Tayside and Central Scotland Transport Partnership
Park and Ride Strategy and Action Plan Contents
1 SETTING THE SCENE 3
1.1 National, Regional and Local Strategies 3
1.2 Strategic Objectives, National Outcomes and Single Output Agreements 4
1.3 Buses for Scotland 4
1.4 The Role of Park & Ride 5
1.5 The Need for a Regional Park & Ride Strategy 5 01
2 objectives 6
2.1 Park & Ride Objectives 6
2.2 Regional Transport Strategy Overarching Objectives 6
2.3 Park & Ride Planning Objectives 6
3 KEY Issues and GAPs 8
3.1 Introduction 8
3.2 Development Plans 8
3.3 Major Employers 9
3.4 Parking and Demand 9
3.5 Residents Parking 10
3.6 Economy 10
3.7 Traffic, Congestion and Air Quality Issues 10
3.8 Rural Catchments, Periperality and Access to Services 10
3.9 Interchanges 11
3.10 Other Demand Factors in Park & Ride 11
4 generation and appraisal of park & ride opportunities 12
4.1 Introduction 12
4.2 Option Generation 12
4.3 Option Sifting 18
4.4 Proposed Sites 18
4.5 Impact of Other Demand Factors in Park & Ride 18
tactran Tayside and Central Scotland Transport Partnership 5 Multi-modal and other best practice opportunities 22
5.1 Introduction 22
5.2 Multi-modal Opportunities 22
5.3 Other Best Practice Opportunities 23
6 THE STRATEGY AND ACTION PLAN 25
6.1 Introduction 25
6.2 Promote New Bus and Rail Based Park & Ride 25
6.3 Enhance Existing Bus and Rail Based Park & Ride Provision 25 7 STRATEGY APPRAISAL AND MONITORING 27
7.1 Introduction 27
7.2 Appraisal 27
7.3 Monitoring and Evaluation 28
Appendices 29
Appendix A Demand Forecasting and Option Appraisal 29
Tables
Table 1.1 Relevant national, regional and local policies 3
Table 4.1 Long list of proposed Park & Ride sites 13
Table A.1 Long list of sites with estimated peak demands in 2012 and 2022 29
Table A.2 Demand Forecasts for Broxden, Springkerse and Castleview in 30 Combination with Other Sites
Table A.3 Assessment ratings 32
Table A.4 Option Appraisal 33
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 1. Setting the Scene 1.1 National, Regional and Local Transport Strategies
Development of this Park & Ride strategy has been informed by the following national, regional and local policies.
Table 1.1 Relevant national, regional and local policies
National policies Transport (Scotland) Act 2005 Disability Discrimination Act 2005 Scotland’s National Transport Strategy Second National Planning Framework An Action Plan for Buses in Scotland SPP17 and PAN 75 Planning for Transport The Next Decade – A Tourism Framework for Government Economic Strategy Change Choosing our Future: Scotland’s Sustainable Air Quality Strategy for England, Wales, Scotland Development Strategy and Northern Ireland Regional policies TACTRAN Regional Transport Strategy Dundee and Angus Structure Plan NESTRANS Regional Transport Strategy Stirling and Clackmannanshire Structure Plan HITRANS Regional Transport Strategy Perth and Kinross Structure Plan SEStran Regional Transport Strategy SPT Regional Transport Strategy Local policies Stirling Council Local Transport Strategy (2006) Cairngorms National Park Plan Stirling Council City Transport Strategy (2007) Perth and Kinross Local Transport Strategy (2000) Stirling Council Smaller Towns & Villages Local Dundee Local Transport Strategy (2000) Transport Strategy (in production) Stirling Council National Park Transport Strategy Angus Local Transport Strategy (2000, currently (in production) under review) Loch Lomond and the Trossachs National Park Angus Public Transport Information Strategy Plan (2005)
Several existing local strategies and studies have highlighted the potential role of Park & Ride in transport policy across the TACTRAN area, as follows:
• the Central Dundee Car Parking Strategy Measure SPSP6 states a desire to “bring forward proposals for the provision of Park & Ride facilities”
• the City Transport Strategy for Stirling includes Park & Ride at Springkerse and Castleview in its base strategy elements. Both of these sites have been progressed. The “Do Something” strategy elements include a Park & Ride / express bus interchange facility at Pirnhall / Corbiewood and rail- based Park & Ride at a new station at Bannockburn
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership • Stirling Council’s Parking Strategy views Park & Ride for the City of Stirling as a key element
• Perth and Kinross Council has no current Parking Strategy but has three Park & Ride sites in operation already and are enthusiastic about the provision of future sites. 1.2 Strategic Objectives, National Outcomes and Single Output Agreements
The Regional Transport Strategy (RTS) was approved by the Scottish Ministers in June 2008. It shows how regional transport can contribute to achieving the Scottish Government’s Strategic Objectives and National Outcomes and assist Local Authorities to achieve their Single Outcome Agreements. In addition, an associated Delivery Plan will be produced that details the schemes proposed and the finance required to deliver the objectives of the RTS 1.3 Buses for Scotland
In September 2008 the Scottish Government published Progress Through Partnership: A Guide for Local Authorities, Regional Transport Partnerships and Bus Operators. This aims to provide information and advice on bus policy and its implementation. It identifies a number of key actions to encourage people out of their cars and onto more sustainable transport. These are:
• Park & Ride
• Bus and Land-Use Planning
• Bus Planning Forums
• Travel Plans, and
• Integrated Ticketing. 1.4 The Role of Park & Ride
The geography of the TACTRAN region with three thriving and increasingly prosperous cities serving a large rural hinterland provides good conditions for developing Park & Ride / Park & Choose schemes. In addition, the region’s position at the heart of Scotland also means there is significant scope for developing longer distance Park & Ride operations to cater for more strategic travel by bus or rail.
These Park & Ride initiatives can assist in providing necessary links for the movement of people on which the region’s economy and social well-being depends.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 1.5 The Need for a Regional Park & Ride Strategy
This strategy sets out to complement and expand the RTS aspirations to:
• maximise the potential for enhanced Park & Ride / Park & Choose networks in the Perth, Stirling and Dundee areas, including “Inter-Urban” Park & Ride allowing for longer distance travel on bus and coach
• liaise with Transport Scotland, Network Rail and First ScotRail to support a review of station car parking provision aimed at encouraging modal shift in favour of rail
• support the development of a new Park & Ride station at Bannockburn • ensure that the specific needs of disabled people and other disadvantaged groups in accessing and using rail stations are addressed.
Existing Park & Ride
Currently there are five bus-based Park & Ride sites operating in the region. These sites are:
• Perth (Broxden) Park & Ride – located on the A9 west approach to Perth, adjacent to the Broxden Roundabout. This site has recently been expanded and now has a parking capacity of 370 spaces. It caters for both local Park & Ride into Perth and strategic Park & Ride to the 4 main cities in Scotland
• Scone Park & Ride – a small site on the A94 northern approach to Perth with parking capacity of 50 spaces
• Springkerse Park & Ride – a site situated south east of Stirling city centre with a parking capacity of 250 spaces
• Castleview Park and Ride - located on the north west outskirts of Stirling near Junction 10 of the M9 with an initial parking capacity of 200 spaces
• Kinross Park & Ride – located adjacent to Junction 6 of the M90 and in the main caters for strategic Park & Ride to locations further afield. It also provides a public transport hub connecting local services to the express coach network.
Many of the region’s rail stations also provide opportunities to Park & Ride. Well used stations include Dunblane, Bridge of Allan, Montrose, Arbroath, Perth and Stirling.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 2. Objectives 2.1 TACTRAN Park & Ride Objectives
Park & Ride objectives developed through analysis and consultation, reflect the appropriate RTS objectives, to maintain consistency between the two strategies. 2.2 Regional Transport Strategy Overarching Objectives
The six overarching objectives of the RTS are:
• Economy: To ensure transport helps to deliver regional prosperity.
• Accessibility, Equity and Social Inclusion: To improve accessibility for all, particularly for those suffering from social exclusion.
• Environment: To ensure that the transport system contributes to safeguarding the environment and promotes opportunities for improvement.
• Health and Well-Being: To promote the health and well-being of communities
• Safety & Security: To improve the real and perceived safety and security of the transport network
• Integration: To improve integration, both within transport and between transport and other policy areas 2.3 Park & Ride Planning Objectives
Planning objectives have been developed for the Park & Ride Strategy that reflect and nest within the RTS overarching objectives, as follows:
Economy
1. To ensure that Park & Ride improves access to town / city centres and areas of employment, helping to support economic growth.
2. To improve the efficiency and reliability of the transport system through reduced town and city centre traffic levels and associated economic costs.
Accessibility
3. To improve access to health, leisure and retail facilities by Park & Ride.
4. To improve the physical accessibility of the transport system through the provision of increased Park & Ride.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Environment
5. To respect the built environment through reducing the need to build new town and city centre car parks.
Health and Well-Being
6. To help limit / manage travel by private car in urban areas to help meet statutory air quality requirements in the TACTRAN area.
Safety & Security
7. To provide the highest levels of safety and security of passengers and vehicles when using Park & Ride.
Integration
8. To ensure Park & Ride facilitates integration and is accessible by all modes of transport.
9. To ensure integration between land-use planning and provision of public transport.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 3. Key Issues and Gaps 3.1 Introduction
A substantial examination of the existing and potential issues in the TACTRAN region was carried out during the preparation of the RTS. The RTS identified Park & Ride as an approach which might help to address a number of these. The Park & Ride Strategy gives a summary of the pertinent issues identified through the RTS and a detailed examination and audit of existing provision in the region, and these are outlined below.
A separate Audit Report to support this Park & Ride Strategy is available at www.tactran.gov.uk. 3.2 Development Plans
An examination of the relevant Structure and Local Development Plans, supplemented by discussions with Land Use Planning officers in each of the constituent Councils, has identified that significant areas of the region are undergoing considerable development and / or redevelopment. A summary of the most relevant of these is given below.
Dundee
Dundee’s population has been falling in recent times and the emphasis of land use planning is on reversing population decline, through residential regeneration and providing high quality employment opportunities. As such the bulk of the planned residential development will be on brownfield sites. However, there is also a desire to increase the choice of housing available and to increase the overall quality of the housing stock and there are significant proposals for village type developments around the margins of the city, especially to the west.
Employment proposals within the central area are also predominantly located on brownfield sites, mostly at the Waterfront. In addition, there are edge of town plans to the north of the city and, more importantly, in the Western Gateway area. Within the city itself levels of public transport usage and accessibility are high and many of the trips generated by new development may be made by non-car modes. The larger issue is likely to be one of increased commuter flows, particularly into the substantial business developments on the western side of the city which are not as well served by public transport.
Perth
Perth & Kinross Council has plans for 6,060 new houses in and around Perth by 2020. While many of these sites are likely to be found on brownfield land and would not be expected to have a major impact on the transport network there are major developments proposed in the Almond Valley area to the northwest of Perth (between Almondbank and the Inveralmond Industrial Estate) and commenced at Oudenard (east of Bridge of Earn). In addition there are proposals for considerable business development though this is likely to be spread over a number of sites. Perth’s central core is small and tightly bounded with little scope for expansion. There is already considerable congestion and pressure on parking which is expected to increase in the light of continuing population growth and development.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Stirling
In and around the City of Stirling there are plans for 4,700 new houses, 19,500m2 gross floor area of retail and 356,000m2 gross floor area of other employment by 2015, with the majority to be situated in the Stirling Major Growth Area to the southeast of the Bannockburn Interchange (M9, Junction 9). There are plans for significant employment development, particularly around the Castle Business Park in the west, Broadleys and Springkerse in the east, in the Stirling Innovation Park to the north and around the Bannockburn Interchange in the south.
Urban Catchment Areas
Additionally, developments in the wider area will affect demand for travel to and from the urban areas in the region. Housing development in Angus, as well as in Fife, Clackmannanshire and other Council areas bordering the region, have the potential to increase commuter flows into TACTRAN’s urban centres. Major employment developments, for example the new hospital at Larbert, are likely to create outbound commuter flows. All of these developments have an influence on the demand for Park & Ride. 3.3 Major Employers
Major employers in new buildings are generally required to plan their sites with sufficient parking and to have a Travel Plan in place that seeks to encourage the use of other modes such that parking demand is managed and kept down to the available supply. As a result it is generally major employers in older buildings that put the most pressure on shared parking space. However, as these tend to be in central locations they could be well served by Park & Ride. 3.4 Parking and Demand
At the time of the last survey, in 2004, levels of parking demand in Perth were very high. Occupancy of the 5,260 spaces was as high as 83% at weekends and 59% on weekdays.
Demand for parking in the 5,100 spaces available in off-street car parks in Dundee City is locally high though overall usage (based on VMS data covering 4,600 spaces) is up to 65% of capacity. However, this includes the Greenmarket car park which has been built in advance of the removal of other car parking from the Waterfront area.
There are approximately 5,000 parking spaces available in Stirling. A major issue with parking provision is that all of the main car parks are accessed from the same roundabout, resulting in problems of traffic congestion.
While there is generally spare capacity in parking provision in all three centres, visitors who try to access popular locations near to key destination points will have difficulty in finding a space and all three urban areas are expected to be subject to increasing demand for parking in future.
There are a number of specific non-central locations where parking demand is very high. These include Dundee’s Ninewells Hospital, where a residents parking scheme is in place to limit overspill problems in the surrounding streets, and Stirling’s Royal Infirmary, though problems at the latter should decline as services move to the new site at Larbert. On-street commuter parking is an issue in areas adjacent to Dundee’s city centre controlled parking zone.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Finally, there are a number of rail station locations where parking demand is high and / or parking is spilling out into the surrounding streets. Notable amongst these are Dunblane and Bridge of Allan. 3.5 Residents Parking
City centre residents compete with commuters for parking. Residents parking schemes are commonly required where there is pressure for space. Dundee, Stirling and Perth all have central residents parking schemes, with Dundee currently also having a residents parking scheme adjacent to Ninewells Hospital. 3.6 Economy 10 11 Notwithstanding the spare parking capacity in the region’s urban centres, it is perceived that the there are difficulties in parking at the desired central locations, it is expensive to park and congestion adds to the journey time in the car. All of this can have a negative impact on the image of cities, reduces city centre vitality and adversely affects economic growth. Park & Ride not only provides a practical solution but also has a positive image. 3.7 Traffic, Congestion and Air Quality Issues
Traffic levels in Dundee, Stirling and Perth have been rising in recent years leading to increasing levels of congestion and congestion related delay. This causes irritation and inconvenience to drivers and results in delays to buses and reduces the reliability of bus services. Air quality issues are often associated with high traffic levels and are found locally within all three cities.
The entire Dundee City Council area has been declared an Air Quality Management Area (AQMA) due to levels of nitrogen dioxide in excess of national limits. Similarly an AQMA covers the built up area of Perth. Pollutant levels in Stirling do not currently exceed national limits. 3.8 Rural Catchments, Peripherality and Access to Services
Dundee, Perth and Stirling all have large rural catchments. Residents in these areas typically have to travel further than average to reach services and many are attracted into the urban centres. Bus services can be infrequent across much of the rural areas and, in terms of cost, convenience and journey time, may have difficulty in competing with private car use. Parking charges can contribute to the cost of private car use meaning that many rural dwellers have no readily available low cost and convenient means of accessing essential services.
Dundee and Perth, and to a lesser degree Stirling, suffer from both real and perceived peripherality. This is less of an issue in Stirling as it is less than an hour’s journey from both Edinburgh and Glasgow. Dundee and Perth are more than an hour’s travel time from both Edinburgh and Glasgow by public transport. It is possible to drive from Perth to Edinburgh in less than an hour but traffic congestion in Edinburgh’s centre pushes the majority of trips over this threshold. From the rural areas of Angus, Perth & Kinross and Stirling travel times into external major centres will be much longer although trips from parts of northern Angus to Aberdeen can be made inside an hour. This indicates that rail-based Park & Ride has a role in reducing peripherality
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 3.9 Interchanges
High quality interchange facilities are generally only available at city centre interchanges and at bus and rail stations. This means that currently interchange mainly occurs in city centres with public transport users forced to travel into the centre to interchange for a journey onto their final destination. The provision of in the number of high quality, well located interchanges would increase the options available to public transport users. 3.10 Other Demand Factors in Park and Ride
In addition to the location of sites and the site facilities, other factors remote from the site can have 10 an influence on the demand for Park and Ride. These include increased city centre parking charges; 11 reduced provision of parking in city centres; extending on-street parking controls in the city centre and adjoining areas; and implementing bus priorities to provide faster Park and Ride bus journey times.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 4. Generation and Appraisal of Park & Ride Opportunities 4.1 Introduction
The opportunities available to expand Park & Ride in the region have been identified and assessed. Full details are given in the Demand Forecasting and Option Appraisal Report available at www.tactran.gov.uk. 4.2 Option Generation
12 Option generation and appraisal assessed opportunities for enhanced Park & Ride networks in the region. 13 Possible sites were identified and their performance was assessed against the planning objectives together with operational feasibility, deliverability and forecast demand.
Best practice indicates that local sites are best located on settlement boundaries. Sites within settlement boundaries tend to be less successful as users often have to cope with traffic congestion on the approaches to them and sites well outside settlement boundaries suffer from longer bus travel times, higher bus running costs and tend to suffer from a perception of lower convenience, although interurban Park & Ride facilities work in certain circumstances e.g. Ferrytoll, Kinross.
In addition, land within settlement boundaries in Dundee, Perth and Stirling is generally designated as protected green space or is already allocated to housing or economic development. Land beyond the settlement boundaries is more readily available but much is designated as being environmentally sensitive. This means that the range of sites available for local Park & Ride or Park & Choose is strictly limited.
Strategic sites present less of a problem. This is primarily because they would be expected to be smaller but also because they tend to lie in more rural areas with greater areas of land potentially available.
Using information gleaned from the identification of issues and gaps and following discussions with Angus, Dundee City, Perth & Kinross, and Stirling Council officers, a number of potential local sites were identified, as were a number of existing rail station locations where parking demand is outstripping the available supply. Additional strategic sites were identified on the basis of existing long distance bus routes and there are three new stations proposed at Dundee West, Bannockburn and Bridge of Earn / Oudenard. Finally, a site to the south of the Tay Bridge, within the SEStran region is being assessed jointly by SEStran and TACTRAN.
The full list of sites is summarised in Table 4.1 and illustrated in Figure 4.1 to Figure 4.4.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Table 4.1 Long list of proposed Park & Ride sites
Strategic regional sites (new or enhanced provision) R1 Tyndrum / Crianlarich long distance buses / coaches interchange R2 Pitlochry long distance buses / coaches / trains R3 Forfar long distance buses / coaches R4 Brechin long distance buses / coaches R5 Proposed Dundee West Station trains / local buses (see D1) R6 Proposed Bridge of Earn / Oudenard Station trains R7 Proposed Bannockburn Station trains 12 R8 Dunblane Station trains 13 R9 Bridge of Allan trains Sites around Dundee D1 A90 (W) Invergowrie Park & Choose (bus) trains / local buses (see R5) D2 A90 (W) Invergowrie Park & Ride (bus) local buses D3 A90 (W) Dundee Western Gateway local buses D4 A923 Muirhead local buses D5 A90 (N) Inveraldie local buses D6 A90 (N) Fintry local buses D7 A92 (E) Monifieth local buses D9 A92 (S) South of Tay local buses Sites around Perth P1 A9 (NW) Ruthvenfield local buses P2 A85 Huntingtower local buses P3 A9 (N) North of city local buses P4 M90 / A90 (E) local buses P5 M90 / A90 (W) local buses P6 A912 HMP Perth local buses Sites around Stirling S1 A91 Corbiewood Stadium local / long distance buses S2 A872 Glasgow Road / Pirnhall Road local / long distance buses S3 M9 / A872 - SE of roundabout local / long distance buses
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 14 15
Figure 4.1 Strategic regional sites
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 14 15
Figure 4.2 Sites around Dundee
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 16 17
Figure 4.3 Sites around Perth
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 16 17
Figure 4.4 Sites around Stirling
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 4.3 Option Sifting
Demand forecasting and STAG type appraisal have been used to identify and take forward options to the Demand Forecasting and Option Appraisal Report.
Strategic Sites
The STAG type appraisal of the strategic bus and rail station sites indicates that rail station sites best support the study objectives. Site R1 at Tyndrum / Crianlarich is primarily intended as a coach interchange; as a Park & Ride site it attracts little demand and hence scores poorly against the planning 18 objectives. Park & Ride sites at Pitlochry, Forfar and Brechin also generate little demand and score less 19 well in the STAG appraisal.
Although the forecast demand is too low to justify the provision of new full scale Park & Ride sites at these locations, there is an opportunity to monitor ad-hoc parking near long distance stops with a view to providing appropriate and more formal car parking provision as necessary.
Sites R5 West of Dundee and R7 Bannockburn are proposed new rail sites and demand forecasting indicates levels of demand that warrant further investigation. The best opportunity to take forward these station proposals for further development is as part of the Tay Estuary Rail Study. The opportunity to examine the need for a new station at Bridge of Earn (Oudenard) would be best taken forward in connection with Inverness to Edinburgh proposals.
The opportunity to increase Park & Ride car parking provision at existing rail station sites R8 Dunblane and R9 Bridge of Allan, where demand appears to be at or greater than current capacity, will be progressed in consultation with First ScotRail and Network Rail.
Dundee Sites
Around Dundee, the Park & Ride site with the largest forecast patronage and best supports the study objectives is D9, south of the Tay Bridge. The opportunity for a site in this location is being assessed jointly by SEStran and TACTRAN. The site has the potential to offer competitive bus journey times to the city centre particularly if implemented with bus priority measures. The site also provides a more limited benefit to the Ninewells Hospital and Dundee Technology Park area, a major centre of growth in the city.
Provision of a Park & Ride site within the Dundee Western Gateway development (D3) is also considered viable as it has the second highest predicted patronage and is ranked second amongst the Dundee local sites. As well as serving the city centre, a site here is well placed to provide overspill parking for the Dundee Technology Park and Ninewells Hospital. Bus services using the site have the potential to make use of a new bus only link between the two locations, providing buses with a new route to the city centre and possibly linking to the Park & Ride site south of the Tay Bridge at D9. The site could be accessed from the existing Swallow Junction although the provision of an eastbound off-slip to the west of the junction could allow Park & Ride customers to bypass peak period queues at the roundabout.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership The site on the A92, near Monifieth (D7) had the third highest predicted patronage overall. This site initially shows similar demand to D3 but the longer term forecast is for lower growth, hence site D3 will be taken forward in advance of this one.
To the north of the city, the provision of a Park & Ride site at Inveraldie (D5) would require a major new junction on the A90. In addition, its relative distance from Dundee results in reduced demand and the need to provide additional buses to maintain an appropriate service frequency.
The costs associated with these issues mean that site D6 at Fintry is the preferred site to the north of the city. However, this will be considered as a longer term possibility and will be reassessed once other sites around the city have been established. 18 19 Site D4 Muirhead generates little Park & Ride demand and scores relatively poorly against the planning objectives. In addition, this site would be located close to a residential area making it less acceptable than other potential sites. Consequently, this site will not be taken forward at this stage.
Perth Sites
Around Perth, the existing Broxden site captures demand from a large catchment given its proximity to the strategic road network.
Sites P4 and P5 (M90/A90 (E/W)) have potential to generate the largest demand of the Perth sites. Although the corridor route for the bus service from P4/P5 to Perth centre is congested with limited scope for bus priority measures in the short to medium term, it does offer a viable bus route into Perth centre. In addition, in the longer term this route would benefit from the proposed A9 to A94 link road and Tay Crossing as this is forecast to reduce congestion significantly on the bus corridor from P4/P5 to Perth centre and therefore assist in providing a quicker and more reliable bus journey in the future. Of the two sites P4 and P5, P4 is favoured as it has more land available for expansion.
For sites that generate less demand P3 carries the least likelihood of abstraction of trips from Broxden. P3 is desirable because it has good potential to satisfy the planning objectives, incorporate bus priority and allow for bus access into currently un-served areas. There is also an opportunity to consider site P3 within an overall land use masterplan for the area near the A9 north of Perth. However, P3 is likely to be a longer term prospect as, in addition to it requiring to be considered as part of the land use Masterplan, it also relies on the A9 junction of the proposed A94 to A9 link road being in place to provide access to the Park and Ride Site.
Given the aforementioned both sites P4 and P3 should be taken forward, with P4 given priority as it has potential to operate successfully in the short to medium term as well as being a longer term beneficiary of the A9 to A94 link road.
Site P6 on the A912 Edinburgh Road in Perth, is attractive to bus operators and the route could be enhanced with new bus priority measures. However, the restricted junction on the M90 limits its catchment to south of Perth only. The site is also considered to be too close to the centre of Perth to be attractive for Park & Ride and is not to be taken forward at this stage.
Sites P1 and P2 attract relatively low levels of demand and do not score highly against the Park & Ride objectives. Consequently, they will not be taken forward at this stage.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Stirling Sites
There are existing sites at Castleview and Spingkerse. In view of its location near the M9 motorway there may be potential for developing coach interchange at Castleview in the longer term thereby generating additional benefit.
The nature of the road network means that the provision of a new southern Park & Ride site has the potential to abstract significant demand from existing locations. In particular, a large proportion of the Springkerse catchment is likely to be from the Falkirk / Grangemouth area and may be attracted to a new southern site. Consequently, the Springkerse and Castleview sites are to be allowed to develop to their full potential and surveys undertaken to establish levels of usage and identify the catchment areas 20 before proceeding to develop a southern Park & Ride site in the longer term. 21
While the initial assessment suggests that site S1 (Corbiewood Stadium) is most likely to succeed on the basis of existing congestion and road layout (as buses could be routed through quieter areas) that a final decision as to the precise location of this site will be taken in the longer term on the basis of the revised situation at time. 4.4 Proposed
In summary, the local sites to be taken forward as opportunities are:
Dundee
• A92 (S) South of Tay - Site D9
• A90 (W) Dundee Western Gateway - Site D3 (A90 (W) Invergowrie Park & Choose (bus) - Site D1, A90 (W) Invergowrie Park & Ride (bus) - Site D2)
• A92 (E) Monifieth - Site D7
• A90 (N) Fintry -
Site D6 Of the sites to the west of Dundee, Site D3 is preferred. Sites D1 and D2 are potential alternatives, should potential problems arise in delivering site D3.
Perth
• A9 (N) North of city - Site P3
• M90 / A90 (E) - Site P4, (M90 / A90 (W) - Site P5
Site P4 in Perth is preferred to site P5, but both are worth further consideration should problems arise at P4.
Stirling
• A91 Corbiewood Stadium - Site P5, (A872 Glasgow Road / Pirnhall Road - Site S2, M9 / A872 - south east of roundabout - Site S3
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership To the south of Stirling Site S1 is preferred over S2 and S3 but both are potential alternatives justifying further consideration. 4.5 Impact of other Demand Factors in Park & Ride
The sensitivity of Park & Ride demand has been tested to assess the impacts of:
• increased city centre parking charges (RPI+4%)
• an extended city centre Controlled Parking Zone area (6 minutes increased walk time), and
• bus priority measures (3 minutes reduction in travel time). 20 21 These sensitivities are discussed in detail in the Demand Forecasting and Option Appraisal Report. However, using site D3 (A90 Dundee Western Gateway) as an example the forecast demand can increase from approximately 225 cars/day to 375 cars/day in year 2022 if all three measures are implemented.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 5. Multi-modal and Other Best Practice Opportunities 5.1 Introduction
A review of best practice at successful Park & Ride facilities was undertaken to identify what makes a Park & Ride facility successful and also identify the facilities that are in place at these sites. The Best Practice Review is available at www.tactran.gov.uk.
The purpose of the review is to ensure this best practice can be adapted to fit any existing Park & 22 Ride site in the TACTRAN area and can be adopted when considering any new facility to increase its 23 likelihood of success. 5.2 Multi-modal Opportunities
In addition to the traditional bus or rail based Park & Ride, where travellers arrive by car and transfer to bus or rail for their onward journey, there are various Park & Choose/Choose & Ride options available.
Park & Choose
In some cases those arriving at Park & Ride car parks may have a choice between leaving by bus, train, cycle, walking or by car sharing.
Choose & Ride
Rather than arrive at the car park by car and look to alternatives to continue onwards, it is also possible to choose to arrive at Park & Ride sites by modes other than the car and continue by public transport - in particular Walk & Ride and Cycle & Ride.
Although Park & Walk and Park & Cycle, and to an extent car sharing trips, often do not involve the payment of a public transport fare and therefore they do not contribute to financing the maintenance costs associated with the Park & Ride facility, it should be noted that Choose & Ride trips do pay fares without significantly adding to the maintenance costs. In addition, both often contribute towards the achievement of environmental and health and well-being transport aims.
Walking
Park & Walk trips generally form a small part of the market as they only attract those with destinations very close to the Park & Ride site and are more often associated with City Centre car parking, rather than Park & Ride facilities. In a similar vein is Walk & Ride, and this can occur if a Park & Ride site is close to a residential area. To facilitate walking the following should be provided:
• good pedestrian routes into and out of Park & Ride sites
• walking routes to/from the Park & Ride site should be well lit, signed and maintained.
Aside from good pedestrian access with direct routes and high quality surfaces and facilities Park & Walk needs no special provision above those that should be provided at any good Park & Ride facility.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Cycling
Dedicated Park & Cycle sites are rare in the UK with only one in place at Cambridge. However, much of the best practice at this site would also be expected at a “traditional” Park & Ride site – good quality car parking, lighting, CCTV.
To facilitate cycling the following should be provided:
• an adequately sized dedicated cycle parking area that is well connected to external cycling routes • a minimum standard of sheltered cycle parking, but where there is proven demand providing secure cycle lockers. 22 The Park & Ride site should be fully integrated into local cycle networks, particularly off-road networks. 23
Rail-based Cycle / Walk & Ride
Rail-based Cycle / Walk & Ride will generally capture trips that are too long to be made wholly on foot or wholly by bicycle. Such trips increase the total number of passengers that can be served by a station with a car park of a given size and contribute to the achievement of sustainable objectives. All stations should be provided with pedestrian and cycle access and with cycle parking unless peculiarities of the location make cycle and pedestrian usage impractical.
Car Sharing
Park & Ride sites may act as a useful location to meet car sharing colleagues, drop off one or more unused cars and continue a journey to the shared destination.
As Park & Car Sharing users will typically have the lowest level of desire for facilities, dedicated parking should be provided in an area remote from bus stops or other waiting facilities, but still in a secure CCTV covered area.
Car sharing in general is popular and the TACTRAN liftshare scheme currently has some 1,400 members. Using Park & Ride, possibly in combination with liftshare, may be seen as a way of increasing car sharing. However, if Park & Car Share becomes overly widespread as to have an adverse impact on bus service revenues then charges for car parking may have to be considered. 5.3 Other Best Practice Opportunities
Full details of other elements necessary to ensure a high quality Park & Ride service are given in the Best Practice Review. Some of the key elements are summarised below.
Disabled Access
Provide full disabled access including priority disabled parking bays, level and step free access at stops and DDA compliant vehicles.
Ensure a High Level of Road Accessibility to New Park & Ride Sites
Ensure sites are easily accessible from the road network. Consideration should be given to safeguarding Park & Ride access when considering access arrangements to other proposed new developments.
Ensure appropriate public transport access (e.g. by minimising the length of any necessary diversion).
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Site Infrastructure
Ensure that all sites have at a minimum, high quality surfacing and landscaping, signing, litter bins, travel information and bus shelters.
Security
Ensure good levels of site security through natural surveillance, sympathetic landscaping, fencing, lighting, CCTV and staffing where appropriate. Design sites with reference to the Secured by Design Initiative and seek the Park Mark standard for each site.
Fares / Charging Regime 24 25 Charge for Park & Ride on the bus unless there are pressing reasons for charging for parking instead.
Reliability, Punctuality and Frequency of Bus Service
Provide bus priority measures where possible and implement all practical measures to ensure punctual and reliable bus operation and to ensure that journey times are competitive with private cars.
Ensure that local Park & Ride bus services have a minimum frequency of 15 minutes and preferably 10 minutes.
Marketing
Develop an effective marketing plan for each new Park & Ride site.
Ensure that Adverse Impacts of Park & Ride are Mitigated
Minimise competition between Park & Ride and existing bus services. Avoid stopping points in residential areas where these areas are already served effectively by commercial services.
When considering proposals for a new Park & Ride site consider the potential impact on existing Park & Ride provision.
Ensure that new sites are developed with reference to other local development plans and relevant government policy.
Ensure that town and city centre parking strategies are updated regularly and implemented effectively and that Park & Ride is embedded into the overall parking strategy. Key elements of any parking strategy are a parking restraint policy (based on number of spaces and price) and residents parking schemes.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 6. The Strategy and Action Plan 6.1 Introduction
The Park and Ride strategy has two strands:
• Promote new bus and rail based Park & Ride; and
• Enhance existing bus and rail based Park & Ride provision.
Each of these strands is underpinned by the need to ensure multi-modal measures and other best 24 practice elements are incorporated into both new and existing P&R provision. 25 6.2 Promote New Bus and Rail Based Park & Ride
Safeguard Land for Future Park & Ride Use Priority NPR 1: Liaise with Planning Authorities to ensure that land identified as having potential for Park & Ride development is safeguarded within the appropriate Development Plan H
New Bus Based Park & Ride Priority Dundee NPR 2: Develop and implement proposals for a new Park & Ride site at D9 south of the H Tay Bridge NPR 3: Develop and Implement proposals, including bus services, for the planned new Park & H Ride site at D3, on the A90, in the Dundee Western Gateway area NPR 4: Investigate the possibility of joining the above D9 and D3 sites with a bus service running between the two calling (provisionally) at Dundee Technology Park, Ninewells Hospital, University H of Dundee and the City Centre NPR 5: Develop and implement proposals for a site on the A92 (E) near Monifieth (D7) M NPR 6: Develop and implement proposals for a site at A90 (N) Fintry (D6) L Perth NPR 7: Develop and implement proposals for a new site on the A9, north of Perth (P3) M NPR 8: Develop and implement proposals for a site east of Perth (P4) H Stirling NPR 9: Develop and implement proposals for a new site to the south of Stirling M
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Park & Ride at New Rail Station Sites Priority NPR 10: Support the development of new rail stations at Dundee West and Bannockburn through the Tay Estuary Rail Study and/or other opportunities and ensure the provision H of parking space is sufficient to match the anticipated parking demand NPR 11: Support the development of a new rail station at Bridge of Earn and ensure the H provision of parking space is sufficient to match the anticipated parking demand
Local Parking Opportunities on Long Distance Bus Routes Priority NPR 12: Monitor car parking near long distance bus and coach stops in order to facilitate 26 essential rural interchange by providing formal small car parks next to bus stops where L 27 provision can be supported
Multi-modal Provision and Best Practice Priority NPR 13: Ensure multi-modal facilities and other best practices are incorporated into any H new Park & Ride site and corridor
6.3 Enhance Existing Bus and Rail Based Park & Ride Provision
Expansion and Enhancement of Existing Bus Based Park & Ride Priority EPR 1: Provide a staffed waiting area at existing Broxden Park & Ride, Perth H EPR 2: Provide improved waiting facilities at Springkerse, Stirling H EPR 3: Review Park & Ride demand at existing sites and, where there is demand and L land is available, expand existing sites EPR 4: Review Park & Ride demand at existing sites and, where deemed successful, L provide enhanced facilities including staffing and waiting facilities
Enhanced Park & Ride at Existing Rail Stations Priority EPR 5: Support the provision of additional car parking at Dunblane and / or Bridge of Allan and at other station locations where demand warrants. All car parking issues at H stations to be taken forward in consultation with Network Rail
Multi-modal Provision and Best Practice Priority EPR 6: Ensure multi-modal facilities and other best practices are incorporated into any H upgrade of existing Park & Ride sites and corridors
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership 7. Strategy Appraisal and Monitoring 7.1 Introduction
An overarching appraisal of the Park & Ride Strategy has been undertaken.
This has involved three separate appraisals:
• Scottish Transport Appraisal Guidance (STAG) compliant appraisal
• Strategic Environmental Assessment, and 26 27 • Equalities Impact Assessment.
A separate Appraisal Report is available at www.tactran.gov.uk 7.2 Appraisal
Scottish Transport Appraisal Guidance
The STAG process requires that a proposal be tested against:
• the Planning Objectives (in this case Park & Ride objectives)
• the implementability of the Strategy
• the Government’s five objectives (environment, safety, economy, integration and accessibility).
This Strategy has been developed in keeping with the principles of STAG, including an in-depth consideration of issues/opportunities, the setting of objectives, and the consideration of a range of Actions. These were refined and developed with the help of the stakeholder consultation.
The STAG appraisal indicates the Park & Ride Strategy will have a positive impact on the nine Park & Ride planning objectives and range from neutral to moderately beneficial impacts on the Government’s five overarching transport objectives. In addition it is concluded that the Park & Ride Strategy can be implemented in terms of Technical, Operational and Public implementability and that financially the strategy can be tailored to funding available.
Strategic Environmental Assessment
A Strategic Environmental Assessment of bus based Park & Ride sites has been undertaken as part of the Buses Strategy. ��������������������������������������������������������������������������������This indicates that there are no outstanding environmental issues that cannot be overcome with reasonable mitigation measures.
A full environmental appraisal of the impacts of rail based Park & Ride has not been undertaken at this stage. The benefits of stations at Dundee West and Bannockburn will be explored further as part of the Tay Estuary Rail Study. A station at Bridge of Earn is an aspiration and will need to be discussed further with First ScotRail, Network Rail and key stakeholders.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Equalities Impact Assessment (EqIA)
An EqIA requires transport strategies to include a description about how transport will be provided, developed, improved and operated so as to, amongst other things, encourage equal opportunities and in particular, the observance of statutory equal opportunities requirements.
The preparation and consultation undertaken as part of the Strategy was designed so that the resulting Strategy took into account the views of a wide range of stakeholders who have interests covered by this general heading. In particular, the Best Practice Review incorporated consideration of how equalities obligations and requirements can be addressed within the development and provision of Park & Ride facilities Representatives of equality groups were also positively engaged through an invitation 28 to comment on the Strategy at the draft stage and to contribute towards focus group and stakeholder 29 workshops convened to consider various aspects of the emerging Strategy.
The Strategy objectives have been formulated to address key issues identified in consultation with stakeholders, particularly those associated with social inclusion. There is a strong emphasis within the Strategy on accessibility to key destinations using all forms of public transport.
As specific measures within the Park & Ride Strategy are implemented they will be subject to an Equality Impact Assessment, where appropriate. 7.3 Monitoring and Evaluation
Monitoring will play a key role in ensuring that:
• the Actions are meeting the Strategy Objectives
• the Actions are achieving their intended outcomes
• the assumptions behind the Objectives remain relevant.
As the Strategy develops and is implemented, a series of Specific, Measurable, Achievable, Realistic and Time bound (SMART) Targets will be developed, against which delivery progress will be measured and reported annually. Targets will also be determined in the context of available delivery resources, both financial and human. These will be included in the RTS Delivery Plan and will be the subject of further detailed consultation with constituent Councils and other potential delivery partners, to determine delivery priorities and responsibilities. This will include discussion and agreement on appropriate delivery targets.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Appendix A A. Demand Forecasting and Option Appraisal A.1 Demand Forecasting
Forecast demand has been estimated as described in Chapter 4 of the Demand Forecasting and Option Appraisal Report. Sites have been assessed both separately and in competition with each other. Forecast demand has then been used to inform the STAG type appraisal. A summary of forecast demand is given in Table A.1 below.
28 Table A.1 Long list of sites with estimated peak demands in 2012 and 2022 29
Vehicles 2012 2022 AM IP total AM IP total Strategic sites (new / enhanced) R1 Tyndrum / Crianlarich 1 5 6 2 8 10 R2 Pitlochry 0 1 1 0 0 0 R3 Forfar 7 7 14 9 6 15 R4 Brechin 2 3 5 2 3 5 R5 A90 (W) West of Dundee Park & Choose (rail) 45 103 148 49 120 169 R6 Proposed Bridge of Earn / Oudenard Station 19 17 36 24 25 49 R7 Proposed Bannockburn Station 85 141 226 92 153 245 R8 Dunblane Station 68 125 193 78 143 221 R9 Bridge of Allan Station 73 134 207 84 151 235 Sites around Dundee D1 A90 (W) Invergowrie Park & Choose (bus) 74 72 146 121 118 239 D2 / A90 (W) Invergowrie Park & Ride (bus) /��������� A90������� (W) 80 79 159 91 132 223 D3* Dundee Western Gateway D4 A923 Muirhead 20 10 30 22 13 35 D5 A90 (N) Inveraldie 13 13 26 17 22 39 D6 A90 (N) Fintry 33 27 60 38 39 77 D7 A92 (E) Monifieth 105 70 175 98 88 186 D9 A92 (S) South of Tay 191 67 258 268 99 367 Sites around Perth P1 A9 (NW) Ruthvenfield 40 9 49 46 11 57 P2 A85 Huntingtower 51 11 62 57 13 70 P3 A9 (N) North of city 85 19 104 86 22 108 P4 M90 / A90 (E) 113 46 159 120 62 182 P5 M90 / A90 (W) 123 51 174 131 68 199 P6 A912 HMP Perth 66 25 91 79 36 115
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership P7 M90 Broxden 173 55 228 185 73 258 Sites around Stirling S1 / A91 Corbiewood Stadium / A872 Glasgow S2 / Road / Pirnhall Road / M9 / A872 - SE of 51 19 70 52 25 77 S3* roundabout S4 A91 Sprinkerse 112 63 175 116 76 192 S5 M9 Castleview 66 43 109 79 54 133 * in terms of PRIDE coding sites D2 and D3 are equivalent as are S1, S2 and S3
30 A.2 Competing Park & Ride Sites / Incremental Delivery 31
In Dundee, the nature of the road network means that there is little potential for competition between Park & Ride sites. However, in Perth and Stirling, where the road network provides a good link around the urban area, there is potential for new sites to compete with existing locations, reducing the viability of an existing site.
Demand forecasts have therefore been undertaken where the catchment of each Park & Ride site has been adjusted to reflect the potential impact of the incremental delivery of new sites, as follows:
Perth
P7 – M90 Broxden
P7 – M90 Broxden + P4 / P5 – M90 / A90 (W)
P7 – M90 Broxden + P3 – A9 (N) North of city
P7 – M90 Broxden + P3 – A9 (N) North of city + P4 / P5 – M90 / A90 (W)
Stirling
S4 – A91 Sprinkerse
S4 – A91 Springkerse + S5 – M9 Castleview
S4 – A91 Sprinkerse + S5 – M9 Castleview + S1 / S2 / S3 - A91 Corbiewood Stadium, A872 Glasgow Road / Pirnhall Road, M9 / A872 – SE of roundabout
Revised demand forecasts for each site are given in Table A.2
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Table A.2 Demand Forecasts for Broxden, Springkerse and Castleview in Combination with Other Sites
2012 vehicles AM IP Perth P7 P3 P4/5 Total P7 P3 P4/5 Total P7 M90 Broxden only 173 173 55 55 P7 + P3 M90 Broxden with P3 124 85 209 44 19 63 P7 + P4 / P5 M90 Broxden with P4 / P5 61 123 184 16 51 67 P7 + P3 + M90 Broxden with P3 and 36 19 85 123 244 12 51 82 P4 / P5 P4 / P5 30 Stirling S4 S5 S1/2/3 Total S4 S5 S1/2/3 Total 31 S4 Springkerse only 112 112 63 63 Springkerse with S5 S4 + S5 110 66 176 61 43 104 Castleview with S4 Sprinkerse with S5 and S1 104 S4 + S5 + S1 / S2 / S3 78 47 51 176 53 32 19 / S2 / S3 Castleview with S5 and S1 / S2 / S3 2022 vehicles AM IP Perth P7 P3 P4/5 Total P7 P3 P4/5 Total P7 M90 Broxden only 185 185 73 73 P7 + P3 M90 Broxden with P3 132 85 217 60 22 82 P7 + P4 / P5 M90 Broxden with P4 / P5 72 131 203 24 65 92 P7 + P3 + M90 Broxden with P3 and 45 22 85 131 261 17 65 107 P4 / P5 P4 / P5 Stirling S4 S5 S1/2/3 Total S4 S5 S1/2/3 Total S4 Springkerse only 116 116 76 76 Springkerse with S5 S4 + S5 115 79 194 74 54 128 Kildean with S4 Sprinkerse with S5 and S1 S4 + S5 + S1 / S2 / S3 87 55 52 194 65 38 25 128 / S2 / S3 Kildean with S5 and S1 / S2 / S3
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership A.3 STAG Type Option Appraisal
Each site has been appraised in order to decide which sites to take forward into the overall strategy. In the assessment of Park & Ride schemes the most important factors are the study objectives, the risk of adverse impacts and the implementability of individual sites and so these are the factors which have been used in this initial appraisal. Appraisal against the strategy objectives uses the Scottish Government’s recommended seven assessment levels. A similar scoring system has been used to assess each site’s implementability and acceptability (Table A.3).
Table A.3 Assessment ratings 32 Score Objectives Abstraction risk Implementability 33 3 major benefit none no barriers 2 moderate benefit 1 minor benefit 0 no benefit or detriment moderate moderate barriers -1 minor detriment -2 moderate detriment -3 major detriment considerable major barriers
Much of this assessment is based on the patronage estimated by the demand forecasting process, along with assumptions relating to bus / rail services. Sites with the highest forecast patronage will generally address the study objectives most successfully.
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership The outcome of this appraisal is shown in Table A.4. Sites close together are outlined in groups as it would only be possible to implement one site in each group.
Table A.4 Option Appraisal
RB of SE A872 / M9 S3
0 0 1 1 0 0 3 1 1 2 2 2 0 3
-1 -1 14
Road Pirnhall / Road Glasgow A872
S2 0 0 1 1 0 0 3 1 1 2 2 2 0 3
-1 -1 14
Stadium Corbiewood A91
S1 0 0 1 1 0 0 3 1 1 2 2 2 1 3
-1 -1 15
Rd Edinburgh A912
P6 0 0 1 1 0 0 3 1 1 0 1 0 1 1 2
-1 11
(W) A90 / M90 P5
2 2 3 3 2 2 3 3 0 0 1 1 0 0 2 1
25
(E) A90 / M90 P4
2 2 3 3 2 2 3 3 0 0 1 1 1 0 2 1
26
city of North (N) A9 32 P3 33
1 1 2 2 1 1 3 2 3 1 2 1 1 2 1 2
26
Huntingtower A85 P2
0 0 1 1 0 0 3 1 2 0 2 1 1 0 2
-1 13
Ruthvenfield NW A9 P1
0 0 1 1 0 0 3 1 2 0 2 1 1 1 2
-2 13
Tay of South (S) A92 D9
3 3 3 3 3 3 3 3 1 3 1 1 2 2 3 3
40
Monifieth (E) A92 D7
2 2 3 3 2 2 3 3 0 3 0 2 2 2 2
-1 30
Fintry (N) A90 D6
0 0 1 1 0 0 3 1 1 3 1 1 2 2 2
-1 17
Inveraldie (N) A90 D5
0 0 1 1 0 0 3 1 0 3 1 1 0 1 2
-2 12
Muirhead A923 D4
0 0 1 1 0 0 3 1 0 3 2 2 1 1 0
-2 13
Gateway Western Dundee (W) A90
D3 2 2 3 3 2 2 3 3 3 3 2 1 2 2 2 3
38
(bus) Ride & Park Invergowrie (W) A90 D2
2 2 3 3 2 2 3 3 2 3 2 1 1 1 2 2
34
(bus) Choose & Park Invergowrie (W) A90 D1
1 1 2 2 1 1 3 2 2 3 3 1 1 1 1 2
27
Station Allan of Br. R9
2 2 3 3 2 2 3 3 1 3 3 3 3 3 2 1
39
Station Dunblane R8
2 2 3 3 3 2 3 3 1 3 3 3 3 3 2 1
39
Station Bannockburn R7
3 3 3 3 3 3 3 3 3 2 3 2 2 3 3 3
45
Stn Oudenard / Earn of Bridge R6
0 0 1 1 0 0 3 1 3 2 3 2 2 3 0 3
24
rail - P&C Dundee of West (W) A90 R5
1 1 2 2 1 1 3 2 3 3 3 2 1 2 1 2
30
Brechin
R4 0 0 1 1 0 0 3 1 0 3 3 3 0 1 0 2
18
Forfar
R3 0 0 1 1 0 0 3 1 0 3 3 3 1 2 0 2
20
Pitlochry R2
0 0 1 1 0 0 3 1 0 3 3 3 0 2 0 2
19
Crianl’ch / Tyndrum R1 0 0 1 1 0 0 3 1 1 3 3 3 0 2 0 2 20 AL SC OR E / city centres, and areas of employment, helping to and areas / city centres, economic growth ensure town and city reduced transport system through traffic levels and associated economic costs centre facilities by Park & Ride of increased the provision transport system through Park & Ride the need to build new parks town and city centre car requirements quality air statutory meet help to areas area in the TACTRAN of passengers and vehicles when using Park & Ride accessible by all modes of transport of public transport and provision transport To ensure that Park & Ride improves access to town that Park & Ride improves ensure To reliability of the the efficiency and improve To and retail access to health, leisure improve To the physical accessibility of improve To To respect the built environment through reducing help limit / To manage travel by private car in urban provide To the highest levels of safety and security ensure To Park & Ride facilitates integration and is To ensure integration between land-use planning other Park & Ride sites Risk of abstraction from public distance long existing from abstraction of Risk local bus services Risk of abstraction from implementability Technical Operational implementability Financial implementability Public acceptability T O
tactran Tayside and Central Scotland Transport Partnership tactran Tayside and Central Scotland Transport Partnership Perth, PH15EN 31 KinnoullStreet, Bordeaux House, tactran Telephone: 01738475775 Email: [email protected] ,
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