans making walking and cycling to and during work easier, including Stirling Council as an employer. Cycle parking, changing and shower facilities can be provided at workplaces, and employees can be encouraged with incentives to use bikes for short business trips. We will work with community planning partners on a programme of education that will highlight the health benefits of walking and cycling, as well as the improvements to the environment over the longer term. A concerted move in achieving the above will go some way to reaching a degree of modal shift away from the private car, and thereby contributing to reductions in the number of private vehicle trips and therefore the emissions of CO2, NO2 and PM10.
The challenge seems great, but the results should be rewarding: a more healthy population; cleaner air; vibrant streets and a more prosperous city centre.
Public Support
We are committed to listening and responding to local people. We gather information from a range of sources and other work carried out by the Council. This includes our biennial Residents Survey, consultations with our Citizens panel of 1300 people, the Stirling Assembly, and more recently Community Planning surveys such as the Quality of Life Survey (2002) and the Business Panel Surveys. Roads and Transport Officers also regularly attend Community Council and other local meetings.
There has been and will continue to be, significant direct consultation on transport. We will continue to work with the community at all levels including detailed informal consultation and formal and statutory consultation on both policy and changes to the road and transport network.
There has been extensive consultation with citizens, communities and other partners on the Principal and Sub - Objectives of the LTS. There has also been detailed cross working within the Council and with limited partners on the planned policies and actions. In addition, detailed liaison has taken place with the National Park Authority through the Trossachs Area Network Meetings as part of Community Planning clusters. We will continue to work with partners, internal and external, to develop the relationships between our policies and plans.
- 10 - Transport Partnerships
Partnership and integration are well-used words and by using them we mean that we cannot look at transport on its own. Transport is not an end in itself, it is part of the infrastructure that supports life in the Council area and facilitates its development. Care of, and change to, the transport network cannot be done in isolation but must be done in partnership. Amongst the most important partnerships are those with the residents and businesses in the area and our neighbouring Councils and these are forged at both formal and informal levels.
As a community leader, the Council can play a significant role in influencing the ways each of us chooses to travel. We will continue to spend on the existing transport network to ensure it remains effective and this continues to be an important priority. However, we need to begin to invest significantly more on new transport schemes. This will require targeted investment.
The LTS clearly involves all partners in the Community Plan: the Tourist Board, the National Park Authority, Police, Health Board, Scottish Enterprise, Scottish Homes, Scottish Natural Heritage, Stirling Assembly and Stirling Council. We will be working together on all aspects from agreeing key policies to working with citizens to deliver messages about safety and health.
- 11 - Chapter 4. Achievements
Stirling Council has achieved much in transportation terms since the first LTS production in 2000. This section presents the transport initiatives that have been implemented since the previous LTS, and demonstrates to which current LTS objective(s) each particular scheme contributes.
Table 1.
Transport Achievements Contributes Initiative to LTS Sub - Objectives
Road Safety
Road Safety Scottish Road Safety Campaign Travel Pack issued to every primary school child. SO1, SO2, Campaigns SO7, SO9, Developed a road safety pamphlet for upper primary and lower secondary school SO10 pupils. Production of the Stirling Council Road Safety Plan 2004 – 2007. Road Safety at Traffic management measures were completed on the B829 Lochard Road at SO1, SO7, Schools Aberfoyle, Main Street, Gartmore, and Farm Road, Bannockburn, as road safety at SO9, SO10 schools schemes. Installation of traffic management measures on the B822 Kippen Road, Thornhill; on Old Gartmore Road, Drymen Primary School; and on the B837 Milton of Buchanan Primary Schools, as road safety at schools schemes. Mini-roundabouts including pedestrian refuge island installed on Polmaise Road, Stirling High School and on A9 Station Road, Bannockburn – as a road safety at schools scheme and SRtS scheme respectively.
Accident Installation of traffic management measures on the A811 Buchlyvie, the A809 at SO1, SO2 Remediation Finnich Toll, Croftamie, and the A81 Drumbeg Loan, as accident remedial schemes.
Monitoring Before and after monitoring has been undertaken as part of all implemented schemes. SO1, SO2
Traffic Management
Junction Junction improvements in the form of mini-roundabouts installed at Clifford Road/ SO2 Improvements Randolph Road; the A9 Henderson Street/ Well Road, Bridge of Allan; and the B8051 St Ninians/ Clifford Road.
Traffic Production of the Stirling Council Road Management Plan 2003 – 2007. SO2, SO5, Management SO7, SO13, The Stirling Western Access Road was designed in conjunction with the Raploch SO14 Regeneration and the route is now complete. Double mini-roundabout installed at the B8051 Victoria Place/ Drummond Place/ Kings Park Road. A907 the Devon Bridge to Dumyat Park Roundabout was completed in Autumn 2001. A811/ B822 Kippen Cross Roads completed. Implementation and highly successful operation of the Springkerse Park and Ride. Traffic Calming Installation of traffic calming and traffic management measures on Cornton Road, SO1, SO2, Stirling, the A873, Port of Menteith and Plean. SO7 Implementation of 20mph speed limit outside Killearn Primary School, Strathblane Primary School and Allans Primary School. Parking
Production of the Stirling Council Parking Strategy 2005. SO3, SO13 Report by consultants on Decriminalisation of Parking completed. New 87 space car park at Stirling Rail Station.
- 12 - Movement and Delivery of Goods
The Stirling Timber Transport Liaison Group was established as a partnership SO4 between Stirling Council and the Forestry industry, and a route map has been published. Rail freight facilities have been relocated as part of Forthside development, removing traffic from the town centre.
Network Maintenance
Bridges Bridge assessment work for 40 tonne vehicles is 85% complete. SO2, SO5
Street Lighting The ongoing programme of replacement of concrete lighting columns in housing SO2, SO5 estates and along New Road/ Quakerfield, Airthrey Road, Cornton Road and Causewayhead Road. Accessible Transport
An experimental subsidised rural taxi scheme centered on Balqhuidder and extending SO6, SO12 to Lochearnhead and Strathyre was launched in May 2001. The Trossachs Trundler was reconfigured in 2000 as a modern bus service with cycle facilities and access for disabled passengers. Travel Awareness
Sustainable Issued transport information packs to all schools. SO6, SO7, Travel SO9, SO10 Publication of Horse Trails Gazetteer – the first in Scotland. Installed cycle racks at Springkerse Depot and 20 primary schools. Provision of covered cycle stand, cycle lockers, changing rooms, showers and clothes lockers at Viewforth. Community consultation work for path networks at Killin, Doune and Deanston, Strathyre and Strathfillan.
Travel to Education and Health Facilities and Work
Safe Routes to Completion of phase three of the Lochearnhead Footway and Safer Routes to Schools SO7, SO9 Schools Scheme. Installation of footpath links and footways on the A875, The Clachan, Balfron; on Old Mugdock Road, Strathblane; and to Strathyre Primary School, Strathyre; Newton Primary School, Dunblane and from A9 (near Plean Primary School) to Carbrook Drive. Upgrading of Bennetts Way footpath, Gargunnock, and widening of Barnsdale Road, St Ninians (provision of a nib), as part of the Safe Routes to Schools programme. Community (Core) Paths
Shared Paths Construction of a shared cycle/ footpath to Wallace High School. SO7, SO9, SO10 Completion of the Lowland Highland Trail, part of National Cycle Network Route 7, between Mavie Mill by Croftamie and Ardeonaig by Killin – monitoring in progress of the use of the Highland Trail between Croftamie, Strathyre and Killin. Stirling Council North South People Corridor – walking and cycling improvements completed in 2002. New footway provision on Castlevale, Cornton; Manse Brae, Gargunnock; the B822 Cauldhame, Kippen and Dunblane. Completion of A9 Burghmuir Road/ Shirras Brae north-south cycle route. Sealed surfacing of Balquhidderoch Wood Path to Bannockburn High School. Installation of new bridge on the Darn Walk. General improvements to community pathwork at Drymen, Balfron, Strathblane and Fallin, the horse trails at Plean Country Park and parts of the National Cycle Network.
- 13 - B837 Balmaha Road, Drymen footway with lighting has been completed under the Walking, Cycling and Safer Streets allocation.
Pedestrian The zebra crossing pedestrian facility on the A872, Glasgow Road, Bannockburn was SO1, SO10 Crossings relocated and improved. Installation of a pedestrian crossing facility on the A905, Main Street, Fallin and the A827, Main Street, Killin. Pedestrian refuge island provided on B8052 Cowane Street, Stirling. Public Transport
Integrated Stirling Integrated Transport System (SITS) – transport infrastructure no completed SO11, SO13 Transport routing options and sites for stops identified, the operational business plan is complete. SESTRAN through-ticketing system was implemented in June 2002. Service Enhance timetable introduced in May 2001 in the northwest rural area. SO7, SO11, Provision SO12, SO13 Integrated cross-border services between Helensburgh, Drymen and Balmaha and between Luss, Drymen and Stirling were introduced in July 2002, to accompany development of the National Park. New local bus service contract conditions incorporating updated minimum vehicle accessibility standards and provision for service quality monitoring was introduced in early 2002. Completion of Public Transport Review. A new passenger journey data system was purchased to assist in service analysis and development of performance indicators. Internet access to the local journey planner is complete, with the database feeding into TravelLine national public transport information system. Infrastructure Bus shelters and stops have been replaced and upgraded on the North South People SO11, SO13 Corridor. New stops have been formed at Bogend Road on the A9 Bannockburn. The electronic passenger information system at Stirling Bus Station was upgraded in 2002. Stirling Alloa Dunfermline rail line for passenger services. Land Use
Developer contributions to various schemes. SO7, SO14 The Local Plan First Alteration has been completed and published; the Second Alteration has been finalised, but not yet published. The new Roads and Transport Development Guidelines are being progressed. The Draft Green Transport Development Advice Note supplementary planning guidance is being progressed.
- 14 - Chapter 5. LTS Framework
Stirling Council has a clear vision of the type of area it wants to be – a better, more caring, place to live, work or visit. The Council’s Corporate Plan describes its strategic aims of local democracy and participation: social inclusion; sustainability and promotion of quality services.
Together these form the basis of the Council’s strategies and policies. The Local Transport Strategy aims to support these by coordinating land use and transport at all levels. Given the wide spectrum of needs from those in deeply rural areas to those in towns and the city identified through extensive public and internal consultation, combined with research into transportation problems and opportunities as well as consideration of the Council’s Core Objectives, this led to the generation of the Principal Objectives of the LTS:
· Promote safer travel for all;
· Maintain and manage the existing transport network effectively;
· Increase transport accessibility for people with restricted options;
· Increase travel choices and enhance linkages between different means of travel to reduce the need for car use; and
· Support and enable future development through sustainable transportation.
Objectives require to be Specific, Measurable, Achievable, Realistic and Timed (SMART). A number of themed sub-objectives were therefore developed to support and enhance the principal objectives. The overarching principal objectives and supporting sub-objectives of the Local Transport Strategy were approved at the Environment Committee on 7 November 2002 after extensive public consultation. They form the basis of the individual transport strategies for the City, the National Park and the Smaller Towns and Villages and illustrate the links between transport and other policies such as development and land-use planning, social inclusion, economic development, environment and safety. These strategies will generate financial based options and specific schemes which will undergo appraisal accordingly.
Given that this LTS is relatively unique in that it presents itself as a hierarchical framework document to support and enable the direction of the City Transport, National Park and Smaller Towns and Villages Strategies, themed policies were also developed to support the sub- objectives. Whilst the principal objectives, sub-objectives and supporting policies are explicit throughout this document, the LTS framework is presented as a schematic in Appendix 2.
The July 1998 Transport White Paper, ‘Travel Choices for Scotland’ established a new policy framework for transport in Scotland through which Scottish Transport Appraisal Guidance (STAG) was introduced to appraise schemes or projects against the Government’s five overarching objectives of Environment, Economy, Accessibility, Integration and Safety. Whilst the STAG process is generally used for the appraisal of schemes or projects, we have adapted the STAG Part 1 process to appraise the principal objectives, sub-objectives and policies of the LTS to determine their contribution to the overarching national objectives.
The SMART and STAG appraisal tables are presented in Appendix 3.
- 15 - Chapter 6. Transport Strategy
Principal Objectives
The Principal Objectives of this Local Transport Strategy are:
· Promote safer travel for all;
· Maintain and manage the existing transport network effectively;
· Increase transport accessibility for people with restricted options
· Increase travel choices and enhance linkages between different means of travel to reduce the need for car use; and
· Support and enable future development through sustainable transportation.
Sub-Objectives
These principal objectives are supported by 14 key sub-objectives:
· Continue to assess areas of concern and implement schemes to reduce the number and severity of personal injury road accidents within Stirling Council’s area of influence;
· Continue to review and manage the traffic system in order to plan and implement schemes to improve the safety and efficiency of the road network;
· Co-ordinate and improve parking provision, controls and management throughout the Stirling Council area;
· Work in partnership to minimise the impact of freight movements;
· Maintain and manage the road network to create a safer, more serviceable and sustainable system;
· Maintaining and extending initiatives to help those who have limited access to travel options;
· Raise public awareness of transportation issues. In particular, raise the profile and promote the health benefits of sustainable travel, through a combination of educational and promotional materials and supporting initiatives;
· Encourage Stirling Council’s major employers to develop Travel Plans and encourage active commuting;
· Work with providers to increase the amount of safer walking and cycling to educational, health and work facilities;
· Continue to maintain and extend a network of paths and facilities accessible to all including pedestrian, cycle and equestrian users;
- 16 - · Identify issues and work in partnership to ensure that public transport services are closely attuned to local needs;
· Provide and maintain a network of socially desirable bus services to supplement the commercial network;
· Continue to improve the opportunities to move easily from one form of transport to another; and
· Work with the planning process to help reduce the need to travel, improve accessibility for all modes of travel and address the impact of new developments.
Our LTS objectives have been drawn up mindful of the longer-term vision and aims for land use planning and transport in Stirling to maintain and improve the quality of life. Stirling Council believes that putting these objectives at the heart of its Local Transport Strategy will deliver real quality of life improvements to the people in Stirlingshire. These objectives will therefore be the focus for transportation improvements in Stirling from 2006 onwards.
Stirling Council recognises that significant opportunities exist for transport improvements to contribute to other quality of life objectives such as traffic noise reduction, tackling climate change and promoting healthier communities. We will actively look for opportunities to make contributions to other quality of life objectives as part of transportation schemes wherever possible.
- 17 - Principal Objective: Promote safer travel for all
Theme: Road Safety
Road safety is a vital element of everyone’s choice of travel, from pedestrians to motorists, from children to older road users. Accidents on our roads are the greatest cause of accidental death in the United Kingdom.
The Road Safety Plan for Stirling Council Area covers the period 2004 to 2007 and sets out how the various public agencies in the Stirling Council area will work together to improve safety, using complementary initiatives such as education, encouragement, enforcement and engineering. Road Safety in Stirling is delivered through the Plan and the Road Safety Partners, which consists of: Central Scotland Joint Road Safety Group, Stirling Council Environment Services, Stirling Council Children’s Services, Central Scotland Police and the National Health Service Forth Valley. The aims of the Plan are:
§ To detail progress to date towards achieving the Government’s road safety target; and
§ To present a framework of strategies, policies and plans to further improve road safety over the next six years.
The partnership approach to road safety has continued to be successful in Stirling; the five-year averages of total casualty numbers and severity ratios have fallen relative to those for 1981- 1985. In common with Scottish figures, fatal and serious casualty numbers have fallen considerably, but slight ones less so. The decrease has been achieved in spite of a substantial increase in the volume of vehicular traffic. However, the relationship between volume and accidents is not straightforward and an increase in volume is not necessarily matched by an increase in accidents.
Despite the decline in road deaths and serious injuries in recent years, there has not been a matched decline in the number of accidents, nor the number of slight injuries. Given that Stirling Council is responsible for 986kms of public local roads of which 35% are within built up areas and 65% are rural roads, the Council remain concerned of the following:
§ A higher percentage of deaths and serious injuries through road accidents occur in rural areas;
§ Accidents leading to death or serious injury in rural areas are not decreasing as quickly as elsewhere; and
§ General deterioration of roads in rural areas is a major problem.
The current national targets for casualty reduction were published in March 2000. These set three specific targets for 2010 for accident reduction with the base being the average for 1994- 1998:
§ A 40% reduction in the number of people killed or seriously injured (KSI) in road accidents;
§ A 50% reduction in the number of children killed or seriously injured; and
§ A 10% reduction in the slight casualty rate, expressed as the number of people slightly injured per 100 million vehicle kilometres.
The main emphasis of these targets is on KSI casualties with ambitious percentage reductions in the absolute number of KSI casualties, irrespective of the expected increases in the volume of - 18 - traffic. There is a separate target for children and this requires a larger reduction in the casualty numbers than for the whole population. The third target relates to people who are slightly injured. The target reduction is far lower than for KSI casualties and is related to road traffic volumes rather than absolute numbers of people killed or seriously injured.
It is difficult to envisage any one single action or activity that will radically improve road safety in the Stirling Council area. It is more likely that a range of measures covering the main themes identified in the Road Safety Plan: Education, Encouragement, Enforcement and Engineering, will be required. Where possible road safety measures will be designed to address the highest priorities first, whilst taking account of the changing social and demographic structure of the population. In addition, the Council will strive to ensure that the basic rules of accident reduction, such as reducing the number of conflicts between vehicle streams and pedestrian streams, are applied whenever the opportunity arises.
In conjunction with the Road Maintenance Plan 2003 – 2007, the Road Safety Plan complements and lends support to the mission and key aims of the Road and Transport Service contained within the Road Management Plan 2003 – 2007.
- 19 - Principal Objective Promote Safer Travel for All
Theme Road Safety
Sub - Objective SO1 Continue to assess areas of concern and implement schemes to reduce the number and severity of personal injury road accidents within Stirling Council’s area of influence
Policies P1 Improve road safety for all users of the existing network
P2 Improve road safety by subjecting proposed road schemes to road safety audits
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Continue to analyse and monitor accidents, report on identified accident sites and publish accident statistics and progress towards the national reduction targets, annually Review the existing audit process to ensure it meets the requirements of the service Continue to implement accident remedial schemes to maximise potential accident savings Establish a structured monitoring system for evaluating road safety improvement measures Through monitoring, continue to evaluate road safety improvement measures to determine most effective schemes Review and update the Road Safety Plan in 2007, to be published in 2008
- 20 - Principal Objective: Maintain and manage the existing transport network effectively
Theme: Traffic Management
One of the principal aims of Stirling Council is to enhance the quality of life of its citizens by making our communities good places to live, work or visit. The transportation network is key to achieving this aim, through providing access to employment, education, health, retail and other services and contributes to the vitality and economic prosperity of the area. The competing needs of road network users places challenging demands on that network, which must be efficiently and effectively managed to ensure the accessibility and safety needs of both people and vehicles are met.
Traffic management is intrinsically linked to community safety and encompasses major and minor alterations to the existing transport network to facilitate the safe and efficient movement of people and vehicles. Our aim is to better and more safely manage the competing demands placed on the transport network and improve facilities, in particular, for non-car users.
The publication of the first Road Management Plan 2003 – 2007 demonstrates our commitment to maintaining and developing the transport network, the main focus of which will be on improving the overall performance of the network in its entirety. The Plan sets out the medium and long-term service objectives which the Council will strive to deliver to the public. The successful implementation of the Plan will be dependent upon the provision of resources, the ongoing dedication of the workforce and working in partnership to deliver a comprehensive range of road related services. This will go some way in achieving our principal aim through making the Stirling Council area a good place to live, work or visit.
The Road Management Plan is supported by both the Road Safety Plan and the Road Maintenance Plan 2003 – 2007.
- 21 - Principal Objective Maintain and manage the existing transport network effectively
Theme Traffic Management
Sub - Objective SO2 Continue to review and manage the traffic system in order to plan and implement schemes to improve the safety and efficiency of the road network
Policies P3 Improve safety and accessibility for network users, with priority given to non-car users
P4 Appropriate management of the network to ensure safe, efficient and effective operation
P5 Monitor the effectiveness of introduced schemes
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Continue to implement 20mph speed limits and associated speed reducing features on roads outside schools, residential streets and on other roads in accordance with the Council policy framework e.g. where rat-running is a perceived issue Continue to introduce schemes and initiatives which encourage walking and cycling to maximise their potential as safe, convenient and attractive travel modes Continue to use STAG-based methodology for the assessment and prioritisation of minor transport issues and schemes in accordance with national guidance Assess and prioritise schemes to ensure that funding is allocated appropriately and resources are targeted at sites where maximum benefits will be achieved for road users and their communities Maintain and manage the condition, accessibility and personal safety aspects of Council car parks, footpath links, cycle paths and key pedestrian areas Review and update the Road Management Plan in 2007, to be published in 2008
- 22 - Principal Objective: Maintain and manage the existing transport network effectively
Theme: Parking
The provision of parking is one of the most important, and perhaps contentious, aspects of transportation. Given that every journey made by all vehicles begins and ends with a parking space, parking is almost every bit as essential as the journey itself. In addition, the parking issues in the city centre compared to those in rural villages are very different, but equally controversial.
Over provision of parking in the city centre can help to stimulate economic activity, but invariably restrain it, as more people choose to drive and congestion becomes an issue. Similarly, under provision can deter people from coming to city centre or rural locations, as they opt to visit more car-friendly locations.
An efficient parking system is one with a balanced level of provision combined with an appropriate charging regime which can effectively manage parking spaces to their greatest effect, whilst encouraging the use of alternative sustainable means of transport. This is not an easily achieved goal, however, and given the increase in car usage it is now recognised that the preparation of a parking strategy has a vital role to play in an integrated transport strategy. It would not be possible to have a fully effective transport policy without the support of a parking strategy. It is within this context that Stirling Council’s Parking Strategy has been prepared.
The Parking Strategy was prepared in August 2005 and has been formulated to ensure that economic growth continues whilst addressing sustainable transportation issues and accessibility. The Parking Strategy gives key support to this LTS as well as the Stirling City, National Park and Smaller Towns and Villages Transport Strategies. The preparation of the Council-wide strategy ensures a consistent framework for parking over the whole of the Stirling Council area. Within this overall framework, the specific needs of each community will be taken into account by the preparation of a strategy document for each community. All communities with a reasonable amount of parking provision will be taken into consideration.
The strategy also develops links between parking, transport and planning policy to give a co- ordinated approach to all relevant matters. The key aims of the Parking Strategy are to:
§ Support social and economic activities throughout the Stirling Council area;
§ Integrate parking with other transport initiatives to provide a holistic response to the transport needs of our communities;
§ Encourage the use of more public transport and other sustainable means of travel to enhance accessibility; and
§ Support an improved car park maintenance and modernisation programme.
- 23 - Principal Objective Maintain and manage the existing transport network effectively
Theme Parking
Sub - Objective SO3 Co-ordinate and improve parking provision, controls and management throughout the Stirling Council area
Policies P6 Effective management of parking supply and demand to support economic vitality and encourage sustainable travel
P7 Improve accessibility of town centres whilst protecting the natural and built environment and preserving character and heritage
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Implement the Parking Strategy and develop detailed parking plans which will be reviewed on a three year basis Monitor short and long stay parking demand and length of stay restrictions in the city centre every three years Continue to review parking charges on an annual basis Use monitoring results of parking demand and length of stay restrictions to further inform the annual review of parking charges Expand existing Park and Ride service frequency and develop further park and ride schemes at appropriate locations Develop inner and outer city parking zones where parking provision and charges will be appropriate to length of stay and category of user Examine and, where appropriate, implement peripheral parking controls to safeguard residential parking Continue to ensure that parking arrangements protect and enhance travel for mobility impaired people, and that movement by wheelchairs is not impeded by parked cars Ensure adequate on-street and off-street parking provision for powered two wheelers
- 24 - Provide appropriate cycle parking facilities at retail centres, health, educational and public establishments Consider implementation of VMS to direct inner and outer city traffic to appropriate locations and contribute to improved traffic management Continue to ensure that parking provision for new developments will not encourage unnecessary car use, particularly where good sustainable alternatives are available Continue to investigate the feasibility of implementing Decriminalised Parking Enforcement
- 25 - Principal Objective: Maintain and manage the existing transport network effectively
Theme: Movement and Delivery of Goods
The efficient movement of goods and services is fundamental to the vitality of Stirling’s economy and the quality of life of its residents. The main challenge we face in relation to the movement and delivery of goods is delivering goods efficiently and with the least harm to the environment and our health. In addition, the efficient distribution of goods and services must be weighed against concerns about the quality of both the urban and rural environment and the people who live and work there.
Freight movements nationally are by a combination of air, sea, rail and road. In Stirling however, the only practicable means of transporting goods is by road and rail. Whilst inland waterways such as the River Forth would normally provide an ideal means of freight transportation, the riverbed features and characteristics are such that this would not be feasible.
The Central Scotland positioning of Stirling immediately adjacent to the strategic north-south road network combined with the nature of the settlement pattern; a main city with a number of surrounding small to medium-sized villages and towns, and thus a fairly dispersed population, means that the freight issues experienced are both strategic and local.
Whilst there has previously been a call from many freight operators and their representatives to increase capacity on many strategic routes, the creation of additional road capacity will inevitably result in attracting additional traffic onto the road network. We are of the opinion that this is not a sustainable solution to address increasing congestion on the road network. More so, this is a traffic management issue and whilst, in the short to medium-term, it will be difficult to reduce road freight, there requires to be an effective and sustainable solution to reducing the numbers of vehicles on the roads. We envisage this will only be achieved through a combination of improved and integrated public transport, shared bus and high-occupancy vehicle lanes and the application of user-pays principals. Indeed, incentivisation will be key to reducing future traffic levels.
Stirling Council is aware of the potential need to develop freight interchange and parking facilities to allow driver breaks and over night stop facilities. This is an element which Stirling Council are committed to exploring, and we plan to investigate the feasibility of combining overnight parking facilities with other parking land uses, e.g. park and ride sites. We regard this as being a strategic move towards sensible land use and joined up thinking, and envisage that this is an area we will investigate further in the future for other land uses.
Stirling Council is committed to supporting the Stirling – Alloa – Kincardine rail link as a means of improving quality and underpinning new freight and passenger services, as part of the largest expansion of the rail network in many years.
In terms of congestion and delay on the local network, which also contributes to reduced reliability for freight vehicles, it is generally acknowledged that we are restricted in what we can do within the built environment, and traffic management and damage limitation is often the only feasible solution. Stirling Council will investigate and consider the feasibility of priority lanes for buses, heavy goods vehicles and high occupancy vehicles, where these can be accommodated on the existing road network. It is accepted that road space shared by a number of different users may create various safety issues, however, the increased level of ‘conflict’ on the street- space can increase pedestrian, cyclist and driver awareness, thus inducing a more careful, responsible and responsive approach to on road travel.
At a local level, and particularly in many rural locations, there is a perception that HGV’s frequently utilise inappropriate routes. Stirling Council and the FTA jointly support the use of advisory routing as opposed to mandatory. Given that, from an enforcement perspective, mandatory routes are relatively difficult to impose and the use of advisory routing demonstrates - 26 - a willingness to work in partnership with freight operators, Stirling Council will undertake the preparation of an Advisory Routing Map for HGV’s and freight through the Council area. The preparation of a routing map will require to identify those areas where abnormal loads cannot be accommodated, with suitable alternative routes proposed. A complementary signing network will be an important element of advisory routing and Stirling Council will endeavour to implement both routing and signing for freight on a parallel basis.
At present, there are a number of ongoing Vital Stirling projects examining and implementing measures to improve the streetscape, safety and security of people in the city centre. On this basis, there is potential for HGV access to the immediate city centre to be restricted in the future. Whilst this is a consideration for the Council, the feasibility of this initiative requires to be investigated further, and the needs of freight in terms of access, delivery and parking, will remain key to this agenda.
The Structure Plan process provides a key opportunity to link freight and land use. The challenge for transport and land use planning is to improve choice and accessibility through the appropriate location and design of new development. Given that freight is critical to a prosperous economy, and its interactions with the built environment in terms of delivery and collection are integral to efficiency, we will strive to improve accessibility for freight through a combination of land use, transport planning and strategic and local freight policies.
Whilst Stirling Council has not yet formed a Freight Quality Partnership with the Freight Transport Association (FTA), this is an aspiration of the Council. To date however, the Council has been involved in continuous liaison with the FTA and this has resulted in productive moves towards understanding the needs of the freight industry whilst being able to clarify the local and network constraints within the Stirling Council area. We have a strong relationship with the Stirling Timber Transport Liaison Group. The Stirling Timber Transport Liaison Group helps to maintain good working relationships between the forestry industry and the local road authority on the business of harvesting and transporting timber. This is particularly important in rural areas where the road network is vital to local communities and the timber industry. Timber traffic surveys, harvesting programmes and agreed routes for timber haulage will enable better planning and programming of network maintenance and structural strengthening works.
Stirling Council is committed to enhancing sustainable distribution and we will strive to do this through the action plans contained within this LTS.
- 27 - Principal Objective Maintain and manage the existing transport network effectively
Theme Movement and Delivery of Goods
Sub - Objective SO4 Work in partnership to minimise the impact of freight movements
Policies P8 Improve understanding of the needs and impacts of goods movements
P9 Utilise the Development Plan process to minimise the need to move goods, thereby reducing the impact of such movements
P10 Through partnership working, identify opportunities to mitigate the impacts of larger freight vehicles and seek opportunities for more sustainable freight wherever practicable
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Support re-opening of the Stirling Alloa Kincardine Rail Line Develop and update freight route hierarchy as necessary Prepare Advisory Routing Map for HGV’s and implement in conjunction with route signing and bridge assessment and strengthening programme Maintain strategic and feeder road freight routes and improve traffic management measures Examine the feasibility of shared use lanes to be used by heavy goods vehicles Work in partnership with TACTRAN to develop a regional freight strategy Meet with key stakeholders to identify key needs, issues and areas for progress Explore the feasibility of additional lorry parking on Stirling City outskirts utilising P&R sites Ensure adequate loading/ servicing arrangements in new developments Develop a local freight strategy which will contain a best practice agreement
- 28 - Principal Objective: Maintain and manage the existing transport network effectively
Theme: Network Maintenance
Stirling Council’s road network provides our communities with its principal means of transport and helps the social and economic prosperity of the area, which we all enjoy and upon which we all depend. The Roads and Transport Service is responsible for the maintenance and management of the Council’s public roads. This includes street lighting and winter gritting activities.
The key aims of the Roads and Transport Service are:
§ To maintain the existing transport network, and keep it safe, effective and reliable;
§ To manage the existing transport network effectively and efficiently;
§ To promote safer, healthier transport choices for all;
§ To support and enable future quality sustainable development and transport; and
§ To deliver fair, equitable and customer-focused services.
The road network is a very valuable asset. It would cost around £700 million to replace the network in Stirling Council’s area. This replacement value is not practically achievable and maintaining the asset is of paramount importance to properly serve the present generation of pedestrians, cyclists, buses, cars, motorcycles and lorries who use the network increasingly every day as well as for future generations.
The demands on network maintenance services are very challenging, indeed our road network is under tremendous pressure, carrying increasing levels of traffic, while responding to our changing needs and expectations. Maintaining Scotland’s Roads by Audit Scotland and the Scottish Road Maintenance Condition Survey for 2003-2004 undertaken by the Society of Chief Officers of Transport, found Stirling’s Roads to be in an unacceptable state and that Stirling is one of only four councils where more than 20% of the road network has deteriorated to a point at which it needs resurfacing to prolong future life. Funding for the function has been reduced in real terms over many years such that it is no longer possible to maintain the roads, footways and cycleways in their proper condition. It would require £7.5 million per year to properly maintain the asset but only £4.5 million is available, excluding one-off supplementary sporadic allocations. In addition, there are several factors that affect the need for maintenance. These include; our inability, in the immediate past, to fund resurfacing programmes to the level that maintains its life and value; the increasing volumes and weight of commercial vehicles; and the impact of road openings by utility companies and a variety of weather and ground conditions.
The Road Maintenance Plan has been prepared to complement the Road Management Plan and its aims and objectives. It incorporates the good practice needed to bring the roads maintenance functions of Stirling Council into a comprehensive document to demonstrate Best Value and to achieve the highest standards of service delivery. Whilst network safety, serviceability and sustainability are the three core objectives of the road maintenance management regime, these are underpinned by the following:
§ Ensure best value; § Co-ordinate the maintenance management plan with wider strategies to give added value; § Carry out maintenance projects on the basis of need; § Be environmentally sensitive in all activities; - 29 - § Provide a regime of inspections, condition standards, service delivery and performance indicators; § Make the network safe by complying with statutory obligations and meeting users needs; § Make the network serviceable through ensuring availability, achieving integrity, maintaining reliability and enhancing quality; and § Ensuring sustainability through minimising cost over time, maximising value to the community and maximising environmental considerations.
The top priorities will remain the safety and maintenance of the Council’s road infrastructure. It is fully appreciated, however, that we must also; contribute to the reduction in the number and severity of road traffic accidents; improve transport integration and complementary transport networks; improve the efficiency of traffic flows and promote a more sustainable healthy travel culture.
Bridges are an essential component of the UK transportation infrastructure and their safety and serviceability are paramount to the effective and efficient operation of the transport network. Following the introduction of EU legislation permitting 40 tonne heavy-goods vehicles onto public roads in the UK, the Council was required to undertake 254 structural assessments, on bridges with a span of greater than 2.0m. To date, over 85% of the required assessments have been completed. A programme of bridge strengthening is underway. 74 bridges have been identified, so far, for remedial repair or action over the next five years, 46 of which have now been strengthened. A further 10 bridges have still to be assessed.
Climate change is thought to be responsible for increasing occurrences of severe weather and flooding, which presents it own set of issues for transportation and the movement of goods and people. Reactive emergency procedures are in place to deal with such events. In order to be proactive however, and as required by Scottish Planning Policy, the planning process for new developments must consider the risk of flooding. Generally the Council will not agree to further building in areas liable to flood. Funding is now in place for assessment and maintenance teams to regularly inspect watercourses in flood problem areas on non-agricultural land, and for carrying out basic maintenance. Anything more than basic maintenance has to be assessed and prioritised for additional funding. The Council’s bi-annual Flooding Report proposes specific road infrastructure measures to minimise severe weather and flooding impacts, particularly in areas such as drain and culvert maintenance.
As the Roads Authority the Council requires to ‘reduce, as far as is reasonably practicable, the effect of adverse weather conditions on the movement of people and vehicles, to permit safe travel on the more important roads within the Stirling Council are’. In wintry conditions, we aim to assist traffic to move safely and freely on main roads by salt spreading at the most effective times. Operations are focused on the main traffic routes throughout the area, and to towns, villages and other strategic centres.
In order to help all road users move more safely, whether travelling by vehicle or on foot, we provide a system of street lighting on all publicly adopted thoroughfares within urban areas and, in certain circumstances, on rural roads. Street lighting has a wider social role, helping to reduce crime and the fear of crime and contributing to the commercial and social use of town centres and tourist attractions at night. The proposed introduction of a new maintenance database will provide us with a more versatile street lighting management system, which will assist the service delivered to our customers. The system will also facilitate improved monitoring of: component performance; equipment inspection and testing; obsolescence; energy consumption and vandal damage.
A strategy to redirect the use of resources on all aspects of our roads has started. The focus will not only be on increased investment but also on improving the performance of the road network for the benefit of all users. The first Road Management Plan 2003 – 2007 establishes an asset management methodology, allowing more effective planning and targeting of the available resources to the areas of greatest need. In view of the legal framework surrounding road - 30 - maintenance and the present challenging environment it is essential that the road maintenance budget be allocated in a systematic, logical manner based on a structured maintenance plan. The Road Maintenance Plan 2003 – 2007 has been prepared on this basis and complements and supports the aims and objectives of the Road Management Plan. In conjunction with the Road Safety Plan 2004-2007 and the Road Management Plan 2003-2007, the Road Maintenance Plan 2003-2007 will seek to ensure the effective and efficient management and operation of the transport network.
- 31 - Principal Objective Maintain and manage the existing transport network effectively
Theme Network Maintenance
Sub – Objective SO5 Maintain and manage the road network to create a safer, more serviceable and sustainable system
Policies P11 To manage all aspects of the network and its assets in an efficient and effective manner P12 To efficiently and effectively manage practical routine and winter maintenance operations which ensure safety and accessibility, whilst safeguarding the integrity of the streetscape and environment P13 To preserve the vital role which the road network continues to play in promoting economic growth whilst ensuring sustainable development supported by sustainable transportation
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Review the existing permit system for controlling works on the public road network to ensure that a robust and manageable monitoring and inspection regime is in place Develop and implement an inspection/ monitoring process for all road works, including private and in-house contractors working under the conditions of the Road Scotland Act 1984 Continue to monitor and co-ordinate utility companies activities, whilst developing a Code of Good Practice to ensure effective control of such companies is maintained Effectively and efficiently coordinate all work on roads to minimise disruption and delays to road users and network users Develop policies for the maintenance of all network paths for use by all users Continue with the bridge strengthening programme, bridge inspections and complete assessments Continue flood reporting and develop robust systems for collecting this information to ensure maximum benefit Implement a bridge inspection regime to a nationally approved format and commission a new database to comply with these changes - 32 - Introduce a new maintenance database to provide a more versatile street lighting management system Utilise the new maintenance database to facilitate improved monitoring of component performance, equipment inspection and testing, obsolescence, energy consumption and vandal damage Continue to prioritise and replace structurally defective columns with effective and energy efficient equipment to improve reliability and reduce maintenance costs, energy consumption and light pollution Through effective monitoring, ensure the continuous improvement of sustainable, service delivery, contractor performance and best practice Review the Winter Service policy annually Review and update the Road Maintenance Plan in 2007, to be published in 2008
- 33 - Principal Objective: Increase transport accessibility for people with restricted options
Theme: Accessible Transport
“Accessible Transport” is a key component of Stirling Council’s LTS. Given that transport provides access to employment and services and enables people to live full and active lives, accessibility is key to almost all transportation issues. People living in poverty, those in remote areas, older people and disabled people may face significant difficulties in accessing transport, and this limits their opportunities to work, education, training, health, shopping, leisure facilities and other public services.
Stirling Council operate and support a number of schemes and initiatives which contribute to improving transport provision, accessibility and social inclusion for mobility impaired and disabled people. Dial-a-Journey provides a seven day, fully accessible, door-to-door service for people with disabilities across the Stirling Council area, and operates on a pre-booking basis. Stirling Council is responsible for the administration of the Blue Badge National parking scheme which enables people with limited mobility to access their desired destination with greater ease. The Council supports the Shopmobility Scheme in Stirling City which provides motorised wheelchairs or electric scooters for those in need, for use throughout the City Centre.
The Council also administers the National Entitlement Card scheme which provides concessionary bus travel to those over the age of 60, or those with mobility impairments. In addition, the Taxicard Scheme assists those who cannot use conventional public transport, whereby the Council assists with the taxi fare. Both of these concessionary schemes contribute to enhancing accessibility and social inclusion.
In terms of deprived areas, improving access to services combined with economic and other opportunities can make a vital contribution to long-term regeneration and sustainability of particular areas and communities. Indeed, improved accessibility to transport for people and businesses can encourage economic activity.
Besides the importance of accessibility for people, accessibility for goods is also a key issue. It is generally considered that articulated vehicles are unsuitable for certain inter-urban routes, but where appropriate vehicles can be used for particular locations, then accessibility for delivery and collection vehicles must also be considered. Accessibility for goods vehicles is covered within the Movement and Delivery of Goods.
Stirling is comprised of both urban and rural areas, and there are a number of disadvantaged localities across the Council area. Accessibility for all means removing barriers and planning and designing transport to meet the particular needs of all groups of people. Stirling Council will achieve this through a combination of design and policy measures and by working in partnership with transport operators to promote services to areas and groups of people, where services have previously been unavailable.
- 34 - Principal Objective Increase transport accessibility for people with restricted options
Theme Accessible Transport
Sub - Objective SO6 To maintain and extend initiatives to help those who have limited access to travel options
Policies P14 To strive towards a transportation network that ensures equality of access for all to education, employment, retail, leisure and recreational activities
P15 To liaise and work in partnership with local organisations and others to identify accessibility issues and ensure the provision of high quality transportation accessible to all
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Develop mode-based accessibility criteria and assessment methodology to guide the location of new development and new infrastructure as well as amendments to existing infrastructure Continue to liaise and engage with community and disability access groups to gain a better understanding of their needs and implement measures to address these Develop a Community and Accessibility Transport Strategy by 2007, to establish further actions for improving accessibility in consultation with service providers Work in partnership with service operators and SPT to develop a comprehensive, high quality, multi- operator DRT service scheme which utilises a Standard List of Quality Operators Establish a single point of booking for all DRT services which combines internet and telephone booking options Implement DRT services in the deep rural areas of the Stirling Council area, with a view to expanding the provision where feasibility studies prove viability of the scheme elsewhere
- 35 - Manage the delivery of the Dial-a- Journey, Shopmobility and Taxicard schemes and administer the Blue Badge and National Entitlement Card schemes on behalf of the Scottish Executive and Transport Scotland within the Stirling Council area Undertake accessibility reviews of education, employment, retail, leisure and recreational areas for people with impaired mobility, to direct funding toward disadvantaged, vulnerable and remote groups
- 36 - Principal Objective: Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme: Travel Awareness
Transportation and travel is a vast subject area. The degree to which it impacts on different people’s lives depends to a great extent on the usual mode of travel adopted and the importance an individual places on that mode.
For example, a single occupancy car driver may be familiar with the issues of congestion, air pollution and road maintenance issues, as part of their daily commute to work. Similarly, the parent who has to get young children to school and await for an appropriate bus service to get to work on time, may be familiar with the issues of carrying many bags, inconvenient service times and delayed services. Whilst people are generally familiar with their preferred mode of travel (and its inconveniences) they are unlikely to be fully appreciative of other modes of travel and the associated issues. This can subsequently be a barrier to people adopting other modes of travel.
Stirling Council believe that Travel Awareness is an important aspect of understanding transportation and the options that are available to people. We want people to be aware of the various travel options available to them, consider alternatives to using the car and recognise the wider implications that their journey has on other people, health and the environment.
How we chose to travel has an impact on our health in more ways than one:
§ Carbon Dioxide is the most voluminous greenhouse gas and significant in terms of contributing to climate change;
§ Passenger car exhausts also emit a number of other particulates which directly or indirectly contribute to global warming;
§ Exhaust emissions from road transport, particularly in urban areas, is one of the major sources of pollutants which are harmful to human health; and
§ 62% of all journeys between 1 and 2 miles are made by car. As more and more people opt to use the private car over more sustainable modes such as walking and cycling, then their health is affected in terms of physical fitness and the benefits this affords.
On this basis Stirling Council will, wherever practicable, use educational and promotional materials to increase the number of journeys made by walking, cycling and public transport. Where the private vehicle remains the only available travel option, the Council will promote the use of alternative fuels, cleaner and smaller engine technologies, trip sharing and generally encourage more sensible use of the car. It is our aspiration to tackle more than the surface of the problem; educating people of the health, social, mental and economic gains to be had on a personal level, will be as important as promoting the overarching environmental, safety, economy, integration and accessibility benefits which can be gained for all.
When the opportunity arises, we will undertake campaigns which will use a variety of media outputs to help people consider the various alternative travel options and choices available, and how people can incorporate these into their daily lives. Stirling Council will endeavour to develop a package of measures which will promote sustainable transport, choice, and seek to minimise the environmental impacts of travel.
- 37 - Principal Objective Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme Travel Awareness
Sub – Objective SO7 Raise public awareness of transportation issues. In particular, raise the profile and promote the health benefits of sustainable travel, through a combination of educational and promotional materials and supporting initiatives
Policies P16 To promote and increase awareness of sustainable transportation and the benefits it provides
P17 To utilise SRtS, travel plans and TA processes as mechanisms to educate and inform people of sustainable and alternative transportation
P18 In conjunction with partner organisations use National, Regional and Local campaigns to champion sustainable transportation
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Raise awareness via marketing and media opportunities of the need for a change in travel behaviour and the associated health benefits Work in conjunction with TACTRANS Sustainable Travel Plan Officer to develop a high profile Travel Awareness Initiative Promote the adoption of a car share scheme within the TACTRANS partnership which will complement SESTRAN and cross-boundary schemes Promote reallocation of road space for shared use lanes, where appropriate to do so, to give priority to more sustainable modes of transport
- 38 - Principal Objective: Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme: Travel to Educational and Health Facilities and Work
Public bodies, the health service, education establishments, cultural and heritage sites and businesses all have an impact on the local environment and the surrounding road network caused by the travel patterns of employees, suppliers, customers and visitors.
Employers and educational establishments are in an influential position; they have the financial and authoritative means to influence the way in which their business or organisation operates, and they can ‘lead by example’ to influence the ways in which people travel to these locations.
Travel plans have the potential to make a difference to the ways in which businesses and organisations conduct their operations. They can be effective in altering the ways in which people travel, improving the efficiency of logistical operations and reducing the impact of the organisation on the environment and road network. Indeed, travel plans can be an effective tool for improving the efficiency of organisations or businesses whilst raising their profile as a responsible establishment.
We view the undertaking of travel plans as an important element in promoting sustainable travel modes to workplaces and organisations. Stirling Council is committed to the development of a travel plan, with the aspiration that leading by example will have a positive influence on local businesses and organisations.
Stirling Council is currently working towards establishing an approach to developing and implementing travel plans both for existing organisations and, where size and scale are appropriate, for new developments. In terms of existing organisations and businesses, we will seek to initiate joint working with the larger scale establishments such as Stirling University and Prudential, to develop and implement their own site-specific travel plans. In terms of new development proposals or expansions, travel plans can be used to demonstrate how the potential traffic impacts of the development can be reduced, whilst encouraging more sustainable modes of travel. On this basis, Stirling Council will promote the benefits of travel plans and encourage organisations to develop and implement a travel plan for new developments of appropriate scales. We will seek to ensure that whilst a full travel plan in the traditional sense is not necessarily applicable to many standalone housing developments, then a marketing travel plan will be a minimal requirement of planning consent. This is addressed further within Land Use Planning.
Safe Routes to Schools (SRtS) projects encourage and enable children to walk and cycle to school through a combined package of practical and educational measures. The School Travel Plan is a multi-disciplinary school-based approach which aims to improve safety and remove barriers to walking and cycling to and from school through a combination of soft measures such as SRtS and hard measures such as infrastructure provision. Raising travel awareness in schools will help pupils to realise the implications of selecting unsustainable travel modes, which will hopefully be carried through adolescence to their adult lives. The school travel plan is a document produced by a school in conjunction with the Local Authority, encompassing all the issues relevant to journeys to and from the school and includes concerns about safety and health, and proposals for ways to make improvements. Stirling Council will continue to support SRtS and school travel plans for all schools, given that they have proven to:
§ Improve road safety and reduce child casualties;
§ Improve children's health and development; and
§ Reduce traffic congestion and pollution.
- 39 - Principal Objective Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme Travel to Educational and Health Facilities and Work
Sub – Objectives SO8 Encourage Stirling Council’s major employers to develop Travel Plans and encourage active commuting
SO9 Work with providers to increase the amount of safer walking and cycling to educational, health and work facilities
Policies P19 To promote the use of travel planning to educational establishments, businesses, health care providers, communities and individuals as a means of promoting travel by sustainable modes
P20 To support activities and initiatives that promote less travel to and from schools by car, encouraging a healthier lifestyle for young people
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Appoint a Travel Plan Officer to manage all aspects of Travel Plans through development, implementation and monitoring and review To work in partnership with Stirling’s major employers to develop and encourage the implementation of employer travel plans, with support and advice provided by the Council’s Travel Plan Officer Continue to require Travel Plan measures as a planning condition in all developments where a Transport Assessment is required To implement a travel plan for Stirling Council on the basis of the merits it provides, as well as the ‘lead by example’ set to others, and monitor its effects Review Council staff travel policies to ensure they are more sustainable whilst maintaining efficient service delivery Work in partnership with the NHS to integrate improved accessibility to health facilities through appropriate provision and quality of public transport services, safe paths and supporting facilities
- 40 - Implement cycle parking facilities at all main shopping, health and leisure centres as well as public and educational establishments Monitor schemes to help develop a strategy and implementation programme for further SRtS initiatives Continue to introduce schemes and initiatives which encourage walking and cycling to maximise their potential as safe, convenient and attractive modes of transport Continue to work in partnership with schools to implement physical and other measures to improve the safety of the school journey for children and encourage healthy, active sustainable modes Continue to manage day to day school travel planning work with schools and communities to identify problems and concerns
- 41 - Principal Objective: Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme: Core Paths
Walking and cycling are the most sustainable, healthy and affordable modes of transport. Today, however, we increasingly opt to use the private car over walking and cycling for shorter and shorter journeys, at the expense of our health and general fitness. This increasingly contributes to local congestion and perpetuates the issues that often deter walkers and cyclists in the first instance; reduced safety, noise, pollution and community severance.
Stirling Council believes that through education of the benefits of sustainable travel modes, combined with the necessary infrastructure to support those modes, then we can go some way to encouraging people out of their cars. The Stirling Council area has a reasonable basic provision for walking and cycling, as well as equestrian users, and this is further enhanced through the National Park. Our existing network of paths, linked footways and tracks is considerable with approximately 680 km of rights of way and over 157 km of cycle network.
We will continue to promote accessibility for all users in the Stirling Council area. This will be led to a large extent by the development and implementation of the Core Path Network for both the Stirling Council area (outwith the National Park) and the National Park Authority area. As part of the Core Path Planning process the National Park Authority and Stirling Council are working to similar timescales and strategic objectives. The adoption of the two authorities Core Path Plans, likely to be in late 2008, will support and enhance the existing network of paths for use by walkers, cyclists and equestrians across authority boundaries. These core paths will create a basic framework for all non-motorised user groups for the exercise of access rights throughout the area.
- 42 - Principal Objective Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme Core Paths
Sub - Objective SO10 Continue to maintain and extend a network of paths and facilities accessible to all including pedestrian, cycle and equestrian users
Policies P21 To produce a Draft Core Paths Plan by February 2008
P22 To adopt the Stirling Council Core Paths Plan by November 2008
P23 To implement the requirements of the Stirling Council Core Paths Plan starting in January 2009
P24 To strive towards a comprehensive and complementary high quality urban and rural path network for walkers, cyclists and equestrians, with suitable facilities and links to and between surrounding settlements
P25 To liaise and work in partnership with local organisations and key stakeholders to identify urban and rural path network issues, ensure that raised concerns are addressed and appropriate remedial action implemented
P26 Improve access and recreation opportunities to the countryside, whilst promoting responsible use, supporting rural economies and respecting current land management
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Raise awareness of Core paths and the Core Paths Plan Consult on the proposed Core Paths Plan Draft Core Paths Plan by February 2008 Work in partnership with TACTRAN to develop a Regional Walking and Cycling Strategy Continue to liaise and engage with community and walking, cycling and equestrian groups to gain a better understanding of their needs and implement measures to address these Improve the quality and provision of pedestrian and cycle signage with priority given to key transport links and trip attractors
- 43 - The council will monitor cycle use at various locations throughout the area, and utilise the Travel Plan process as a further means of providing walk and cycle count data
Principal Objective: Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme: Public Transport
The provision of attractive and convenient public transport services with supporting infrastructure and information are essential elements in a strategy that aspires to achieve area-wide sustainable travel.
Public transport generally suffers from the real and perceived issues of journey reliability, poor quality or infrequent services, and potentially overloaded services at peak times. A lack of direct routes and the need to interchange can also serve to discourage public transport use. The nature of the settlement pattern of the Stirling Council area with a main city and a number of surrounding small to medium-sized villages and towns, and thus a fairly dispersed population, means that it can be difficult to provide commercially viable services which operate frequently and fast enough to be of value to many people in more rural locations.
Bus
Stirling Council is all too aware of the challenges associated with increasing public transport use. Whilst the Council aspire to make public transport as frequent, safe, convenient and reliable as possible, there are a number of barriers to this, not least of which, budgetary constraints are a significant factor. In the past, the demand for quality and quantity of bus passenger services has been in competition. In order to ensure that the Stirling Council area had a reasonable coverage of service provision, there has perhaps been a trade off in the quality of service provided. This was by no means an ideal situation, but was regarded as the fairest alternative, given the limited funding available. Unfortunately the problems of the past are also the problems of today, and further budgetary constraints are compounding not only the quality aspect of bus passenger service provision, but the quantity aspect also. Stirling Council is now in the very difficult position of not only compromising the quality of services provided, but also having to reduce the quantity of services provided. The 24th April marked a reduction in bus services provided by the Council and First, following the results of a budget review for both parties. Indeed these service cuts represent the first time the Council has had to enter into network contraction and the biggest reduction in commercial services since the Council began in 1996.
On April 1st, the Government introduced concessionary bus travel for the elderly and mobility impaired on a National basis. The effects of the increase in people wanting to travel on the bus service network through and beyond Stirling, combined with the decrease in service provision has inevitably resulted in a number of difficulties for some travellers.
In times when the Government are promoting and encouraging moves towards sustainable travel, of which bus and public transport services are key, the budgets to provide these services are being cut. This makes the challenge for public transport provision harder than it has ever been. Despite these difficulties and challenges, Stirling Council will endeavour to balance the demand for bus services to the best of their ability, whilst striving to educate and encourage people to utilise the bus wherever practicable. It is only an increase in patronage and thereby revenue, which can redress the imbalance in the quantity and quality of service provision.
- 44 - Rail
Rail passenger journeys in the Stirling Council area are relatively well catered for with stations at Stirling, Bridge of Allan, Dunblane, Crianlarich, Tyndrum Lower and Upper Tyndrum. Stirling is one of Scotland’s premier rail stations, offering fast and frequent services to Perth, Inverness, Dundee, Aberdeen, Edinburgh and Glasgow, with ongoing connections to the broader national and international rail network. Bridge of Allan and Dunblane each have direct links with Glasgow (every hour) and Edinburgh (every half-hour). Crianlarich, Tyndrum Lower and Upper Tyndrum have direct links with Glasgow, Oban (from Crianlarich and Tyndrum Lower) and Fort William/Mallaig (from Crianlarich and Upper Tyndrum). There is at present one daily journey in each direction between Inverness and London via Stirling. The Council aims to ensure that this level of service is maintained and the viability of further development of the rail network, in particular longer distance routes, will be explored.
Taxis and Private Hire Cars
Taxis and private hire cars play an important role in public transport provision, in that they often complement the start and end of journeys by other modes. Stirling Council area currently has 66 taxis and 104 private hire vehicles. There are two Local Authority owned taxi ranks in the City Centre located on Dumbarton Road (approx.12 vehicle spaces) and Port Street (2 vehicle spaces), with a 6-month pilot scheme utilising a lay-by adjacent to the Bus Station. The Council works in conjunction with taxi and private hire car operators to improve services and address any issues for operators and users. The council also makes extensive use of taxis and private hire cars in delivering school transport and in meeting assisted transport needs.
Demand Responsive Transport
Since designation of the Loch Lomond & The Trossachs National Park in July 2002, expectations for the provision of high quality more sustainable transport options have been high. In relation to services within its area, Stirling Council aspires to meet these expectations over the next few years by means of a three level-strategy. The principals of this three-level strategy will be further explored in the National Park Transport Strategy, however, the notes below provide a brief introduction:
Level 1 – Gateway Services are concerned with getting people into the National Park, primarily from urban areas. Whilst services currently operate between Glasgow and Stirling and the main Gateways of Balloch (West Dunbartonshire), Drymen, Aberfoyle and Callander, existing frequencies may not be sufficiently attractive to ensure a significant modal split in favour of public transport. These routes are best suited to regular fixed-timetables services operating to an attractive frequency, ideally at least hourly through the day on Mondays to Saturdays. Stirling Council would aspire to increase service frequencies to this level in response to growth in demand over time, while eliminating changes of vehicle wherever possible.
Level 2 – Distributor Services are concerned with distributing people between the National Park gateways. In the Stirling Council area, this means (a) between Balloch (West Dunbartonshire), Drymen, Aberfoyle and Callander and (b) northwards from Callander to Lochearnhead, Killin, Crianlarich and Tyndrum. These routes are best suited to regular fixed-timetable bus services operating to an attractive frequency. While a 2-hourly frequency would suffice on these routes given the current level of demand, the council would aspire to increase the frequency to hourly over time as the market develops.
Level 3 – Demand Responsive Transport (DRT) Services are concerned with allowing residents and visitors alike to make journeys into and within the deep rural areas beyond the main gateways. Demand-responsive solutions can meet journey needs that a few fixed timetable journeys cannot. As well as allowing journeys within the deep rural area, DRT Services can also be important feeders to fixed-timetable Distributor and Gateway services. DRT Services should complement and not compete with them.
- 45 - The concept of DRT within the National Park would be based on a multi-operator, multi-funded service catering for a variety of journey needs, including access to healthcare, using a variety of different operators’ vehicles. In a pool of local operators, as long as someone has a 29-seat bus, someone has wheelchair accessible vehicles and someone has a cycle trailer, then these needs can be met without trying to cover a large area with one vehicle and without subjecting small operators to potentially ‘unfair’ subsidised competition.
The idea of DRT has been well received in community and operator meetings, and Stirling Council and the National Park Authority are keen to see such a scheme fully integrated into the local economy as well as into the regional and national transport network.
- 46 - Principal Objective Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
Theme Public Transport (bus, rail, taxi) Sub - Objectives SO11 Identify issues and work in close partnership to ensure that public transport services are closely attuned to local needs
SO12 Provide and maintain a network of socially desirable bus services to supplement the commercial network
SO13 Continue to improve the opportunities to move easily from one form of transport to another
Policies P27 The Council will continue to work with public transport operators to ensure that local rail, bus and community transport services are closely attuned to local needs and offer high standards of quality, integration, interchange and comprehensive facilities
P28 To provide the public with comprehensive, accurate and easily accessible travel information in a variety of formats for all journey stages
P29 To promote and improve awareness of public transport as a more sustainable and viable means of travel
P30 To implement demand responsive transport services for people with reduced mobility and access to public transport services to enable equality of access to services and facilities
P31 The Council will continue to work with taxi and private hire car operators to the ensure the public benefit from an accessible and high quality service with appropriate levels of supply for the area
P32 The Council will work in partnership with the Scottish Executive, TACTRANS, local authorities and public transport operators to promote and implement regional and national initiatives
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) To work with TACTRANS to develop and implement a Public Transport Strategy which will address all aspects of a sustainable and quality public transport network Continue to work closely with public transport operators to ensure provision of a comprehensive network with high quality facilities which address the needs of those with restricted mobility Develop a Public Transport Information Strategy
- 47 - Expand the provision, quality and ease of use of passenger transport information at bus stops, railway stations and interchange facilities Implement the routes hierarchy as developed for the National Park area for the movement of tourists and locals alike Work in partnership with passenger transport operators to raise awareness via marketing, advertising and media opportunities to promote travel by public transport Work in conjunction with TACTRANS to develop a high profile public transport marketing initiative Form a Taxi Working Group and work in partnership to develop agreed priorities and action plans for improvement of the service where practicable Examine the feasibility of introducing bus lanes and/ or shared-use lanes in Stirling City Work with rail industry stakeholders to encourage and assist in improvements to rail services and infrastructure, and in particular promote the use of the rail network for freight movements Liaise with Train Operating Companies to explore the feasibility and subsequently implement, where practicable, improved quality and provision of long distance rail services Investigate the feasibility of the installation of real time information facilities Investigate the feasibility of installing high quality electronic information system e.g. internet based, at key interchange locations Work in partnership with the Scottish Executive and Bus operators to obtain data in relation to concessionary travel patronage Work in conjunction with the Scottish Executive and Bus operators to develop and integrate SMART card technology for concessionary travel Work in conjunction with the Scottish Executive and Public Transport operators to introduce SMART card technology for integrated ticketing for all journeys - 48 - Principal Objective: Support and enable future development through sustainable transportation
Theme: Land Use Planning
The planning system at both a national and local level aims to address competing demands for resources and land, and achieve a balanced and sustainable outcome. The National Planning Framework for Scotland sets out a guide to improving connectivity and promoting sustainable land use and transport patterns, across Scotland until 2025. Planning and transport are intrinsically linked, and planning decisions are capable of influencing demand for transport whilst promoting accessibility and sustainable travel. Indeed, our planning policies support development that respects the environment, promotes public transport, walking and cycling and reduces the need to travel.
The Structure Plan and Local Plan will together seek to promote a land use framework which lends support to the National Planning Framework for Scotland. This will aim to promote land use, which reduces the need to travel, creates the right conditions for greater use of sustainable modes and restricts adverse environmental impacts. Land allocations should take account of transport opportunities and impacts, relating settlement strategy to the capacity of the transport network and identifying where economic growth or regeneration requires additional transport infrastructure. In addition, the planning system, through development control, allows for consideration of traffic impact and management measures in respect of major development proposals. The requirement to prepare a transport assessment for new developments, gives Stirling Council a degree of leverage in ensuring that developers adhere to the relevant planning policy, that the correct procedures are undertaken, impacts are appropriately mitigated and that fitting infrastructure is provided. Current Scottish Executive guidance on the Transportation Assessment process states that developers will be mandated to demonstrate transport delivery consistent with planning approvals and, provision should be made for possible future changes to be implemented in view of the outcomes of the monitoring process. This may be in the form of revisions to an associated Travel Plan or changes, for example, to bus services and local infrastructure. Stirling Council will strive to implement the guidance set out by the Scottish Executive to ensure that developments are sustainable and supported by sustainable travel, the scale, design and layout will influence travel to the site and that developers will fund the necessary infrastructure to enable this.
The Scottish Planning Policy (SPP) 17: Planning for Transport provides policy guidance and support to the Scottish Executive’s transport vision through the integration of land use, economic development, environmental issues and transport planning. Planning Advice Note (PAN) 75 accompanies SPP17 and sets out best practice advice and other information for identifying and assessing development proposals. The PAN advice refers to the integrated transport mode hierarchy identified in SPP17; walking, cycling, public transport and motorised modes, and provides specific advice in relation to each mode.
Given that most new development and changes of use will have some form of transport implication, the Transport Assessment and Implementation: A Guide document seeks to provide a better practice guide to help identify and mitigate the impacts. It sets out requirements according to the scale of development being proposed; from a minimal change requiring a simple transport statement or explanation of transport issues through to a major complex development where detailed technical analyses will be required.
The Council will utilise all current land use and transport planning guidance and supporting documents to facilitate the undertaking of appropriate transportation and accessibility assessment techniques by developers. This will go some way to ensuring that proposed travel- generating developments are sustainable, accessible and promote alternative modes of travel to the private car.
- 49 - Principal Objective Support and enable future quality sustainable development and transport
Theme Land Use Planning
Sub - Objective SO14 Work with the planning process to help reduce the need to travel, improve accessibility for all modes of travel and address the impact of new developments
Policies P33 Integrate policies that encourage walking, cycling and public transport into land use planning and transportation strategies, and into all complementary strategies including education, health and leisure
P34 To utilise the development control process to reduce the need to travel, whilst giving priority to sustainable travel modes as far as is reasonably practicable
Action Plan Short Term (0- Medium Term Long Term 5 years) (5-10years) (10+ years) Utilise the Development Control process to ensure acceptable geometrical, capacity and safety standards are achieved for the road network in relation to planning applications Utilise the development control process to ensure new developments encourage and enable access by foot and cycle with appropriate cycle facility provision where appropriate Utilise the City of Stirling traffic model to robustly determine the impacts of new or adjusted development on the existing road network The guidance established by the Scottish Executive in relation to land use and transport planning will be adhered to for all new development proposals Prepare guidelines for developers and internal use detailing the Council’s requirements for Parking Standards and Travel Plans in relation to new general and residential development The Council will ensure that developers will implement post development monitoring for all new development, where the size, scale and type of development in conjunction with TA outputs, is considered appropriate
- 50 - The Council will ensure that developers implement travel plans for all new developments requiring a transport assessment Revise the Development Roads Guidelines and Specification with regard to current guidance and policy moves, where places should be designed for sustainable travel Initiate an extensive marketing and awareness campaign to promote and explain structure plan polices and the LTS Review Development Control Parking standards and closer relate them to accessibility and provision of sustainable travel modes Utilise the Council Car Parking Standards to ensure appropriate provision of parking for cycle, motorcycle and disabled drivers The Council will ensure that developers fund any infrastructure provision and transport improvements required as a consequence of their development
- 51 - Monitoring and Review
The monitoring and Review element of the LTS is essential in determining the overall success of the strategy. Monitoring and reviewing the strategy allows us to assess the effectiveness of the action plans and policies and how successful these are in achieving our Principal and Sub- Objectives. A new monitoring framework has therefore been developed to support the Principal and Sub-Objectives that we have set for our strategy. These are based on the government’s shared priority themes for transport, as well as our overarching LTS vision.
We have established an overarching monitoring and review programme complementary to the overarching format of the LTS and which is applicable to the entire Stirling Council area. The proposed targets will be similarly applicable to the individual City Transport, National Park and Smaller Towns and Villages Strategies. Table 2, below, presents the indicators, baseline data and targets against the Principal Objectives of the LTS. The targets are ambitious but nonetheless realistic given the available funding and resources, and should be met by 2011 unless otherwise indicated.
Table 2. Principal Key Source Baseline Target Objectives Indicators
Promote safer Scottish Accident Total KSI 142 - 40% 2010 travel for all Road Safety Injury Child KSI 42 - 50% 2010 Target prevention Unit Slight Injury 31.6 - 10% 2010
Maintain and Parking Annual To be collected Lower the manage the Demand vs Survey differential existing transport Supply between supply network effectively levels and demand HGV’s on Annual To be collected X% decrease sensitive Survey routes
Bridge Bridge 85% complete 100% complete Inspections Assessment Programme
3 3 Air Quality AQMS / EU 40.3 ug/m NO2 40.0 ug/m NO2 Targets < 40.3 ug/m3 < 40.3 ug/m3 PM10 (City Centre PM10 (City Centre Site) Site) Park & Ride P&R Surveys To be collected X% increase Passengers and patronage Patronage + 2 P&R sites Increase transport Number of Public To be collected X% increase accessibility for DRT Transport people with Passengers Services restricted options Community Public To be collected X% increase Transport Transport Enquiries Services
- 52 - Number of Public To be collected X% increase low floor Transport buses Services
Increase travel Journeys to Annual To be collected X% decrease choices and school by car Surveys enhance linkages between different Modal Share Census Data 52% Car 46% Car means of travel to 13% Passenger 14% Passenger reduce the need for car use 14% Walking 16% Walking 1% Cycling 2% Cycling 0.4% Motorcycle 0.8% Motorcycle 18.6% PT 20.6% PT 1% Taxi 0.6% Taxi Number of Transport 2 Travel Plans Travel Plans to major Planning be developed for employer all major Travel Plans employers
SRtS Surveys To be confirmed X% increase Initiatives through Travel Plan Coordinator
Annual Public To be confirmed X% increase Number of Transport patronage of Bus Journeys Services subsidised services Annual Train To be collected X% increase Number of Operators patronage Rail Journeys
Public Travel To be collected X% increase Transport Information Information System Queries
Support and Development Development Last Revised in To include enable future Roads Control 200X provision for quality sustainable Guidelines Travel Plans and development and and post development transport Specification monitoring Development Development Last Revised in Inclusion of Control Control 200X parking for Parking disabled, cyclists, Standards motorcycles
- 53 - Funding
Whilst the precise level of Local Transport Strategy funding is still to be finalised, the table below provides an indication of the funding available over the first five years of the LTS. It should be borne in mind, however, that future year budgets are indicative only, given that these can be subject to change.
Table 3. Funding Source 2006/07 2007/08 2008/09 2009/10 2010/11 £ £ £ £ £
20mph and Safety Related 198,000
Cycling, Walking and Safer Streets 155,000 Public Transport and Safer Streets 180,000 200,000 200,000 200,000 200,000
PTF – Cycling and Station Access 1,390,747 PTF – East West Public Transport Corridor 1,227,000
Street Lighting 200,000 200,000 200,000 200,000 200,000 Bridges 350,000 350,000 350,000 350,000 350,000 Road Maintenance 1,000,000 1,006,000 1,006,000 1,006,000 1,006,000 Road Improvement 1,000,000 1,000,000 Vital Stirling 626,000
Regional Transport Partnership Funding 613,111
- 54 - Chapter 7. Road Traffic Reduction Report
The Road Traffic Reduction Act 1997 places a statutory obligation on Local Authorities to produce a Road Traffic Reduction Report. The Report requires to contain an assessment of the levels of local road traffic in the Council area and a forecast of growth in those levels. In addition, the report must also specify targets for the reduction in the absolute levels of local road traffic in the area or a reduction in the rate of growth of such traffic levels.
There are 101 rotational count sites across the Stirling Council area. Whilst congestion issues are predominantly associated with the City, and in the past the key focus has been on the determination of traffic levels in the immediate city centre, we have now developed a rotational programme for undertaking traffic counts across both the city centre and rural areas. This monitoring programme makes use of a collection of permanent and temporary counters, data available from the Scottish Executive counters for Trunk Roads, to cover area clusters on either annual, three yearly and five yearly time periods.
Stirling Council accepts the importance of reducing traffic levels and a key focus of this LTS is the promotion and encouragement of sustainable travel over private car journeys, in order to reduce traffic levels and alleviate congestion. Whilst we have set targets in Chapter 6 for encouraging mode share towards more sustainable means than the private car, we have inherited a less than comprehensive data collection history. This places us in a difficult position for assessing and predicting traffic growth and setting achievable and realistic road traffic reduction targets. On this basis, combined with a monitoring programme in its very early stages, it is proposed that a Road Traffic Reduction Report will be an action of this LTS.
- 55 - Appendix 1 Consultation Exercise Details
§ Stirling Assembly - workshop was held on 26 January 2002 attended by 65, representing Community Councils, local and national organisations. The Assembly did not suggest that any Aims or objectives should be deleted but suggested that there was some duplication and confusion of a wording. It was suggested that there was a need for the objectives to be SMART, i.e. Specific, Measurable, Achievable, Realistic and Targeted.
§ The output formed the basis of a questionnaire circulated to all Community Councils and local and national organisations.
§ Community council’s local and national organisations – questionnaires sent to Community councils and 83 local and national organisations e.g. RAC, Bridge of Allan merchants ass, AILLST Tourist Board, Forth Valley Health Board etc. Reponses were received from the Interim National Park Committee, Scotrail, SUSTRAN, SEPA, Rail Passenger Committee, Central Scotland Police, Paths for All, Cycle Touring Club Stirling Civic Trust. There was a low level of response (4 community Councils and 9 organisations) but the quality of responses was very high and extremely useful in helping reviewing aims and objectives.
§ Stirling Council - there was a workshop for officers from all services and a final session with representatives from the Assembly Steering Group, Environmental, Chief Executives and Technical Services to agreed the wording.
§ Feed back generally from 3 and 4 above confirmed the existing aims as being the right ones but emphasised that wording needed clarified and that aims should be seen to relate more closely to objectives. A detailed response will be sent back to those who responded summarising the comments and how they have been used.
§ The concepts include in the existing objectives were generally confirmed but there was a strong feeling that the working need clarification and “plain English”. It was also said that there was some repetition and more explanation of what topics each objective related to would be helpful.
§ The final draft aims and objectives as included in the report were presented to Highland Area Forum on 11 September. The main points made by the Forum were:
i) Maintenance should include rural issues as a topic area (this has now been included); and
ii) Further detailed consultation is best carried out at Stirling Assembly – this is re-iterated in the Community Council consultation. Community Councils will of course still be kept informed and any feedback will be used.
Stakeholder consultation has been undertaken at various stages of the LTS process and this has contributed to the final format of this strategy. In particular, we have worked closely with the Community Planning Process as a means of identifying key transportation issues associated with the various communities across the Stirling Council Area. This has contributed to the development of the LTS Policies and Action Plans in an attempt to mitigate the key transportation problems. We will continue to use the Community Planning Process as a means to evolve the LTS and ensure that arising issues are addressed accordingly. Consultation is an ongoing process, however, and there will be opportunity for all interested groups and individuals to comment on the final published document. An Annual Progress Report (APR) will be prepared each year to monitor progress towards headline targets. Key stakeholders are listed below: § Community Planning Partners § Stirling Council’s Management Team § Stirling Assembly Workshops and Presentations § Local Bus Companies § Freight Transport Association § Local Business Groups § Central Scotland Police § Scottish Executive and Transport Scotland § NHS Primary Health Care Trust § Community Councils § Disability and Mobility Impaired Groups § Cycling Groups § City Centre Initiative Group § Scottish Enterprise Forth Valley § Local and National Organisations § Neighbouring and Partner Authorities and Regional Transport Partnerships Appendix 2 LTS Framework Schematic Local Transport Strategy
Principle Objectives
PO1 PO2 PO3 PO4 PO5 Promote safer Maintain and manage the Increase transport Increase travel choices and Support and enable travel for all existing transport accessibility for people enhance linkages between future development network effectively with restricted options different means of travel to through sustainable reduce the need for car use transportation
Sub- Objectives P16 P3 SO1 SO2 P4 SO6 P17 SO7 SO14 P18 P5 P1 P2 P14 P15 P33 P34
SO8 P6 SO3 P7 P19 P20 SO9
P8 P21 P24 P9 SO4 P10 P22 SO10 P25
P23 P26
P11
SO5 P12 P13 P27 P30 SO11
SO12 P31 P28 SO13 P29 P12
Action Plans
National Park Stirling City Smaller Town Transport Transport and Villages Strategy Strategy Strategy Appendix 3 LTS Appraisal – SMART and STAG SMART Objectives?
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Principle Objectives Environment Economy Accessibility Safety Integration Comments
Promote safer travel for all + + + + +
Maintain and manage the existing transport network effectively + + + + +
Increased vehicle movements, notalways Increase transport accessibility for people with restricted options _ + + 0 + operatingtocapacity,will increase vehicle emissions.
All sustainable travel modesmayberegarded Increase travel choices and enhance linkages between different means of travel + + + 0 + as vulnerable with to reduce the need for car use associated personal safety risks.
Support and enable future development through sustainable transportation + + + + + Assessing LTS Sub-Objectives Against STAG
Sub- Objective Sub-Objectives Theme Environment Economy Accessibility Safety Integration Comments No.
Implementing schemes has Continuetoassessareasofconcernandimplement associatedvehicletripsandtherefore schemestoreducethenumberandseverityof SO1 Road Safety _ + + + + emissions. In addition, use of personalinjuryroadaccidentswithinStirlingCouncil's naturalresourcesforroadworksand area of influence repairs.
Continuetoreviewandmanagethetrafficsystemin SO2 ordertoplanandimplementschemestoimprovethe Traffic Management + + + + + safety and efficiency of the road network
Co-ordinateandimproveparkingprovision,controls SO3 Parking + + + + + and management throughout the Stirling Council area
Neutralimpactonaccessibilitygiven Workinpartnershiptominimisetheimpactoffreight Movement and thatthereisabalancebetween SO4 + + 0 + + movements Delivery of Goods accessibilty for people, and accessibility for freight deliveries.
Maintenanceworksgeneratevehicle Maintainandmanagetheroadnetworktocreatea emissions and use finite and/or SO5 Network Maintenance 0 + + + + safer, more serviceable and sustainable system naturalresourcesforroadworksand repairs.
Increasedvehiclemovements,not Tomaintainandextendinitiativestohelpthosewho SO6 Accessible Transport 0 + + + + alwaysoperatingtocapacity,will have limited access to travel options increase vehicle emissions.
Raisepublicawarenessoftransportationissues.In particular,raisetheprofileandpromotethehealth Allsustainabletravelmodesmaybe SO7 benefitsofsustainabletravel,throughacombination Travel Awareness + + + 0 + regarded as vulnerable with of educational and promotional materials and associated personal safety risks. supporting initiatives
Employers may regard TP's as Travel to Educational financially/resourceintensive. All Encourage Stirling Council's major employers to SO8 and Health Facilities + 0 + 0 + sustainabletravelmodesmaybe develop Travel Plans and encourage active commuting and Work regarded as vulnerable with associated personal safety risks.
Walking and cycling may be Workwithproviderstoincreasetheamountofsafer Travel to Educational regardedasvulnerablemodeswith SO9 walkingandcyclingtoeducational,healthandwork and Health Facilities + + + + + increased personal safety issues. facilities and Work This sub-objective is seeking to improve on safety.
Continuetomaintainandextendanetworkofpaths SO10 andfacilitiesaccessibletoallincludingpedestrian, Core Paths + + + + + cycle and equestrian users
Identifyissuesandworkinpartnershiptoensurethat SO11 publictransportservicesarecloselyattuendtolocal Public Transport _ + + 0 + needs
Busservicescontributetonoiseand air pollution. Contributes to the Provideandmaintainanetworkofsociallydesirable SO12 Public Transport _ + + + + economy in providing access to bus services to supplement the commercial network services;beingsubsidisedtheyare not economically efficient.
Assocaitednewinfrastructuremay havecostimplicationsintheshort Continuetoimproveopportunitiestomoveeasilyfrom SO13 Public Transport + + + + + termbutthebenefitswillcertainly one form of transport to another contributetotheeconomyinthe medium to longer term.
Workwiththeplanningprocesstohelpreducethe SO14 needtotravel,improveaccessibilityforallmodesof Land Use Planning + + + + + travel and address the impact of new developments How do sub-objectives meet principle objectives?
f f , f . l d d a e e e d y e d o a o e s n h e g g w l e m i o o t n o t s t a r l s v v n a h l e n e h n n i e h e h e t o i e i t n u a t t t i o o a t o l t t a n a d h i t s n i k r r m u d s o c s s s h r i a n e u i r c o c g i e t m t t s e t e u n r w a y e e e u h l t t o o a t u t v c s o m f r e n e S s e i y c o a s s o p o n o r u m p w r , o s c o l b l r h r l o t n y t l t m e l e c t e i o d e e e m m m n i y e h p a t e s i a n o l f o m f c t p g e h h h
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a i l l o m r a e i o t o e a t u h t n s n e g l t i n o c a r u i k a i t s a e e m o e e e n e i i c b l C n n t l r v a r e n n a b
l i a r i i m e e k s p r y i i w v p l p i u u u u t r e f o l m a w u t b e t y r a n o u w i t d a i v t r g d i a f a c o a o m n n n n u d o , r s i r l a l r t h i i r o h i i p i r y e o h a w s t n r r b m r m t c t t n k k t r t l k e t o i m l e e d o t e i i e l e r n o v l r s r r w g i p t h n t e e o n n - u o i n n c i r t a v d t d l s s e v v n f m m f m p p o i o o o a a e a o o o o h a o o t n r e o e e e n a e e a e f e e o a o o a o r n d h o m n m C i s S C i i n C c C W f M s T w R I h c m E d c W s a C p p I t t P d c C e W n o d Objective No. Principle Objectives SO1 SO2 SO3 SO4 SO5 SO6 SO7 SO8 SO9 SO10 SO11 SO12 SO13 SO14
1 Promote safer travel for all u u u u u u u u u u u u
Maintainandmanagetheexistingtransportnetwork 2 u u u u u u u u u u u u u effectively
Increase transport accessibility for people with 3 u u u u u u u u u u u restricted options
Increase travel choices and enhance linkages 4 between different means of travel to reduce the need u u u u u u u u u u for car use
Supportandenablefuture developmentthrough 5 u u u u u u u u u u u u u u sustainable transportation How do policies meet sub-objectives?
Themes Travel Ed, Network Accessible Land Use Road Safety Traffic Management Parking Goods Movement Travel Awareness Health Fac & Core Paths Public Transport Maintenance Transport Planning Work Sub-Objective Sub-Objectives P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 P15 P16 P17 P18 P19 P20 P21 P22 P23 P24 P25 P26 P27 P28 P29 P30 P31 P32 P33 P34 No.
Continue to assess areas of concern and implement schemes to reduce the number and SO1 uu uuu u u uu u severity of personal injury road accidents within Stirling Council’s area of influence
Continuetoreviewandmanagethetrafficsystem inordertoplanandimplementschemesto SO2 uu uuu u uuu uu uu uu uuu u uuu u improvethesafetyandefficiencyoftheroad network
Co-ordinate and improve parking provision, SO3 controlsandmanagementthroughouttheStirling uu uu u uuu uu u u uu u Council area
Work in partnership to minimise the impact of SO4 u uu uu uuu u u uuu u freight movements
Maintainandmanagetheroadnetworktocreate SO5 uu uuu uu uuu uuu uu uuuuuu u uuu u a safer, more serviceable and sustainable system
To maintain and extend initiatives to help those SO6 u uuu uu u uu uu uu uuuuuu uuuuuu uu who have limited access to travel options
Raisepublicawarenessoftransportationissues. Inparticular,raisetheprofileandpromotethe SO7 healthbenefitsofsustainabletravel,througha u u uu uuu uu u uuu uuu u uu combination of educational and promotional materials and supporting initiatives
EncourageStirlingCouncil’smajoremployersto SO8 develop Travel Plans and encourage active u uuu u uuu u uu commuting
Workwithproviderstoincreasetheamountof SO9 saferwalkingandcyclingtoeducational,health u uuu u u u uu uuu uu uu uuu uu and work facilities
Continuetomaintainandextendanetworkof SO10 pathsandfacilitiesaccessibletoallincluding u uuu u uuu uu uuu uu uuuuuu uu pedestrian, cycle and equestrian users
Identifyissuesandworkinpartnershiptoensure SO11 thatpublictransportservicesarecloselyattuned u uuu u u u uu u u u u uuuuuu u to local needs
Provide andmaintain anetwork ofsocially SO12 desirable bus services to supplement the u uuu u u u uu u u u u uuuu u commercial network
Continuetoimprovetheopportunitiestomove SO13 uuu uu uuu uuuuuu uuuuuu uu easily from one form of transport to another
Work with the planning process to help reduce the need to travel, improve accessibility for all SO14 u uuu uu uuu u u uu uuu uu uuuuuu uuu u uu modes of travel and address the impact of new developments Appendix 4 Local Transport Strategy – Council Wide Local Transport Strategy - Council Wide
Legend
Council Boundary
National Park
Stirling City Boundary
LTS Council A3
Scale 1,250,000 O
02461 Miles
Stirling Council 1000 20780 (2006)