LAND AT ABERDOUR, LOCAL DEVELOPMENT PLAN REPRESENTATION

04/02/2014

Land at Aberdour, Fife Local Development Plan Representation

04/02/2014

Client CALA Management Ltd

Consultant WSP UK Limited 7 Lochside View Park Edinburgh EH12 9DH

Tel: +44 (0)131 344 2300 Fax: +44 (0)131 344 2301 http://www.wspgroup.com

Registered Address WSP UK Limited 01383511 WSP House, 70 Chancery Lane, London, WC2A 1AF

3 | 32 Table of Contents 1 Introduction ...... 5 2 Drainage/Flood ...... 6 2.1 Foul...... 6 2.2 Surface Water / SUDS ...... 6 2.3 Flood Risk...... 6 3 Utilities ...... 7 3.1 Existing Utilities ...... 7 3.2 Water ...... 7 3.3 Gas ...... 7 3.4 Electricity ...... 7 3.5 Openreach BT ...... 7 4 Ground Conditions ...... 8 5 Ecology ...... 8 6 Transportation - Existing Conditions ...... 9 6.1 Pedestrian Facilities...... 9 6.2 Cycle Facilities ...... 12 6.3 Public Transport Facilities...... 13 6.4 Accessibility ...... 18 7 Transportation - Proposed Development ...... 20 7.1 Proposed Development ...... 20 7.2 Development Trip Generation ...... 22 7.3 Traffic Speed Review...... 26 7.4 Traffic Flow Review ...... 26 8 Conclusion ...... 27

Appendix A – Scottish Water PDE Response ...... 28 Appendix B – Aberdour Protection Zones ...... 29 Appendix C – Existing Utility Record Information ...... 30 Appendix D – TRICC Outputs ...... 31

Project number: 70002007 Dated: 04/02/2014 4 | 32 1 Introduction 1.1.1 WSP UK Limited (WSP) has been appointed by CALA Management Ltd (CALA) to provide engineering advice in support of the inclusion of Candidate Site LDP-ABD001 in the emerging Fife Local Development Plan (LDP) which is being promoted by Fife Council. 1.1.2 It is recognised that the site area is greater than that indicated within the MIR. A separate submission is being prepared by CALA to explain the deliverable extent of the site. This document should be read in conjunction with that submission. 1.1.3 The site is on the eastern edge of Aberdour and is located to the north and south of the A921 which routes through the site. It is considered that the site has the potential to be developed to contain around 80 residential units. 1.1.4 Figure 1 shows the site’s location in relation to the established village. Figure 1: Site Location

5 | 32 2 Drainage/Flood

2.1 Foul 2.1.1 The existing drainage within the eastern portion of the Aberdour settlement generally falls by gravity to the Aberdour Home Park Waste Water Pumping Station, which pumps to the south of Aberdour Primary School before discharging by gravity combined sewers to the Silversands Wastewater Treatment Works (WWTW), located 200m from the site’s south east boundary. Combined sewers cross the southern site area and approvals for localised diversions will be agreed with Scottish Water to complement the development masterplan. 2.1.2 Scottish Water have provided a response to WSP’s Pre Development Enquiry Application and this is presented in Appendix A. 2.1.3 Scottish Water have confirmed the existing Silversands WWTW requires to be upgraded to service the demands of the development and that growth funding, which is the responsibility of Scottish Water, is required. As noted in Scottish Water’s response some development should be viable in advance of any growth project being complete, and an agreed build out rate can be established with the developer. 2.1.4 The development will drain via a closed pipe gravity system and will discharge to the Scottish Water combined sewer network crossing the southern development area. Approvals will be obtained from Scottish Water with regard to points of connection at the appropriate time.

2.2 Surface Water / SUDS 2.2.1 All surface water will be treated on site via SUDS best practice prior to discharge to the existing unnamed watercourse located approximately 150m from the development south east boundary, prior to outfalling to the in accordance with SEPA guidelines. The existing site topography falls naturally to this location aiding the surface water design for the site. Consent will be sourced from the relevant authorities in relation to surface water outfall in advance of development. 2.2.2 It is noted that the coastline at Silversands is classified as Bathing Waters, and whilst the majority of the coastline west of Silversands is a Site of Special Scientific Interest (SSSI), Silversands itself does not hold any such classification. 2.2.3 Information in relation to the protection zones in the vicinity of the site is presented in Appendix B.

2.3 Flood Risk 2.3.1 The site is not in an area classified by SEPA as being of risk of flooding from either watercourses or the sea, and following a study of the SEPA flood map and the topography the site is anticipated to be considered of low risk. 2.3.2 The SEPA flood map can be viewed at http://map.sepa.org.uk/floodmap/map.htm. 2.3.3 A Stage 1 Flood Risk Assessment/Statement will be provided to support future planning applications.

Project number: 70002007 Dated: 04/02/2014 6 | 32 3 Utilities

3.1 Existing Utilities 3.1.1 WSP have sourced record of the existing utilities in the vicinity of the proposed development. This information is presented in Appendix C.

3.2 Water 3.2.1 Scottish Water have provided a response to WSP’s Pre Development Enquiry Application and this is Presented in Appendix A. 3.2.2 Scottish Water have confirmed that capacity is currently available for the development from the Glendevon Water Treatment Works. Connection can be taken from the water main infrastructure on Main Street, however Scottish Water have advised that loop connections may be required to the existing water infrastructure to maintain pressure. 3.2.3 Aberdour is serviced with local water infrastructure with 4” uPVC main present on Main Street, 3” Asbestos Concrete main at Morayvale and a 3” Cast Iron main at Humbie Terrace. To the north of the A921/Main Street there is a Raw Water Main plus a 400mm Ductile Iron trunk main, which crosses the northern site.

3.3 Gas 3.3.1 Aberdour is well served with gas infrastructure with low pressure mains located in the existing streets to the west of the development area. There is also an intermediate pressure main located beyond the sites northern boundary. Enquiries will be made with SGN at a later date with regard to the point of connection.

3.4 Electricity 3.4.1 Aberdour is well serviced with electrical infrastructure with high voltage cables present on the A921/Main Street, and low voltage servicing the existing dwellings to the west of the development. It is anticipated that a new substation located within the development could be serviced from the high voltage infrastructure on Main Street, however enquiries will be made with Scottish Power at a later date to confirm the point of connection.

3.5 Openreach BT 3.5.1 Aberdour is well serviced with existing Openreach BT (BT) infrastructure and there are underground assets in the immediate vicinity of the development. BT have confirmed that there are fibre optic cables along the A921 route and they are present at the site location. These assets will require investigation with regard to protection or localised diversions. 3.5.2 As Openreach BT have a universal obligation to provide a telephone service there are no connection problems anticipated.

7 | 32 4 Ground Conditions 4.1.1 The site is currently undeveloped, agricultural land, located at the eastern extent of Aberdour. The site slopes down in gradient from north to south. 4.1.2 Following a review of British Geological Survey (BGS) online mapping data, the underlying geology is likely to comprise Till (clay, sandy clay, clayey sand and gravels) overlying the Strathclyde Group (sandstone, siltstone, mudstone, some coal seams, ironstones and limestone). 4.1.3 Information on the Coal Authority website indicates that the site is not within a “Coal Mining Reporting Area” and therefore risks from historical and current coal mining activities are likely to be low. 4.1.4 Groundwater within the shallow and deep geology is reported by SEPA to be of good quality and the site is located within a drinking water source protection zone. 4.1.5 Potential sources of contamination, including ground gas, have not been identified from a preliminary review of the site setting and surrounding land uses are predominantly agricultural and residential, and therefore unlikely to represent a significant risk. 4.1.6 Overall, ground conditions at the site are unlikely to represent a significant risk to future residential development but it is recommended that a Phase I Desk Study is completed to support any future planning application and subsequently that an intrusive site investigation is undertaken to confirm the anticipated ground conditions.

5 Ecology 5.1.1 The site is land currently under agricultural tenure and as such, direct impacts to habitats are unlikely to be an issue. 5.1.2 The closest designated site is the Firth of Forth (SPA/SSSI/Ramsar). The proposals are very unlikely to have any effects upon this unless foraging qualifying species utilise the site. 5.1.3 There are no records from online databases/IGIS of any protected species present within the site boundary, although the adjacent scrub/woodland habitat would appear suitable for badgers. The woodland may also support bat roosts. 5.1.4 The woodland to the east of the site is a continuation of a habitat which is listed on the Semi-natural Ancient Woodland Inventory (SAWI). 5.1.5 Ecological constraints therefore appear very limited; work to confirm this would comprise standard desk study, Extended Phase 1 and a suite of protected species survey. Seasonal constraints to this survey work would likely be limited to the spring/summer months.

Project number: 70002007 Dated: 04/02/2014 8 | 32 6 Transportation - Existing Conditions

6.1 Pedestrian Facilities 6.1.1 A network of pedestrian facilities is provided throughout Aberdour with the local road network lit and subject to a 20 / 30mph speed limit. A minimum of one footway is provided adjacent to the majority of the local road network. 6.1.2 The site’s location in relation to the established pedestrian and cycle facilities is shown in Figure 2. Figure 2: Pedestrian & Cycle Facilities

6.1.3 A number of existing footways which are located in the vicinity of the site have been designated as Core Paths in Fife Council’s Core Path Plan. The residential area which is located immediately to the west of the site has a comprehensive network of footways and footpaths provided throughout. Photograph 1 shows the typical form of the facilities in the vicinity of the site.

9 | 32 Photograph 1: Footway provision on A921

6.1.4 Footways are provided on the northern and southern side of the A921 for a proportion of the site with one footway provided on the southern side of the road outwith the existing village limits which are supported by a 30mph speed limit and street lighting. The road is rural in nature, unlit and subject to a national speed limit to the east of the village limit and the form of this facility is shown in Photograph 2.

Project number: 70002007 Dated: 04/02/2014 10 | 32 Photograph 2: Footway provision on A921

6.1.5 In addition to the extensive footway network, a number of footpaths are provided in the vicinity of the site providing access to to the west and to the east which forms part of the . The local core paths include Silversands coastal path and Cullaloe Nature Reserve link. The network includes a footpath which outwith the eastern boundary of the southern site which is called ‘The Heugh’ and connects to the Fife Coastal Path. The footpath at Aberdour Harbour to Silversands coastal path is shown in Photograph 3.

11 | 32 Photograph 3: Footpath provision on coast

6.2 Cycle Facilities 6.2.1 National Cycle Route 76 (NCR76) is located approximately 400m to the west of the site routing along Main Street and Hawkcraig Road. The National Cycle Route can be accessed via Main Street and / or ‘The Heugh’ Core Path as shown on Figure 2. 6.2.2 NCR 76 runs from Berwick upon Tweed to Edinburgh, Stirling and with the route on both sides of the Forth.

Project number: 70002007 Dated: 04/02/2014 12 | 32 6.3 Public Transport Facilities 6.3.1 The nearest bus stops to the site are located on the A921 to the west of site in the vicinity of its junc- tion with Murrel Terrace. Shelters are provided at both stops and the location of the stops in addition to the routes of local bus services is shown in Figure 3.

Figure 3: Public Transport Facilities

6.3.2 The bus stops are supported by timetable information, the form of which is shown in Table 1.

13 | 32 Photograph 4: A921 Bus Stops

6.3.3 The sites north & south of the A921 are located within 400m of the bus corridor. Scottish Planning Policy confirms that ‘planning permission should not be granted for significant travel generating uses in locations which would encourage reliance on the private car and where access to public transport networks would involve walking more than 400m’. Figure 4 confirms that the whole of the site is located well within a convenient 5 minute walk of the existing bus corridor. A further improvement could be the introduction of bus stops in close proximity to the site entrance

Project number: 70002007 Dated: 04/02/2014 14 | 32 Figure 4: Bus Service Accessibility

6.3.4 Stagecoach operates the majority of bus services connecting the site with to the east, to the west and Edinburgh to the south. Table 1 summarises bus services.

Table 1: Bus Service Provision

Average Frequency (in mins) Bus Route Mon - Fri Saturday Sunday Number Peak Off-Peak Evening

7 / 7A Kirkcaldy - Aberdour - Dunfermline 20 20 60 20 60

X57 Kirkcaldy - Aberdour - Edinburgh 60 - - - -

15 | 32 6.3.5 Service 7 / 7A is a local service which operates regularly throughout the day providing a 35 minute journey to the centre of Dunfermline for employment, shopping and other facilities. Dalgety Bay and Inverkeithing are within a convenient 5 and 10 minute bus journey respectivity. 6.3.6 Service X57 provides an express service connecting Aberdour with the centre of Edinburgh. The service operates to Edinburgh in the morning peak returning in the evening peak providing future residents opportunity to access the city by bus. 6.3.7 Kirkcaldy is the largest population centre in Fife. Both services 7 / 7a and X57 serve Kirkcaldy which is timetabled to be around a 30 minute journey. 6.3.8 Ferrytoll Bus Park & Ride is located approximately 15 minutes from the site providing direct access to the centre of Edinburgh. Stagecoach and Citylink / Megabus operate local and express bus services from this facility. 6.3.9 The site is also located within a 10 minute (800m) walk of and can be accessed by a pedestrian / cycle route between Hawkcraig Road and the station. A fully surfaced and lit footpath provides access to this facility as shown in Photograph 5.

Photograph 5: Off street footpath to Aberdour Station

Project number: 70002007 Dated: 04/02/2014 16 | 32 6.3.10 First ScotRail operate services from the station providing direct access to a number of destinations including Kirkcaldy to the east and the centre of Edinburgh to the south. Table 2 summarises the frequency of services.

Table 2: Rail Service Provision

Average Frequency (in mins) Route Mon – Fri Saturday Sunday Peak Off-Peak Evening Aberdour - Dalgety Bay - In- verkeithing - South Gyle - 30 30 30 30 60 Haymarket - Edinburgh

Aberdour - Burntisland - 30 30 30 30 60 Kirkcaldy - Glenrothes

6.3.11 Services operate with a 30 minute frequency throughout the week with the centre of Edinburgh timetabled to be within a 40 minute journey of Aberdour. The rail service provides an alternative to the private car accessing employment opportunities in Edinburgh. Kirkcaldy is timetabled to be a 15 minute journey from Aberdour with Glenrothes with Thornton timetabled as a 25 minute journey.

17 | 32 6.4 Accessibility 6.4.1 A walking isochrones assessment has been undertaken to determine the accessibility of the site for pedestrians. 5, 10, 15 and 20 minute walking isochrones have been calculated from the site based on the existing pedestrian network and assuming a walking speed of 400m every five minutes. The result of the analysis is presented in Figure 5.

Figure 5: Pedestrian Accessibility

6.4.2 As can be seen from the above analysis, the nearest bus stops which are located on Main Street are well within a convenient 5 minute (400m) walk of the site. In addition, Aberdour Primary School is located within a 5 minute walk of the site providing excellent opportunity for future pupils living within the site, to access the school on foot. The centre of Aberdour which provides a number of convenience retail facilities is within a 10 minute (800m) walk of the site. 6.4.3 It is generally accepted that employees are willing to travel up to 20 minutes to access their place of employment by cycle. A cycle isochrones assessment has been undertaken to determine the accessibility of the site for cyclists. 5, 10, 15 and 20 minute cycle isochrones have been calculated from the site based on the existing road network and assuming a cycle speed of 1.5km every five minutes. The result of the analysis is presented in Figure 6. It should be noted that the isochrones assessment does not take account of the nature of the road network or topography which is likely to have a slight impact on the presented accessibility analysis.

Project number: 70002007 Dated: 04/02/2014 18 | 32 Figure 6: Cycling Accessibility Analysis

6.4.4 The analysis confirms that the whole of Burntisland is located within a convenient 20 minute cycle of the site and a proportion of Dalgety Bay providing opportunity for future residents to access local employment opportunities by cycle.

19 | 32 7 Transportation - Proposed Development

7.1 Proposed Development 7.1.1 It is proposed to develop the site to contain around 80 residential units spread over the two land parcels which are separated by the A921. 7.1.2 As previously highlighted, the site is well located in relation to existing bus stops and services. It is considered that the form and location of the existing bus stops will be suitable to serve the proposed development. Convenient pedestrian linkage will be provided between the internal and external pedestrian networks to ensure that future residents can conveniently access local bus stops on foot. An accessibility improvement measure could see the introduction of a bus stop adjacent to the site to improve the access for future residents. 7.1.3 The provision of convenient linkage between the development and pedestrian facilities which are located adjacent to the A921 as well as an informal link over the railway will also provide excellent opportunity for access on foot and bike to Aberdour Primary School. 7.1.4 It is proposed to provide up to 6 on-street parking spaces in the form of a layby located adjacent to the A921 on the north west boundary of the southern site. This will provide some informal parking for existing residents on the A921 who do not have access to off-street parking. 7.1.5 Vehicular access could be directly provided into the sites from the A921 and there is potential to take access from Humbie Terrace into the northern land parcel however it is accepted that access is too narrow for vehicular access. The formation of any access onto the A921, will require extension of the existing 30mph speed limit with associated street lighting provision. 7.1.6 The following five access options have been appraised to develop an access strategy for the proposed development: Access Option 1 – New priority junction into the northern land parcel from the A921; Access Option 2 – New priority junction into the southern land parcel from the A921; Access Option 3 – New roundabout to provide access into the northern and southern land parcels; Access Option 4 – New pedestrian / cycle connection into the northern land parcel from Humbie Terrace; and Access Option 5 – Provision of pedestrian / cycle access into the southern land parcel from the west utilising the Morayvale cul-de-sac adjacent to the site;

7.1.7 The five options have been appraised in terms of the Designing Streets Key Considerations of Safe & Pleasant, Easy to Move Around, Welcoming and Adaptable and Table 3 summarises the results of this appraisal.

Project number: 70002007 Dated: 04/02/2014 20 | 32 Table 3: Designing Streets Appraisal

Access Option Designing Streets Key Considerations 1 2 3 4 5 Accommodate Pedestrians and cyclists +3 +3 +3 +3 +3 Safe & Pleasant Achieve appropriate traffic speed +2 +2 +3 0 0 Reduce clutter 0 0 0 0 0 Connections within a place +3 +3 +3 +3 +3 Accommodate public transport +1 +1 +1 0 0 Easy to Move Around Junction designed with the considerations of pedestrians first +1 +1 +1 +3 +3 Welcoming Promote walkable neighbourhoods +3 +3 +3 +3 +3 Fully integrate street patterns with surrounding networks +3 +3 +3 0 0 Adaptable Street layouts should accommodate emergency and service vehicles +3 +3 +3 0 0

Analysis based on the following scale Major benefit +3 Moderate benefit +2 Minor benefit +1 No benefit or impact 0 Small minor cost or negative impact -1 Moderate cost or negative impact -2 Major cost or negative impact -3

7.1.8 Access Option 1 - priority junction serving the northern site from the A921 with associated footways. Location of the junction is linked to accessing the southern site. 7.1.9 Fife Council would not support a staggered priority junction serving both the northern and southern sites due to concerns over road safety and approach speeds to the village from the east. This is confirmed by speed survey recently undertaken (Table 9) on the approach to the village. 7.1.10 Access Option 2 - priority junction serving the southern site from the A921 and associated footways. This option is linked to Option 1 and the requirement to avoid a staggered priority junction onto the A921. There is currently a narrow footway on the south side of the A921 which will be improved for both pedestrians and cyclists. A priority junction closer to the western boundary of the site could be provided in conjunction with an extension of the 30mph speed limit signs further east. This would be subject to detailed design, consultation, and support and agreement from Fife Council Members, Officers and Police . 7.1.11 Access Option 3 - formation of a roundabout to provide access into the northern and southern sites. The roundabout would be a minimum of 28m in external diameter to accommodate larger vehicle movements such as buses and HGV’s. This option would enable both sites to be served by a single access. This option is supported by the Council’s Development Management Officer as it provides a formal entrance gateway to the village and will help address local concerns over road safety and speed. A mini-roundabout has been considered and discounted due to the approach speed, gradient of the A921, deflection of through traffic and low side road traffic generated from the development. 7.1.12 Access Option 4 - proposes forming a new pedestrian / cycle access through the extension of Humbie Terrace from its existing terminus, east into the site. Humbie Terrace is residential in nature being approximately 5.5m in width and subject to a 20mph speed limit. Murrel Road connects the road to the A921 and is also subject to a 20mph speed limit which is supported by speed cushions. This option is considered a safe route for pedestrians and cyclists through the extension of the existing footway into the site.

21 | 32

7.1.13 Access Option 5 - proposes forming a pedestrian / cycle link into the southern site from Morayvale cul-de-sac. The Council’s Development Management Officer would consider a safe route to school link to Aberdour Primary School. 7.1.14 Following a review of potential access options, it is considered that a vehicular access be provided into both sites as set out in option 3 (roundabout), with option 2 (priority junction – southern site), 4 & 5 as potential safe routes for pedestrians / cyclists. These options would be subject to further design, consultation and approval. It is proposed to discount Access Option 1 as the form of the junction does not address the local and council’s road safety and speed concerns on the A921.

7.2 Development Trip Generation 7.2.1 The nationally recognised and accepted method for predicting person trip movements for a development is to make use of trip generation databases which provide trip rates per unit based on similar developments. TRICS version 2014(a) has been used to estimate the magnitude of trips generated by each element of the proposed development. 7.2.2 The TRICS assessment was undertaken using the criteria summarised in Table 4.

Table 4: Trip Rate Selection Criteria

Land Use Trip Rate Criteria Residential • Lane use category: 'Land Use 03 ‐ RESIDENTIAL/A ‐ HOUSES PRIVATELY OWNED': • Multimodal trip rate surveys; • The region of Northern Ireland, Greater London, South East, the Republic of Ireland and Wales were excluded; • Weekday and weekend survey were extracted seperately; • Suburban area and edge of town were selected; and • Number of dwellings Range 50 ‐ 120 units selected.

7.2.3 Table 5 summarises the person trip rates and generation for the proposed residential development with associated TRICS outputs within Appendix D.

Project number: 70002007

Dated: 04/02/2014 22 | 32

Table 5: Person Trip Rates & Generation (up to 80 units)

AM Peak Hour (08:00 - 09:00) PM Peak Hour (17:00 - 18:00) Arrivals Departures Average Arrivals Departures Average Mode Trip Rate Generation Trip Rate Generation Mode Trip Rate Generation Trip Rate Generation Mode Pedestrians 0.033 3 0.183 15 21.0% 0.086 7 0.062 5 14.8% Cyclists 0.009 1 0.018 1 2.6% 0.021 2 0.010 1 3.1% Bus 0.013 1 0.025 2 3.7% 0.020 2 0.005 0 2.5% Rail 0.000 0 0.001 0 0.1% 0.002 0 0.000 0 0.2% Vehicles 0.150 12 0.399 32 53.2% 0.372 30 0.213 17 58.3% Passengers 0.032 3 0.168 13 19.4% 0.133 11 0.079 6 21.1% Person Trips 0.237 19 0.794 64 82 0.634 51 0.369 30 80

7.2.4 The above data suggests that a limited number of trips will be attracted to public transport services. The site is however considered to be in a highly accessible location adjacent to a high frequency bus service corridor and it is considered that public transport services will attract a greater proportion of future residents than that predicted by TRICS. 7.2.5 2011 Census data (UV 40 Method of travel to work or study - resident population) has been used to provide a comparison with the mode share extracted from the national TRICS database. Data has been extracted for the ‘Aberdour and Burntisland’ ward where the site is located. 7.2.6 Table 6 summarises the mode share as extracted from TRICS and from local Census data.

Table 6: Mode share comparison

Mode Share Mode Census TRICS Pedestrians 23% 18% Cyclists 1% 3% Bus 16% 3% Rail 8% 0% Vehicles 43% 56% Passengers 9% 20% Total 100% 100%

7.2.7 Census data confirms that a greater proportion of local residents travel by public transport when compared with the mode share identified nationally through the TRICS database. The following mode share is therefore considered to be more realistic to apply to development generated trips and this has been used for the purpose of this study. The mode share is subject to a detailed scoping exercise with Fife Council: Walking – 20% Cyclists – 2% Bus – 7% Rail – 7% Vehicles – 50%

23 | 32 Passengers – 14%

7.2.8 Table 7 summarises the person trip generation for the proposed residential development of up to 80 units based on the above mode share assumptions. Table 7: Revised Trip Generation

AM Peak Hour (08:00 - 09:00) PM Peak Hour (17:00 - 18:00) Mode Arrivals Departures Arrivals Departures Pedestrians 4 13 10 6 Cyclists 1 2 1 1 Bus 1 4 4 2 Rail 1 4 4 2 Vehicles 9 32 25 15 Passengers 3 9 7 4 Person Trips 19 64 51 30

7.2.9 The development is predicted to generate approximately 40 vehicle trips per hour at peak times. On average this equates to only over one vehicle entering or leaving the development every minute. Therefore due to the predicted low increase in vehicle movements there is not expected to be any detrimental impact on the residual capacity or operation of the local road network.

Weekday vs weekend

7.2.10 Aberdour is a popular tourist destination with attractions such as Silversands Beach and . The TRICS assessment extracted weekend multi modal trips and a comparison was undertaken between weekday and weekend trips using the revised trip generation figures. Figure 7 summarises the weekday and weekend trips for all modes.

Project number: 70002007 Dated: 04/02/2014 24 | 32 Figure 7: Weekday vs Weekend Trips

Weekday vs Weekend Trips 70 Weekday - Total Person 60 50 Weekend - Total Person 40 Weekday - Pedestrians 30 Weekend - Pedestrians movements 20 Weekday - Cyclists Trip 10 Weekend - Cyclists 0 Weekday - Bus Weekend - Bus Weekday - Rail

Time period Weekend - Rail

7.2.11 The weekend peak is between 11:00 – 12:00 and there is a moderate reduction in total person trips which equates to a 12% reduction in trips between 07:00 – 19:00. The trip generation from future residents on weekends will not have an adverse impact on existing attractions. The impact of the development will not have a negative impact upon established footways serving local attractions.

Employment Centres 7.2.12 The main employment centres within an approximate 30 minute drive of Aberdour are shown in Table 8 below.

Table 8: Employment Destinations (UV75)

Employment Destination Distribution % Edinburgh 82% Dunfermline 3% Cowdenbeath 1% Inverkeithing 1% Kirkcaldy 5% Rosyth 1% Glenrothes 6% Burntisland 1% Total 100%

25 | 32 7.2.13 Economic activity information for the area was obtained from reviewing 2001 census data as the 2011 data is currently unavailable. Dataset UV75 represents the workplace population for the census output ward areas and these are summarised and presented above. The data shows an approximate 80 / 20 split between the majority of employees travelling to Edinburgh and the remaining proportion of employees travelling to local towns for employment opportunities.

7.3 Traffic Speed Review 7.3.1 An automatic traffic counter (ATC) was installed on the A921 east of the existing 30mph speed limit signs and vehicle speeds were recorded over a week between the 15th and 21st January 2014. 7.3.2 Table 9 summarises the 85th percentile vehicle speeds by direction for the weekday average and 7 day average on the A921. Table 9: Vehicle Speeds

Scenario Eastbound 85th Per- Westbound 85th Per- (24 hour period) centile Speed (mph) centile Speed (mph) Weekday average 38 44 7 day average 37 44

7.3.3 As can be seen from the above, 85th percentile speeds are shown to be under the posted 60mph speed limit throughout the weekday average and 7 day average scenarios. It is noted that for the character and gradient of the A921 traffic speeds approaching the village from the east are considered high. 7.3.4 As expected, eastbound traffic speeds out of Aberdour are lower than westbound traffic entering Aberdour throughout the weekday average and 7 day average scenarios.

7.4 Traffic Flow Review 7.4.1 The ATC recorded traffic volume in addition to composition and speed. For the purpose of this study, traffic flow data has been converted to passenger car units (pcu’s) to enable it to be easily summarised. The total traffic flow on the A921 in both directions is summarised in Table 10. Table 10: Total Traffic Flow

Scenario Eastbound traffic Westbound traffic Combined (24 hour period) from Aberdour to Aberdour traffic flows Weekday average 3369 3725 7094 7 day average 2562 3152 5714

7.4.2 As can be seen from above, the 7 day average is lower when compared to the weekday average this reduction is attributed to the fact that the weekend trips are included in the recording of the data. The peak hour trips as a proportion of the total volume of traffic for the weekday average and the 7 day average is approximately 15%. 7.4.3 Figure 8 summarises the daily traffic flow profile (by direction) for the weekday average.

Project number: 70002007 Dated: 04/02/2014 26 | 32 Figure 8: Traffic Flow – Weekday

Weekday Average 400

350

300

250

200 Eastbound traffic from Flow (pcu's) Aberdour 150 Westbound traffic to Aberdour Traffic 100

50

0

Time

7.4.4 As can be seen from the above summaries, east and westbound traffic flows generate similar profile throughout the week. The two distinct weekday peaks indicate that the flows are tidal in nature during the week, with the westbound peak observed in the morning and eastbound peak in the evening.

8 Conclusion

8.1.1 We have demonstrated that development on the preferred sites is viable and measures outlined within this report to achieve this will improve the existing infrastructure of Aberdour. 8.1.2 The introduction of improvements to reduce vehicle speeds on the eastern approach to Aberdour will make Main Street a safer environment and encourage local walking and cycling to access services. 8.1.3 There are no environmental or ground constraints within the sites. 8.1.4 Development in close proximity to the existing Silversands WWTW will also instigate a growth funding project from Scottish Water, which will relieve the existing constraints on the existing Aberdour sewerage network. 8.1.5 The sites can connect to existing water, gas, electric and BT infrastructure. 8.1.6 The details outlined in this report support the sites within the emerging Local Development Plan.

27 | 32 Appendix A – Scottish Water PDE Response

Project number: 70002007 Dated: 04/02/2014 28 |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vW PIXXIV WLS[MRK GSRJMVQEXMSRERHSVGSRXVSP   =SYGSRJMVQXLEXHIZIPSTQIRXMWWYTTSVXIHF]XLIPSGEPTPERERHLEWSYXPMRI SV JYPP TPERRMRK TIVQMWWMSR F] [E] SJ TPERRMRK VIJIVIRGI -J TPERRMRK TIVQMWWMSR LEW FIIR VIJYWIH FIGEYWI SJ [EXIV ERHSV [EWXI[EXIV MWWYIW SRP]]SYWLSYPHGSRJMVQXLMWMR[VMXMRK   =SYGSRJMVQXMQIVIQEMRMRKSRXLIGYVVIRXTPERRMRKTIVQMWWMSR   =SYGSRJMVQTPERWEVIMRTPEGIXSQMXMKEXIER]RIX[SVOGSRWXVEMRXWXLEX[MPPFI GVIEXIH F] XLI HIZIPSTQIRX XLVSYKL E QMRYXI SJ EKVIIQIRX [MXL 7GSXXMWL ;EXIV%PXIVREXMZIP]EPIXXIVWLS[MRKGSQQMXQIRXXSQMXMKEXIRIX[SVOMQTEGX XLVSYKL4EVXMRZIWXQIRX[MPPGSRJMVQXLMWTSWMXMSR   =SY HIQSRWXVEXI ]SYV VIEWSREFPI TVSTSWEPW MR XIVQW SJ ERRYEP FYMPH VEXI [MXLMRXLIETTVSZIHHIZIPSTQIRX  8LIHIZIPSTIVWLSYPHFIEWOIHXSPMEMWI[MXL7GSXXMWL;EXIVVIKEVHMRKXLIFYMPHSYX VEXIEWMXWLSYPHFITSWWMFPIXSTIVQMXWSQIHIZIPSTQIRXFIJSVIXLIKVS[XLTVSNIGX MWGSQTPIXIH  *SYP 8SHMWGLEVKIXSI\MWXMRKGSQFMRIHWI[IV[MXLXLIGSRRIGXMSRTSMRXXSFIEKVIIH  7YVJEGI[EXIV 8SHMWGLEVKIXS79(7-JE79(7SYXPIXMWRIGIWWEV]XLIETTVSZEPSJ7)4%ERHXLI PSGEP EYXLSVMX] [MPP FI VIUYMVIH 2S WYVJEGI [EXIV WLSYPH HMWGLEVKI XS E 7GSXXMWL ;EXIVWI[IV  +IRIVEP *SYPERHWYVJEGI[EXIVMWXSFIWITEVEXIH[MXLMRXLIHIZIPSTQIRXEPPMREGGSVHERGI [MXL7I[IVWJSV7GSXPERHRH)H  7GSXXMWL;EXIV MWGSQQMXXIH XS EWWMWXMRK HIZIPSTQIRX MR 7GSXPERH ERH LEW JYRHMRK YRHIVSYVGYVVIRXMRZIWXQIRXTIVMSHXSYTKVEHISYV[EXIVERH[EWXI[EXIVXVIEXQIRX [SVOWLS[IZIVSYVVIKYPEXMSRWJVSQXLI7GSXXMWL)\IGYXMZIJSVSYVGYVVIRXMRZIWXQIRX TVSKVEQQI  WXEXIXLEXWLSYPH]SYVHIZIPSTQIRXVIUYMVI7GSXXMWL;EXIV RIX[SVOWXSFIYTKVEHIHXLMWGSWX[MPPLEZIXSFIQIXF]XLIHIZIPSTIV  -X MW MQTSVXERX XS RSXI XLEX 7GSXXMWL ;EXIV MW YREFPI XS VIWIVZI GETEGMX] ERH GSRRIGXMSRWXSXLI[EXIV [EWXI[EXIVRIX[SVOWGERSRP]FIKVERXIHSREJMVWXGSQI JMVWXWIVZIHFEWMW*SVXLMWVIEWSR[IQE]LEZIXSVIZMI[SYVEFMPMX]XSWIVZIXLI HIZIPSTQIRXSRVIGIMTXSJERETTPMGEXMSRXSGSRRIGX  -XVYWXXLEXXLIEFSZIMWEGGITXEFPI-J]SYLEZIER]UYIWXMSRWTPIEWIHSRSXLIWMXEXI XSGSRXEGXQIHMVIGXP]XSHMWGYWW   =SYVWWMRGIVIP]    )YER'EQIVSR 'YWXSQIV'SRRIGXMSRW%HQMRMWXVEXSV 8IP )YER'EQIVSR$WGSXXMWL[EXIVGSYO Appendix B – Aberdour Protection Zones

29 | 32 File: Created using iGIS, WSP's Online Mapping System Drawn By: UKATB001 Date Modified: 10/12/2013 09:05