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stirling.gov.uk phone 0845 277 7000 text 07717 990 001 minicom 01786 464599Stirling Council Environment Services Viewforth Stirling FK8 2ETemail: [email protected] text: 0771 799 0001 phone: 0845 277 7000 web: stirling.gov.uk
If you need help or this information supplied in an alternative format please call 0845 277 700.
Stirling’s Local Transport Strategy:
Review
Stirling’s Local Transport Strategy (LTS) was published in 2006 and subject to a mid-term review in 2011. The
LTS sets out the Council’s strategic objectives for transport in the Council area and provides a framework for
subsidiary delivery plans focused on Stirling City (City Transport Plan), other areas of the Council area (Towns,
Villages and Rural Areas Transport Plan), Road Safety (Road Safety Action Plan) and Road Maintenance.
The mid-term review suggested that the Local Transport Strategy remains an appropriate framework to
bring forward transport improvements in line with local, regional and national objectives. Nonetheless
improvements were made, including:
• Developing Supplementary Guidance to address travel demands to ensure new developments consider
sustainable and active travel options where applicable
• Reviewing the City Transport and Towns, Villages and Rural Area delivery packages
• Preparing a LTS addendum which considers potential improvements where there may be opportunities
for improvements
• Ensuring the LTS and its delivery programme retain the ability to identify and respond to threats,
weaknesses and opportunities by adopting a monitoring and review process
The LTS is now ten years old, and a review has taken place in order to determine:
• Changes since the mid-term review in 2011
• What the LTS has delivered over its ten year lifespan
• Progress made against LTS objectives
Changes Since The Lts Mid-Term Review, 2011
Since the LTS mid-term review in 2011, there are a number of issues to take into account when considering its
relevance:
• National, regional and local policy and strategy introduced or updated since 2011
• Accommodating future growth
• Proposed infrastructure projects
National policy and strategy introduced or updated since 2011
A summary of all relevant legislation and guidance introduced since 2011, together with implications for
the LTS going forward can be found in Appendix A, with more information relating to the most significant
documents below:
Going forward we need to ensure that our LTS objectives are aligned with the following documents:
National Transport Strategy (NTS) (Scottish Government, 2016) sets out the Scottish Government’s long term
vision for transport. The NTS introduced three key strategic outcomes, which are to:
• improve journey times and connections between our cities and towns and our global markets to tackle
congestion and provide access to key markets
• reduce emissions to tackle climate change
• improve quality, accessibility and affordability of transport, to give people the choice of public transport
and real alternatives to the car
1. Introduction
Stirling’s Local Transport Strategy: Review 1
2 Stirling’s Local Transport Strategy: Review
Cleaner Air for Scotland – The Road to a Healthier Future (Scottish Government, 2015) introduces the National
Low Emissions Framework, which sets out a procedure for local authorities to determine effective measures for
addressing air quality issues in their areas.
Transportation Noise Action Plan (Scottish Government, 2014) is aimed at meeting obligations under the EU
Environmental Noise Directive with respect to transportation noise in Scotland. Ten locations within Stirling
(out of 122 nationally) have been designated as Candidate Noise Management Areas for further study as they
are in the top 1% of locations for road noise in Scotland.
Community Empowerment (Scotland) Act 2015 (Scottish Government, 2015)
The Act strengthens the position of local community groups, including community councils and Community
Planning Partnerships, through the ownership or control of land and buildings and in determining the
provision of and priorities for public services.
Cycling Action Plan for Scotland (CAPS) (Scottish Government, 2013) has the vision that by 2020, 10% of
everyday journeys taken in Scotland will be by bike.
Let’s Get Scotland Walking - National Walking Strategy (NWS) (Scottish Government, 2014) outlines the Scottish
Government’s vision to create a walking culture where everyone benefits from walking as part of their everyday
journeys, enjoys walking in the outdoors and where places are well designed to encourage walking.
More Active Scotland – Building a Legacy from the Commonwealth Games (Scottish Government, 2014) aims to
encourage people in Scotland to enjoy more active and healthier lives
Road Traffic Reduction Act (UK Government, 1997) places a duty on local authorities to set targets for road
traffic reduction in their area at such time as the Government directs, unless local authorities consider it
inappropriate. Local transport strategies should be designed to meet the objective of reducing road traffic.
If local authorities decide not to set road traffic reduction targets, the local transport strategy should set out
clearly why this is so.
While this work was not undertaken for the LTS when it was developed, the modelling currently being
undertaken to assess the likely traffic impact of development growth scenarios, will enable road traffic
reduction targets to be based on the City Transport Plan.
Regional policy and strategy introduced or updated since 2011
Tayside and Central Scotland (Tactran) Regional Transport Strategy (2015) sets out a vision and strategy for
improving the region’s transport infrastructure, services and other facilities, over the period 2008 to 2023.
The Strategy has three key strategic themes:
• delivering economic prosperity
• connecting communities and being socially inclusive
• environmental sustainability and promoting health and well-being.
Tactran Health and Transport Framework has four main themes:
• Promoting Active Travel
• Transport and Public Health
• Access to Healthcare
• NHS Staff Travel
Stirling’s Local Transport Strategy: Review 3
Loch Lomond and Trossachs National Park (LLTNPS) National Park Partnership Plan, 2012-2017
The LLTNPS National Park Partnership Plan sets out in detail how the National Park, what it offers to the people
of Scotland and visitors, will be enhanced over the next few years.
The priorities relating to sustainable traffic management, must be taken into account when revising the LTS.
These priorities include:
• Reducing carbon emissions from cars whilst enhancing the visitor experience.
• On a number of roads in the National Park putting in place enhanced public transport where applicable
Local policy and strategy introduced or updated since 2011
Stirling Single Outcome Agreement (SOA) (2013) prioritises the main changes that need to be made in Stirling’s
communities between 2013 and 2023, and commits community-planning partners to harnessing collaborative
effort, in partnership with communities, to delivering the step change required.
The current LTS objectives are aligned to the previous SOA objectives. Going forward the LTS objectives will be
developed to reflect the more recent SOA objectives
Stirling City Development Framework (2015) creates an overarching plan for Stirling’s city infrastructure
investment, as well as:
• ensures Stirling’s assets are used for maximum return
• produces an increase in high quality, sustainable jobs
• creates a place of vibrancy
Stirling Economic Strategy (2014) provides the focus for the city’s growth and investment ambitions. As Stirling
is at the hub of Scotland’s transport network by road, rail and air, the LTS will be developed to help maintain the
transport network both externally (to help encourage business / visitors to come to Stirling) and internally (to
help connect rural and other communities with job opportunities)
Stirling City Strategic Infrastructure Plan (2014) presents Stirling’s infrastructure ambitions to support the
sustainable expansion of the City, and grow and diversify the local economy. Ten infrastructure projects have
been identified and prioritised on the basis of generating the greatest economic and social benefits, including:
• Stirling Station Gateway Street Enhancement
• Durieshill and South Stirling Gateway Transport Improvements
• Viewforth Link Road and Public Realm Improvements to Adjacent City Centre Streets
Stirling Sports, Physical Activity and Wellbeing Strategy (2015) represents a commitment to provide
opportunities and access to physical activity for all, including walking and cycling as leisure and commuter
activities.
The LTS promotes ‘active travel’ as a healthy means of transport, leisure and means of access to services and
opportunities. It will also provide a delivery framework that helps to prioritise active travel projects and spend,
as well as increase the amount of people walking and cycling in Stirling.
Stirling Local Development Plan (LDP) (2014) covers the whole of the Stirling LDP area. It contains a vision
looking ahead 20 years to 2034, which focusses on maintaining and building on the character and quality
of Stirling and the other places in the area, as well as meeting the Council’s aspirations for new housing and
4 Stirling’s Local Transport Strategy: Review
business space. Currently only approximately 60% of LDP housing allocations can be built out before frequent
and severe congestion occurs (predicted 2024): to avoid this, both road capacity improvements and significant
modal shift are required.
Stirling City Transport Plan (CTP) (2013) replaced the City Transport Strategy which had been in place since
2007. The primary objective of the CTP for the period between adoption and the end of 2021/22 was to
‘Improve the attractiveness of Stirling and its sustainability’, from 2022/23 onwards the focus shifted to
‘Accommodating growth’ due to the forecast build out rate of the Local Development Plan (LDP). The CTP
contains a draft programme of works designed to enable these objectives to be met.
The Towns, Villages and Rural Area (TVRA) Plan (2013) sets out the problems and opportunities relating to
transport and access in the towns, villages and rural area as identified in Community Plans, and local regional
and national strategies.
Both the CTP and the TVRA are ‘daughter’ documents of the LTS setting out the programmes for delivering the
objectives of the LTS.
Accommodating future growth
A range of scenarios have been modelled using the Council’s PARAMICS traffic micro-simulation model.
These scenarios have focused on the likely traffic impact of three levels of build-out of the adopted Local
Development Plan (LDP) (2014):
• 20%;
• approximately 60%;
• 100%
and are based upon the expected phasing in the LDP of sites being promoted for construction by developers.
Across most of the scenarios, the routes with the greatest increases in journey time are:
• A91
• Kerse Rd
• St Ninians Rd
• Bannockburn Rd
• Glasgow Rd
• Alloa Rd
NB: any already congested route(s) is unlikely to be highlighted using this indicator
Two mitigation factors have been modelled in order to identify potential and most cost effective methods to
mitigate the effects of the increased traffic forecast. These mitigation factors are:
• Modal shift: reducing the percentage of local journeys within Stirling undertaken by private car. This
will require the implementation of a substantial and sustained package of modal shift measures
including public realm works, active travel and public transport network improvements and behaviour
change work.
• Increasing road capacity within the Stirling area, including links into the strategic road network: e.g. M9/
M80, construction of significant new roads including the Viewforth Link and Kildean to Bridge of Allan
Corridor, and substantial road improvements on existing key routes including Kerse Road and the A91.
Stirling’s Local Transport Strategy: Review 5
It is important to note that this modelling work only looks at road traffic and does not forecast likely impacts of,
or necessary mitigation to manage/encourage, changes in walking, cycling or public transport use.
Modal shift away from private car has been included in the model by reducing traffic growth by 5% and 10%
to allow sensitivity tests of the impact of such reductions on road traffic flows and journey times. To achieve
a substantial 10% modal shift will require a strong, integrated and funded package of modal shift measures
targeting both infrastructure improvements and behaviour change.
It can be seen from Figure 1 that the Stirling City Traffic Model indicates there are likely to be frequent and
severe levels of congestion in the afternoon peak periods (between 3pm and 7pm) by construction of 60% of
the development planned in the Council’s adopted LDP (2014) unless a significant change in people’s travel
habits away from private car is created or major road improvements are put in place.
By 100% buildout of the LDP, major road improvements require to be put in place to ensure that journey times
remain commensurate with those currently experienced. While the full package of road improvements appears
in the model to manage the forecast road traffic increases without need for an modal shift away from private
cars, a combination of road improvements and modal shift would help to minimise journey time increases and/
or allow a scaled-back package of road improvements deliver the necessary capacity increases to maintain
current journey times.
Full details of the key road network improvements included in each of the City Transport Plan (CTP) packages
are listed in the Proposed Infrastructure Projects section of this report on page 12.
Figure 1: Summary of model results
LDP build-out level 20% LDP Approx. 60% LDP 100% LDP
Road Capacity Improvements
Modal Shift
0% 5% 10% 0% 5% 10% 0% 5% 10%
No capacity improvements
PM only PM only PM only PM only
CTP 2019 Improvements
PM only PM only PM only PM only
CTP 2024 Improvements
PM only PM only PM only
CTP 2032 Improvements
Key
Model runs completed
Model ‘gridlocked’ [Where stated “PM only”, the model ran in the AM tests but ‘gridlocked’ in the PM tests]
Scenario not modelled
6 Stirling’s Local Transport Strategy: Review
20% build out of the adopted Local Development Plan (LDP)
No significant road improvements and No modal shift
The maps below (Fig 2 and Fig 3) show the travel time changes forecast to be caused by construction of 20% of
the units in the Council’s adopted LDP with no significant road improvements and no modal shift from private
car to other modes. As can be seen, the morning peak (0700 – 1000) journey time increases are wider spread
but less severe than those experienced in the afternoon peak (1500 – 1900). Significant journey time increases
are forecast to occur in the morning peak on Burghmuir Road where journey times are forecast to more than
double and in the afternoon peak on the A91 between Muirton and Manor Powis and Greencornhills to Skeoch,
both of which have forecast journey times more than double those currently experienced.
Fig 2: Journey Time increases over 75% in the AM peak (0700 – 1000) with 20% LDP buildout and no significant road improvements or modal shift.
Fig 3: Journey time increases over 75% in the PM peak (1500 – 1900) with 20% LDP buildout and no significant road improvements or modal shift.
Stirling’s Local Transport Strategy: Review 7
Approx. 60% build out of adopted Local Development Plan
No significant road improvements and 10% modal shift
Fig 4 and Fig 5 show the travel time changes forecast to be caused by construction of 60% of the units in the
Council’s adopted LDP with no significant road improvements and a 10% modal shift from private car to more
sustainable modes such as walking, cycling and public transport. As can be seen, the morning peak (0700 –
1000) journey time increases are wider spread but less severe than those experienced in the afternoon peak
(1500 – 1900) which are all on the A91. The most significant journey time increase forecast is in the afternoon
on the A91 between Muirton and Manor Powis, with an increase of over 3 times the current journey time.
Fig 4: Journey Time increases over 75% in the AM peak (0700 – 1000) with 60% LDP buildout, no significant road improvements and a 10% modal shift.
Fig 5: Journey time increases over 75% in the PM peak (1500 – 1900) with 60% LDP buildout, no significant road improvements and a 10% modal shift.
8 Stirling’s Local Transport Strategy: Review
Significant road improvements (2024 City Transport Plan package) and No modal shift
The maps below (Fig 6 and Fig 7) show the travel time changes forecast to be caused by construction of 60%
of the units in the Council’s adopted LDP with significant road improvements (based on the 2024 CTP package)
and no modal shift from private car to other modes. As can be seen, the journey time increases are larger in the
morning on Kerse Road and the A91 as traffic is attracted to these routes rather than routes through the City. In
the afternoon peak routes around the A91, on city bound on Kerse Road and out of the city on St Ninian’s Road
all experience significant journey time increases as traffic seeks to find the quickest route to their destination.
Fig 6: Journey Time increases over 75% in the AM peak (0700 – 1000) with 60% LDP buildout, significant road improvements (2024 CTP package) and no modal shift.
Fig 7: Journey time increases over 75% in the PM peak (1500 – 1900) with 60% LDP buildout, significant road improvements (2024 CTP package) and no modal shift.
Stirling’s Local Transport Strategy: Review 9
100% build out of adopted Local Development Plan
Significant road improvements (2032 City Transport Plan (CTP) package) and No modal shift
Fig 8 and Fig 9 show the travel time changes forecast to be caused by construction of 100% of the units
in the Council’s adopted LDP. This modelling includes the full 2032 CTP road improvement package but
no modal shift from private car to alternative modes. Both morning and afternoon peak periods show
significant journey time increases on most main routes into/out of and within the City. The majority of
the A91 experiences significant journey time increases in both the morning and afternoon peak periods,
particularly into the City in the morning and out of the City in the afternoon. Wellgreen Road, Kerse
Road and Bannockburn Road also experience significant journey time increases in both the morning
and afternoon.
Fig 8: Journey Time increases over 75% in the AM peak (0700 – 1000) with 100% LDP buildout, significant road improvements (2032 CTP package) and no modal shift.
Fig 9: Journey time increases over 75% in the PM peak (1500 – 1900) with 100% LDP buildout, significant road improvements (2032 CTP package) and no modal shift.
10 Stirling’s Local Transport Strategy: Review
Significant road improvements (2032 City Transport Plan (CTP) package) and 10% modal shift
The journey time forecast increases shown in Fig 10 and Fig 11 are based on the construction of 100% of the
units in the Council’s adopted LDP with the full 2032 CTP road improvement package and a 10% modal shift
from private car to alternative modes such as walking, cycling and public transport. From these maps when
compared to Fig 8 and Fig 9 above, it can be seen that while creating a 10% modal shift does not remove the
journey time increases the move away from private cars for journeys within the City can significantly reduce the
journey time increases experienced by all motorists and on all routes.
Fig 10: Journey Time increases over 75% in the AM peak (0700 – 1000) with 100% LDP buildout, significant road improvements (2032 CTP package) and a 10% modal shift.
Fig 11: Journey time increases over 75% in the PM peak (1500 – 1900) with 100% LDP buildout, significant road improvements (2032 CTP package) and a 10% modal shift.
Stirling’s Local Transport Strategy: Review 11
Proposed infrastructure projects
There has been progress in the development of new transport infrastructure since 2011 with a clear
programme of future development of the regional transport network set out in the Tactran Regional
Transport Strategy and for the strategic transport network in a range of documents, particularly the
refreshed National Transport Strategy developed by Transport Scotland and Network Rail’s Scotland
Route Network Study. Stirling City Transport Plan also identifies packages of works to improve the
attractiveness of Stirling and its sustainability (see figure 12).
The main proposed projects are:
• Stirling Station Gateway
• Durieshill and South Stirling Gateway
• Kerse Road
• Viewforth Link Road
• Kildean to Bridge of Allan Corridor
• Cornton Crossing (Network Rail) to be replaced by bridge, subject to detailed design and
planning consent
• Electrification of rail routes between central belt and Dunblane / Alloa (EGIP)
As referenced in the modelling work to forecast likely journey time impacts of the construction of the
Council’s adopted (2014) Local Development Plan, the City Transport Plan road improvement packages
included in the modelling are as follows:
• 2019 package includes:
• Viewforth link road
• Pirnhall Junction improvements (phase 1)
• A905 Kerse Road improvements
• 2024 package includes, in addition to 2019 package:
• Kildean to Cornton link road
• Pirnhall Junction improvements (phase 2)
• Muirton – Millhall roundabout improvements
• Manor Powis roundabout upgrade
• Greencornhills roundabout upgrade
• Causewayhead / Airthrey Road junction upgrade
• 2032 package includes, in addition to 2024 package:
• Cornton to Airthrey link road
• Goosecroft Road to Burghmuir Road link road
• Clock Roundabout area improvements
• Pirnhall Junction improvements (phase 3)
• Muirton roundabout upgrade
• Skeoch roundabout upgrade
• Hillfoots Road improvements
12 Stirling’s Local Transport Strategy: Review
Figure 12: City Transport Plan Key Projects
Stirling’s Local Transport Strategy: Review 13
2. LTS PERFORMANCE 2006 - 2015This section indicates whether the LTS policy framework has been successful, by:
• Assessing whether we have delivered what we said we would deliver
• Assessing performance against headline indicators
Table One summarises the key deliverables, which includes significant schemes such as:
• Park and ride schemes at Springkerse and Castleview
• City ring road and radial route improvements at:
• A811 Kings Knot
• Stirling Western Access Rd (Drip Road / Back o’ Hill Road)
• Victoria Place / Queen Street Traffic Calming
• Greenyards, Logie and Millhall roundabouts
• City Centre improvement schemes at Port Street, King Street and Friars Street / Baker Street
• Implementation of A81 and A811 Road Safety Route Action Plan
• Supporting works including the refurbishment and replacement of bridges to enable the electrification
of the rail network (the EGIP project) as far north as Dunblane, expected to be delivered by December
2018.
In addition to the major schemes, packages of smaller measures to support achievement of the LTS objectives
have included:
• 62 accident remediation and safety schemes
• 74 pedestrian and cycle schemes
• 48 20mph zones and safer routes schemes
• The provision of annual support for 12 bus services, and 5 demand responsive transport services.
• Maintaining Stirling Bus Station and concessionary travel scheme
• From 2015 every school in Stirling Council has a school travel plan in place
The majority of the above schemes are capital schemes. Those areas of LTS delivery which have not been as
successfully delivered include:
• Employee travel plans
• Travel awareness and modal shift initiatives
Many of these areas are reliant on revenue funding.
14 Stirling’s Local Transport Strategy: Review
In addition to the above schemes, we also worked with partners, including Paths for All, Living Streets, Sustrans,
University of Stirling, Forth Valley College to launch ‘Walkable Stirling’ in 2014 to help promote Stirling as a
walkable place.
Joint working with Children, Young People, Education Service has resulted in every school in Stirling Council
having a school travel plan in place. Likewise, 88% of schools are engaged in the Bikeability programme, as of
2014/15.
Transport Scotland launched a cycle hub at Stirling Rail Station in 2013. It has since been involved with
installing a public bike share scheme, with 100 bikes spread over 11 stations around the city.
At the same time:
• There has been as reduction of 54% in the number of supported bus services provided between
2010/11 and 2014/15.
• There has been a reduction of approximately 50% in funding of accident remedial schemes since
the mid-term review in 2011, hence a large reduction in the number of main schemes implemented
between 2011/12 and 2014/15.
• Although there appears to be a large reduction in the number of safer routes to schools schemes,
including 20mph zones, all schools have a minimum of part-time 20mph zones outside them,
depending on the location of the school.
Stirling’s Local Transport Strategy: Review 15
Duration 2005/06 - 2010/11 2011/12 - 2014/15 2005/06 - 2014/15
LTS Objective Scheme Type Number of main schemes / services
Cost
(£ ‘000)
No of main schemes services
Cost
(£ ‘000)
Total no of main schemes /services
Total costs
(£ ‘000)
PO1 Promote safer travel for all
Accident remediation and safety schemes
30 £1,217 4 £686 51 £4,667
PO2 Maintain and manage the existing transport network effectively
Traffic management
16 £564 17 £2,764 27 £1,950
City Ring and Radial Roads
10 £4,839 0 £0 10 £4,839
Park and Ride and Park and Walk schemes
3 £1,713 0 £0 3 £1,713
Controlled parking zones
12 £436 0 £0 12 £436
Km of roads maintained
179.7km £14,179 175.69km £13,842 374
(11/12 – 14/15)
£28,021
PO3 Increase transport accessibility for people with restricted options
DRT Services 12 £175 15 £527 27 £702
Supported services
173 £3,688 49 £1,819 222 £5,508
PO4 Increase travel choices and enhance linkages between different means of travel to reduce the need for car use
School travel plans
23 out of 48 schools have school travel plans. ‘How to get to school’ website launched.
By end of 2014/15 all 48 schools have working school travel plans
All 48 schools have working school travel plans
Safer routes to schools (incl. 20mph zones)
53 £1,990 1 £65 54 £2,055
Pedestrian and cycle improvements
54 £2,098 33 £1,567 87 £3,665
Bus infrastructure and priority measures
11 £2,033 0 £0 11 £2,033
Travel awareness schemes
Liftshare scheme adopted and occasional radio campaigns.
Give me Cycle Space media campaign
Travel plans Council and University travel plans adopted
Forth Valley College and Waitrose travel plans adopted
PO5 Support and enable future development through sustainable transportation
City centre pedestrian zone
10 £2,431 0 £0 10 £2,431
Forthside transport (excl. bridge)
5 £399 0 £0 5 £399
Road Network Improvements
CTS developer contributions process introduced
2 £4,580 2 £4,580
Table One: Summary of LTS Delivery n.b.: cost = cost to Council + any external funding
16 Stirling’s Local Transport Strategy: Review
Review of progress against LTS Objectives: Outcomes
Appendix B shows that progress towards achieving the LTS objectives is largely positive. For more specific
information, please see Appendix C.
School Travel
• Whilst the percentage of children walking to school has remained steady between 2008 and 2014, there
has been an increase in the percentage of children cycling to school (3.6% in 2008 compared to 5.4% in
2014)
Walking and Cycling
• There has been an increase in adults walking and cycling when travelling to work (11.4% in 2007/08
and 15% in 2014)
• The percentage of adults who walk as a means of transport has increased, with 54.9% walking 1+days in
2007/08 compared to 86% walking 1+days in 2014
• The percentage of journeys made using a bicycle as the main mode of transport has remained steady
between 2007/08 and 2014 (1% and 0.9% respectively)
Road Network
• Traffic counts on key routes show traffic volumes in Stirling decreased by 9.2% between 2007 and 2014.
This in part as a result of the delivery of local (e.g. Park & Ride, radial and ring road improvements) and
national (opening of Clackmannanshire Bridge and the Stirling to Alloa passenger rail service) transport
programmes.
• There has been a small decrease in the percentage of all roads in Stirling likely to require maintenance
• Road safety continues to improve, with an overall decrease of 27.4% in killed and seriously injured
casualties between the 5 year average period of 2004-2008 and 2010-2014. In the same time period,
there were no child deaths and a decrease of 46.9% in serious child casualties.
Rail and public transport
• Passenger rail journeys at Stirling have increased (2028 thousand in 2007/08 and 2260 thousand in
2013/14). Passenger figures at Bridge of Allan have increased slightly (224,000 in 2007/08 and 259,000
in 2013/14), while the passenger figures at Dunblane have remained steady (512,000 in 2007/08 and
509, 000 in 2013/14).
• Although there has been a small decrease in the people using the train services every day, there has
been an increase in people using the train services 2-3 times per week (2.3% in 2007/08 and 4.7% in
2014)
• Demand Responsive Transport (DRT) passenger journeys have increased by almost one third between
2011/12 and 2014/15
Stirling’s Local Transport Strategy: Review 17
At the same time, not all progress has resulted in positive outcomes
• There has been a decrease in Stirling residents travelling for work in Stirling (73.1% in 2001, compared
to 68.3% in 2011) and an increase in Stirling residents travelling for work in: Edinburgh (+0.7%); Glasgow
(+1%); Falkirk (+1%); Perth and Kinross (+0.8%) and North Lanark (+0.4%).
• There has been a decrease in the use of local bus services (9.7% used it everyday or almost everyday in
2007/08 compared to 6.7% in 2014; 9.2% used it 2-3 times per week in 2007/08 compared to 8.1% in
2014; 8.4% used it about once per week in 2007/08 compared to 6.3% in 2014)
School Travel
• The percentage of children being driven to school has remained steady between 2008 and 2014
(20.8 compared to 19.3, respectively), with there being a small decrease in the percentage of children
travelling by bus to school in this same time period (21.6% compared to 18.1%, respectively).
Travel to work
• There has been an increase in adults travelling to work by car or van (66% in 2007/08 compared to
74.8% in 2014)
• There has been a decrease in bus use (10.8% in 2007/08 compared to 4% in 2014) and train use (5.8% in
2007/08 compared to 3.9% in 2014) by adults travelling to work.
Network
• Between 2008 and 2013 journey times have increased on specified routes
Also of concern is the fact that we do not have a full set of indicators for the LTS outcomes. ‘Missing’ indicators
include:
• Parking
• Transport Schemes assisting sustainable development
• Street Environments accessible by all
18 Stirling’s Local Transport Strategy: Review
3. SUMMARY OF REVIEWChanges since the mid term review in 2011
New policy, strategy and guidance at a national, regional and local level has been produced since the mid-term
review in 2011, and as such the LTS document will have to be revised to reflect this; of particular relevance are
the following documents:
National
• National Transport Strategy
• Cleaner Air for Scotland
• Transportation Noise Plan
• Community Empowerment (Scotland) Act
• Let’s Get Scotland Walking
• More Active Scotland
• Cycling Action Plan for Scotland
Regional
• Tactran Regional Transport Strategy
• Tactran Health and Transport Framework
• LLTNPA National Park Partnership Plan
Local
• Stirling Single Outcome Agreement
• Stirling Economic Strategy
• Stirling City Strategic Infrastructure Plan
• Stirling Sports, Physical Activity and Wellbeing Strategy
• Stirling Local Development Plan
Road traffic reduction targets, to be based on the Stirling City Transport Plan, will also have to be included in the
document going forward.
Accommodating future growth
Results from traffic-modelling show that currently only approximately 60% of LDP housing allocations can
be built out before frequent and severe congestion occurs (predicted 2024): to avoid this, both road capacity
improvements and significant modal shift are required.
To mitigate against this, and at the same time improve the attractiveness and sustainability of Stirling, packages
of measures have been developed and are included in Stirling City Transport Plan.
There is also a clear programme of future development of the regional transport network and for the strategic
transport network in a range of documents, including the Regional and National Transport Strategies.
Stirling’s Local Transport Strategy: Review 19
What the LTS has delivered over its ten year lifespan
The LTS has delivered a number of significant key schemes over the last ten years, including:
• Park and Ride sites
• City ring road and radial improvements
• City Centre improvement schemes
• Implementation of A81 and A811 Road Safety Route Action Plan
• Supporting works regarding the EGIP project
Packages of smaller measures have also been implemented to support achievement of the LTS objectives.
However, the areas that have not been so successfully delivered included employee travel plans and travel
awareness and modal shift initiatives, as many of these are reliant on revenue funding.
Between 2011/12 and 2014/15 there has also been a large reduction in the:
• number supported bus services provided (54%); and
• funding of accident remedial schemes (approximately 50%)
Progress made against LTS objectives
Progress against achieving the LTS objectives is largely positive:
Active Travel
• Walking and cycling when travelling to work or as a main mode of transport have increased.
• Cycling to school has increased
Sustainable Travel
• Rail passenger journeys have either increased or remained steady at the three main stations in Stirling:
Stirling; Bridge of Allan; and Dunblane
• There has been an increase in people using the train services 2-3 times per week
• There has been an increase in people using Demand Responsive Transport
Road Network
• Road safety is continuing to improve
• Traffic counts on key routes show traffic volumes are decreasing
• The percentage of all roads likely to require maintenance has decreased slightly
However:
• There has been an increase in people commuting to work by car or van and a decrease in those
travelling by bus
• There has been an increase in journey times if specified routes
• There is not a full set of indicators for the LTS Outcomes
20 Stirling’s Local Transport Strategy: Review
4. Strengths, Weaknesses, Opportunities And ThreatsTo help inform the conclusions of this review, this section summarises the findings by grouping them as
strengths, weaknesses, opportunities and threats.
Strengths Weaknesses
• Increase in active travel for commuting
• Increase in children cycling to school
• Increase in adults who walk as a means of transport
• Passenger rail journeys at Stirling have increased
• Increase in people using the train service 2-3 times per week
• Increase in Demand Responsive Transport (DRT)passenger journeys
• Road safety continues to improve
• Decrease in traffic volumes on key routes in Stirling
• Small decrease in the percentage of all roads in Stirling likely to require maintenance
• Joint working with Children, Young People, Education Service has resulted in every school in Stirling Council having a school travel plan in place
• Decrease in the use of local bus services
• Decrease in bus use for commuting
• Number of supported bus services has decreased by over 50% between 2010/11 and 2014/15
• Increase in car/van use for commuting trips
• Increase in journey times on specified routes
• Decrease in Stirling residents travelling for work in Stirling
• Lack of revenue funding to support Employee Travel Plans and Modal Shift Initiatives
• Funding for accident remedial schemes has decreased by 50% between 2010/11 and 2014/15
• Gaps in data collection with respect to LTS outcomes
• LTS does not take into account the Road Traffic Reduction Act
Opportunities Threats
• LTS objectives to be revised to include new national, regional and local strategies including:
• National Low Emissions Framework
• More emphasis on active travel and modal shift
• Transportation Noise Plan
• Transport Scotland’s Cycle Hub, based at Stirling Rail Station
• Walkable Stirling
• Cuts to capital funding
• Require significant modal shift and road capacity improvements if we are to build beyond 60% of LDP housing allocation without frequent and severe congestion
Stirling’s Local Transport Strategy: Review 21
ConclusionsThe LTS has delivered a large number of schemes and the key indicators, particularly in relation to active travel,
road safety, rail travel and DRT numbers are on track.
However, to ensure that the LTS remains relevant and able to support the environmental, economic and social
objectives of the Council and Community Planning Partnerships we need to:
• revise the document in line with new policy, strategy and guidance at a national, regional and local
level.
• ensure the key indicators fully support the national low emissions framework, the transportation noise
plan, and the road traffic reduction act
• fill the ‘missing’ gaps regarding key indicator data
• ensure more emphasis is place on active travel and sustainable travel, in particular as road building
on its own will not be enough to ensure traffic moves efficiently on the network in the coming years
(modal shift is also required)
22 Stirling’s Local Transport Strategy: Review
APPENDIX A: Changes in Local, Regional and National Policy and Strategy since 2011 mid-term reviewNational and Regional Policy and Strategy Context
Policy / Strategy Outline LTS Implications
High Level Scottish Government Objectives
Scottish Government Strategic Objectives
(Scottish Government, 2007)
The Scottish Government’s five Strategic Objectives underpin all Government strategies and policies. The objectives are; Wealthier and Fairer, Smarter, Healthier, Safer and Stronger and Greener.
The LTS will require to demonstrate that it supports the Strategic Objectives and contributes towards the achievement of these objectives.
Scottish Government Economic Strategy
(Scottish Government, 2015)
Scotland’s Economic Summary sets an over-arching framework for achieving the Scottish Government’s aim to increase competitiveness and tackle inequality in Scotland.
The Strategy focuses on increasing competitiveness and tackling inequality, supported by four priorities:
• Investing in our people and our infrastructure in a sustainable way;
• Fostering a culture of innovation and research and development;
• Promoting inclusive growth and creating opportunity through a fair and inclusive jobs market and regional cohesion; and,
• Promoting Scotland on the international stage to boost our trade and investment, influence and networks.
Strong and efficient transport links are essential to achieving the priorities identified in the Economic Strategy. The LTS has a role in identifying and supporting the development of these links.
Land Use Planning
National Planning Framework 3 (NPF3)
(Scottish Government, 2014)
The third National Planning Framework (NPF3) was published by the Scottish Government in June 2014 and sets out a long term vision for the development of Scotland, and highlights the distinctive opportunities for sustainable growth in cities, towns and rural areas. NPF3 provides wider context and direction for the Council’s Local Development Plan.
Of the fourteen national developments identified across Scotland, two are relevant to Stirling. These are:
• Central Scotland Green Network
• National Long Distance Cycling and Walking Network
Indirect effect.
Directs the Council’s and LLTNP’s LDPs. The application of the LDP has a direct impact on the LTS.
Scottish Planning Policy (SPP)
(Scottish Government, 2014)
Scottish Planning Policy is a statement of Scottish Government policy on how nationally important land use planning matters should be addressed across the country. Scottish Planning Policy is reflected in the Council’s planning system managing the development and use of land.
Indirect effect.
Directs the Council’s and LLTNP’s LDPs. The application of the LDP has a direct impact on the LTS.
Stirling’s Local Transport Strategy: Review 23
Policy / Strategy Outline LTS Implications
Loch Lomond and Trossachs National Park Local Plan 2010-2015
(LLTNP, 2011)
The Loch Lomond & the Trossachs National Park (LLTNP) Local Plan (LP) and its supporting documents guide planning decisions, ensuring that new development is of the highest quality, is in the right places and delivers the aspirations of communities and aims of the National Park. The LLTNP LDP covers those areas of Stirling within the National Park boundary. This includes; Aberfoyle, Callander, Crianlarach, Drymen, Killin, Loch Lomondside, Lochearnhead, Stratheyre, The Trossachs and Tyndrum.
Note: the replacement to the LLTNP LP is currently at proposed plan stage (Autumn 2015) with the finalised plan due to be adopted December 2016.
The application of the LLTNP LP has a direct effect on the transport network, in particular, additional demand for travel due to new developments.
The LTS will require to take account of the level and location of development planned to ensure an appropriate range of mode(s) of transport are available and attractive to these developments.
Transportation
National Transport Strategy (NTS)
(Scottish Government, 2016)
The National Transport Strategy (NTS) sets out the Scottish Government’s long term vision for transport.
The NTS introduced three key strategic outcomes, which are to:
• improve journey times and connections between our cities and towns and our global markets to tackle congestion and provide access to key markets
• reduce emissions to tackle climate change
• improve quality, accessibility and affordability of transport, to give people the choice of public transport and real alternatives to the car
The NTS provides a framework of national strategic transport objectives which will require to take cognisance of when developing the objectives for the LTS.
Strategic Transport Projects Review (STPR)
(Scottish Government, 2008)
The Strategic Transport Projects Review (STPR) sets out the Scottish Government’s 29 key transport investment priorities for the period to 2032.
The outcomes of the STPR are based on the priorities of:
• maintaining and safely operating existing assets
• promoting a range of measures, including innovative solutions, that make better use of existing capacity; and,
• promoting targeted infrastructure improvements where these are necessary, affordable and practicable.
STPR investment priorities relevant to Stirling include:
1. Improvements to road standards between Glasgow and Oban/Fort William.
2. Route management on selected road corridors.
3. Further electrification of the strategic rail network.
4. Reconfiguration of the National Rail network timetable.
5. Strategic Park and Ride strategy.
6. Integrated ticketing.
7. Enhancing rail capacity.
8. A9 upgrade.
9. Rail Enhancements on the Highland Main Line.
10. Rail service enhancements between Aberdeen and the central belt.
The focus provided by the STPR on national level transport projects provides a level of strategic context to transport projects that will enable the LTS to build upon the STPR interventions at a local level to maximise the local benefits derived.
24 Stirling’s Local Transport Strategy: Review
Policy / Strategy Outline LTS Implications
Transportation Noise Action Plan
(Scottish Government, 2014)
The Transport Noise Action Plan is aimed at meeting obligations under the EU Environmental Noise Directive with respect to Transportation noise in Scotland.
Ten locations within Stirling (out of 122 nationally) have been designated as Candidate Noise Management Areas for further study as they are in the top 1% of locations for road noise in Scotland.
The Transport Noise Action Plan will require the LTS to take account of noise and, in particular, not to exacerbate the noise levels at or in the vicinity of the candidate noise management areas.
Road Safety Framework to 2020
(Scottish Government, 2009)
The Road Safety Framework sets the Scottish Government’s road safety targets to 2020 and identifies key priorities to assist in the achievement of the targets. The target reductions set are 40% for adult road deaths and 55% for adults seriously injured (50% and 65% respectively for children) and a reduction of 10% for slight injuries to both adults and children.
The LTS will require to continue to have an emphasis on the safety of all modes, including road safety. This will support the targets set in the Road Safety Framework.
Rail: High Level Output Specification
(Transport Scotland, 2012)
The Scottish Government’s High Level Output Specification (HLOS) sets out a programme of the Government’s requirements of Network Rail over the period 2014 to 2019 and informs Network Rail’s plan for Control Period 5 (CP5).
The HLOS includes a number of rail interventions which will improve services for those in the Stirling area. Projects include Journey Time and Connectivity improvements and the post-EGIP rolling electrification programme.
Projects specified within the HLOS will improve the service provision for those in the Stirling area and may increase the modal share of rail. These changes will require to be taken account of when developing the LTS to ensure appropriate access to stations is provided to maximise the local benefits of these changes.
Network Rail: Scotland Route Plan
(Network Rail, 2010)
The Scotland Route Plan details Network Rail’s strategy and plans for the safe and efficient management and operation of the rail network for the period April 2014 to March 2019 (CP5) and beyond.
The Route Plan outlines how Network Rail plans to deliver the expectations and requirements of Scottish Ministers and other stakeholders for the control period. It also details specific enhancements, such as the Electrification Rolling Programme (post EGIP) which includes Stirling, Dunblane and Alloa.
Network Rail’s commitment to the post-EGIP rolling electrification programme, allied with service improvements, will require to be taken account of when developing the LTS to ensure the conditions are in place to maximise the local benefits of these changes.
Stirling’s Local Transport Strategy: Review 25
Policy / Strategy Outline LTS Implications
Regional Transport Strategy 2008-2023
(TACTRAN, 2008)
TACTRAN’s Regional Transport Strategy sets out a vision and strategy for improving the region’s transport infrastructure, services and other facilities, over the period 2008 to 2023.
The Strategy has three key strategic themes:
• delivering economic prosperity
• connecting communities and being socially inclusive
• environmental sustainability and promoting health and well-being.
Objectives have been defined under six broad themes: Economy; Accessibility, Equity and Social Inclusion; Environment; Health and Well-being; Safety and Security; and Integration.
Note: The Regional Transport Strategy is currently under review with the aspiration of extending the life of the strategy to 2032, and will be the subject to further review on a quadrennial (4 yearly) basis.
The RTS forms the link in scale between the NTS and LTS and confirms key projects which have a regional significance. The LTS will require to take regional projects into account where these effect the Stirling area.
Loch Lomond and Trossachs National Park (LLTNPS) National Park Partnership Plan, 2012-2017
The LLTNPS National Park Partnership Plan sets out in detail how the National Park, what it offers to the people of Scotland and visitors, will be enhanced over the next few years.
A number of strategies and policies at a national, regional and local level provide context for the development of the National Park Partnership Plan, including:
• National Transport Strategy
• Regional Transport Strategies
• Local Authorities’ Transport Strategies
The priorities relating to sustainable traffic management, must be taken into account when revising the LTS. These priorities include:
Reducing carbon emissions from cars whilst enhancing the visitor experience.
On a number of roads in the National Park putting in place enhanced public transport where applicable
Audit Scotland: Transport for Health and Social Care
(Audit Scotland, 2011)
Short Life Working Group Healthcare Transport Recommendations
(Scottish Government, 2013)
The links between transport and access to health services have been identified by the Audit Scotland: Transport for Health and Social Care report and the Short Life Working Group Healthcare Transport Recommendations.
Links have also been developed between the challenges to increase active travel (walking and cycling) and the increasing societal health problems caused by obesity and related illnesses.
Relevant to this TACTRAN has a regional Health and Transport Action Plan.
The LTS will require to make provision to ensure the resident population are able to access healthcare services by a range of appropriate modes and in suitable journey times.
26 Stirling’s Local Transport Strategy: Review
Policy / Strategy Outline LTS Implications
Climate Change
Climate Change (Scotland) Act 2009
(Scottish Parliament, 2009)
Public Bodies Climate Change Duties: Putting Them Into Practice
(Scottish Government, 2011)
The Climate Change (Scotland) Act 2009 requires the Scottish Government to work towards reducing Scotland’s greenhouse gas emissions by 80% for 2050 with an interim target of 42% for 2020, measured against a 1990 baseline.
The subordinate guidance published in 2011 places a duty on public bodies, including Stirling Council, to act:
• in the way best calculated to contribute to delivery of the emission reduction targets set in the Act;
• in the way best calculated to deliver and statutory adaption programme; and,
• in a way that it considers most sustainable.
This has significant implications for transport which accounted for 24.4% of Scotland’s total greenhouse gas emissions in 2013.
Requires the Council to consider the environmental impacts of the LTS alongside the economic and social outcomes. Mitigation may also be required to ensure the LTS objectives are the most sustainable appropriate.
Climate Change Delivery Plan
(Scottish Government, 2009)
The Climate Change Delivery Plan sets out the measures required to meet the statutory climate change target for 2020, and the work to be done to prepare for the more radical changes needed if the emissions reduction target for 2050 is to be achieved.
The plan aims for almost complete decarbonisation of road transport by 2050 with significant progress by 2030 through wholesale adoption of electric cars and vans, and significant decarbonisation of rail by 2050.
The importance of and level of emissions reductions required from transport necessitate the LTS to take cognisance of these when developing proposals and demonstrating that these will support the actions detailed in the Climate Change Delivery Plan as appropriate.
Second Report on Proposals and Policies (RPP2)
(Scottish Government, 2013)
This is the Scottish Government’s second report on proposals and policies for meeting its climate change targets. It sets out the actions required to achieve Scotland’s statutory annual targets for reductions in greenhouse gas emissions for the period 2013–2027 as set through the Climate Change (Scotland) Act 2009.
The LTS should demonstrate that it will support the actions detailed in the RPP2 as appropriate.
Cleaner Air for Scotland – The Road to a Healthier Future
(Scottish Government, 2015)
Introduces reduced targets for PM2.5 and PM10 particulates based on World Health Organisation (WHO) guidance. Introduces the National Low Emissions Framework which sets out a procedure for local authorities to determine effective measures for addressing air quality issues in their areas.
The LTS should demonstrate that it will support the transport related actions detailed in Cleaner Air for Scotland and that actions in the LTS will not cause detriment to air quality.
Stirling’s Local Transport Strategy: Review 27
Policy / Strategy Outline LTS Implications
Active Travel
Cycling Action Plan for Scotland (CAPS)
(Scottish Government, 2013)
This updated Cycling Action Plan for Scotland has the vision that by 2020, 10% of everyday journeys taken in Scotland will be by bike. To support the vision, a series of actions are proposed. Key amongst these are:
1. Continue to promote a national training programme on cycling-integration design, through the promotion of land use of planning policy - Designing Streets and Cycling by Design guidance.
2. Encourage all employers across all sectors to become Cycle Friendly
3. Develop local monitoring, using data from local cycle counts and surveys, and to report national indicators of cycling participation annually.
4. Each local area is to support cycling including the appropriate infrastructure improvements required along with supporting promotional work.
5. Continue to develop and maintain community links and the National Cycle Network
6. Develop better integration with public transport, including establishing the Cycle Hub pilot at Stirling Station.
7. Promote the implementation of 20 mph schemes in all residential areas
8. Promote cycling for young people including continue the roll-out of Bikeability Scotland cycle training through schools and projects which encourage primary school pupils to continue cycling when progressing to secondary schools
9. Develop Adult Cycle Training resources and develop approaches to promoting access to bikes
The cycling target set in CAPS and the associated cycling improvements required the LTS to take cognisance these and, where possible, plan to support and maximise the benefits arising from the relevant projects.
Let’s Get Scotland Walking - National Walking Strategy (NWS)
(Scottish Government, 2014)
The National Walking Strategy outlines the Scottish Government’s vision to create a walking culture where everyone benefits from walking as part of their everyday journeys, enjoys walking in the outdoors and where places are well designed to encourage walking.
The aims of the Strategy are:
• Create a culture of walking where everyone walks more often as part of their everyday travel and for recreation and well-being;
• Better quality walking environments with attractive, well designed and managed built and natural spaces for everyone; and,
• Enable easy, convenient and safe independent mobility for everyone
Walking is a key mode of transport for short distance journeys, especially in more congested areas. The LTS should seek to support the principles of the NWS and include local interventions to further promote walking as a mode of transport.
28 Stirling’s Local Transport Strategy: Review
Policy / Strategy Outline LTS Implications
More Active Scotland – Building a Legacy from the Commonwealth Games
(Scottish Government, 2014)
Published by the Scottish Government in Feb 2014, this ten year plan runs until 2024 and forms part of the legacy for the 2014 Commonwealth Games.
The programme aims to encourage people in Scotland to enjoy more active and healthier lives and is being delivered by a wide range of organisations including the Scottish Government, Local Authorities, NHS Health Boards, NHS Health Scotland, and Education, Environment, and Sport and Transport bodies.
Active travel is a key set of modes, especially for shorter journeys, in town centres and to support reduced traffic congestion and emissions, in addition to the health benefits. As such, the LTS will consider active travel alongside all other modes of travel.
Other relevant National and Regional context documents
Equality Act 2010
(UK Government, 2010)
The Equality Act 2010 (Specific Duties) (Scotland) Regulations 2012
(Scottish Government, 2012)
A new Equality Act came into force on 1 October 2010. The Act brings together separate pieces of existing legislation into one single Act to provide a legal framework to protect the rights of individuals and advance equality of opportunity for all.
The regulations accompanying the Act impose specific duties on local authorities to ensure authorities have regard to the specific need to eliminate discrimination, harassment, victimisation and any other conduct prohibited by the Act. Public bodies are also required to advance equality of opportunity and to foster good relations between those who share a protected characteristic and those who don’t share it.
An Equality Impact Assessment (EIA) will be undertaken for revised LTS as per Council’s regulations.
Infrastructure Investment Plan 2015
(Scottish Government, 2015)
The Infrastructure Investment Plan 2015 sets out the Scottish Government’s priorities for investment and a long term strategy for the development of public infrastructure. It is intended to complement the Draft Budget 2016-17 and support the objectives set out in Scotland’s Economic Strategy and the Programme for Government.
In relation to transport key commitments in the plan include, to complete the upgrading of road connections between Scotland’s cities to dual carriageway, have an efficient rail and road network and further investment in all travel modes to allow people to make informed choices on the carbon impacts of their travel and to ensure opportunities for everyone to contribute to a successful economy.
The LTS requires to take cognisance of the Infrastructure Investment Plan in relation to where investment specified in the plan will be in or have an effect on travel and transport in the Stirling area. Where possible, the LTS should identify opportunities to enhance the positive effects of national investment for Stirling.
Stirling’s Local Transport Strategy: Review 29
Policy / Strategy Outline LTS Implications
Community Empowerment (Scotland) Act 2015
(Scottish Government, 2015)
The Act strengthens the position of local community groups, including community councils and CPPs, through the ownership or control of land and buildings and in determining the provision of and priorities for public services. The target of increased community engagement and participation has the objective of the delivery of better, more responsive services and better outcomes for communities.
1. There are 11 topics covered by the Act:
2. National Outcomes
3. Community Planning
4. Participation Requests
5. Community Rights to Buy Land
6. Asset Transfer Requests
7. Delegation of Forestry Commissioners’ Functions
8. Football Clubs
9. Common Good Property
10. Allotments
11. Participation in Public Decision-Making
12. Non-Domestic Rates
The Act aims to derive a range of benefits from empowering community bodies including: boosting local democratic participation; increasing confidence and skills among local people; increased number of people volunteering in their communities; and more satisfaction with quality of life in the local neighbourhood.
The LTS will ensure engagement of the public at key decision making stages of the process including defining the focus of the LTS, determining the priorities for transport and deciding which projects will best serve the needs of residents, businesses and visitors in Stirling.
Scotland’s Cities: Delivering for Scotland
(Scottish Government, 2011)
Cities and their regions contribute to sustainable economic growth for all of Scotland. Scotland’s Cities supports growth and effective ‘place making’, allowing Scottish cities to capitalise on investment opportunities and support delivery on the national economic targets.
Many of the assets which underpin success across the economy are concentrated in or near cities: knowledge based businesses; universities and research centres; cultural, retail and tourist attractions; and key transport hubs. Cities and their regions are home to many of Scotland’s growth sectors and wider employment opportunities.
The LTS will ensure the transport provision place is in to support sustainable development and growth within Stirling City and across the Council area.
30 Stirling’s Local Transport Strategy: Review
Policy / Strategy Outline LTS Implications
Tourism Development Framework for Scotland
(Visit Scotland, 2013)
The Framework has been prepared to assist and promote growth in Scotland’s visitor economy to 2020 and in particular the role of the planning system in delivering the Visitor Economy. In particular, the focus is to:
Provide guidance to planning authorities to help secure growth in the visitor economy.
• Highlight future opportunities for investment and development to all councils and other stakeholders.
• Promotes actions needed to support growth in a structured and consistent manner to the Scottish planning system.
• Projects relevant to Stirling include; Callander Public Realm Improvements, New Junction at M9/A811, The Hillfoot Way, South Stirling Park & Ride, Ring of Breadalbane Explorer, Road and Public Realm Improvements, Stirling Heritage Park and Stirling Station Gateway Street Enhancement.
Tourism as a key industry within the Stirling area and the current LTS includes a number of the projects listed in the Tourism Development Framework. The revised LTS will continue to promote appropriate transport interventions to support tourism.
Town Centre Action Plan – the Scottish Government response
(Scottish Government, 2013)
Recognises the importance of securing the future of town centres. The relationship between economic development and regeneration is co-dependent; equitable economic growth cannot be delivered without improving under-performing areas, and successful regeneration cannot be delivered without investing in development, growing local economies and delivering sustainable employment. The Scottish Government will continue to work with local authorities to support local economic development activity in order to encourage town centre growth.
Town centres are a key element of the economic and social fabric of Scotland and can be a central component of successful local economies and offer a base for small businesses and jobs. Town centres are often at the core of community life, offering spaces to meet and interact with access to facilities and services that people require. It is important that town centres are functioning, well-maintained assets that develop to support the needs of their residents, businesses and visitors.
Vibrant town centers require to be accessible by a range of appropriate transport modes from as wide a range of locations as practicable.
The LTS will support town centers in Stirling by ensuring appropriate transport opportunities are in place.
Stirling’s Local Transport Strategy: Review 31
Local Policy and Strategy Context
Policy / Strategy Outline LTS Implications
Stirling’s Single Outcome Agreement
(2013)
The Single Outcome Agreement prioritises the main changes that need to be made in Stirling’s communities between 2013 and 2023, and commits community-planning partners to harnessing collaborative effort, in partnership with communities, to delivering the step change required.
The SOA directly impacts on the LTS:
At a local level walking and cycling as part of an active lifestyle can contribute to Stirling’s SOA. They are also important elements of the SOA’s identified prevention and intervention activity, and assist with:
• Improving accessibility of facilities and services
• Maintaining the quality of the environment and adapting to climate change
• Tackling inequalities in health, income and housing
Stirling’s Local Development Plan
(2014)
The Local Development Plan (LDP) covers the whole of the Stirling LDP area. It contains a vision looking ahead 20 years to 2034, which focusses on maintaining and building on the character and quality of Stirling and the other places in the area, as well as meeting the Council’s aspirations for new housing and business space.
Currently only approximately 60% of LDP housing allocations can be built out before frequent and severe congestion occurs (predicted 2024): to avoid this, both road capacity improvements and significant modal shift are required.
The LTS will therefore continue to address infrastructure requirements and active travel needs, to ensure the transport network continues to run effectively
32 Stirling’s Local Transport Strategy: Review
Policy / Strategy Outline LTS Implications
Stirling City Development Framework
(2015)
This Framework creates an overarching plan for Stirling’s city infrastructure investment, as well as to:
ensure Stirling’s assets are used for maximum return
produce an increase in high quality, sustainable jobs
create a place of vibrancy
The LTS will support the projects in this Framework, to ensure that Stirling has a first class transport network that supports the city.
Stirling Economic Strategy
(2014)
The Economic Strategy provides the focus for the city’s growth and investment ambitions.
It includes aspirational activities to support new business start-ups, faster growth of successful businesses, the attraction of inward investment and international business development, in both the city and the rural community, as well as the further exploitation of the knowledge base at the University of Stirling and Forth Valley College. The
key objectives of Stirling’s Economic Strategy are set out in five strategic themes:
1. Promoting Stirling’s Advantage creating confidence in Stirling’s economy, marketing the area’s unique advantages and advancing investment opportunities.
2. Supporting Business ensuring a high level of tailored support for all businesses in the area.
3. Skills Development and Access to Jobs enabling people to access sustainable employment through up-skilling
4. Supporting the Rural Economy growing thriving and diverse rural economic communities
5. Investing in Infrastructure accommodating growth through investment in infrastructure
This strategy has a direct impact on the development of the LTS:
As Stirling is at the hub of Scotland’s transport network by road, rail and air, the LTS will be developed to help maintain the transport network both externally (to help encourage business / visitors to come to Stirling) and internally (to help connect rural and other communities with job opportunities).
Stirling City Strategic Infrastructure Plan
(2014)
Stirling’s City Strategic Infrastructure Plan presents Stirling’s infrastructure ambitions to support the sustainable expansion of the City, and grow and diversify the local economy. Ten infrastructure projects have been identified and prioritised on the basis of generating the greatest economic and social benefits, including:
• Stirling Station Gateway Street Enhancement
• Durieshill and South Stirling Gateway Transport Improvements
• Viewforth Link Road and Public Realm Improvements to Adjacent City Centre Streets
This plan has a direct impact on the LTS, which will be developed to support the identified infrastructure projects.
Stirling’s Local Transport Strategy: Review 33
Policy / Strategy Outline LTS Implications
Stirling City Centre Strategy and Action Plan
(2014)
The City Centre Strategy describes the vision for the City Centre for 2018 and beyond. It describes the fundamental objectives to improve its economic vibrancy, cultural vitality and overall resilience with direct benefits to existing City Centre businesses and residents.
Some of the objectives within this Strategy are
strongly linked to the LTS and will be taken into account when developing the document, for example:
• Improving linkage between Stirling Castle and the retail/ commercial core
• Enhancing existing and identifying new pedestrian, cycle and public transport into the City Centre from neighbouring areas
• Enhancing the quality of the physical environment and experience, making it safer and more pleasant for users.
Sports, Physical Activity and Wellbeing Strategy
(2015)
This strategy, which was adopted in Summer 2015, sets out Stirling’s aim to be the sport and wellbeing capital of Scotland. It represents a commitment to provide opportunities and access to physical activity for all, including walking and cycling as leisure and commuter activities.
The LTS promotes ‘active travel’ as a healthy means of transport, leisure and means of access to services and opportunities.
It will also provide a delivery framework that helps to prioritise active travel projects and spend, as well as increase the amount of people walking and cycling in Stirling.
Serving Stirling Priorities for Stirling Council
These objectives form the political priorities of the partnership administration on Stirling Council, up until 2017 and include undertaking a full review of transport strategies and transport networks to ensure that they serve pedestrians, cyclists and motorist.
The relevant priorities influence the LTS directly, with a review of the LTS taking place in 2015/16
Transformational Changes
Priority Based Budgeting (PBB)
Working more closely with the communities / different departments
These changes should ensure close cross-departmental working to review and deliver the LTS.
34 Stirling’s Local Transport Strategy: Review
APPENDIX B: Outcome indicators at a glanceSO
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n 2
007
and
201
3
(i) T
run
k ro
ads
Stir
ling
8.8%
dec
reas
e
(i) T
run
k ro
ads
Sco
tlan
d2.
6% in
crea
se
(ii) L
A ro
ads
Stir
ling
5.9%
dec
reas
e
(ii) L
A ro
ads
Sco
tlan
d4.
5% d
ecre
ase
(iii)
All
road
s St
irlin
g7.
1% d
ecre
ase
(iii)
All
road
s Sc
otl
and
1.8%
dec
reas
e
1.3
Petr
ol a
nd
die
sel c
on
sum
pti
on
of
road
veh
icle
s
Bet
wee
n 2
007
and
201
4
(i) S
tirl
ing
13%
dec
reas
e
(ii) S
cotl
and
11%
dec
reas
e
2. T
raffi
c C
on
ges
tio
n2.
1C
on
ges
tio
n: a
vera
ge
jou
rney
tim
e o
n id
enti
fied
rou
tes
B
etw
een
200
8 an
d 2
013
jou
rney
tim
es h
ave
incr
ease
d o
n a
ll id
enti
fied
rou
tes
3. O
ther
Tra
vel
Pat
tern
s3.
1Tr
avel
to w
ork
/stu
dy
(i) d
esti
nat
ion
of S
tirl
ing
resi
den
ts
n.b
. 201
1 d
ata
for w
ork
on
ly
20
0120
11
Stir
ling
73.1
%68
.3%
Gla
sgo
w6.
5%7.
5%
Falk
irk
6.0%
7.0%
Cla
cks
3.2%
3.2%
Edin
bu
rgh
3.
1%3.
8%
N. L
anar
k1.
6%2.
0%
(ii) h
om
e o
rig
ins
of t
ho
se e
mp
loye
d/
stu
dyi
ng
in S
tirl
ing
n.b
. 201
1 d
ata
for w
ork
on
ly
Stir
ling
68.9
%57
.7%
Cla
cks
9.8%
12.1
%
Falk
irk
8.8%
13.8
%
N. L
anar
k2.
0%2.
9%
Pert
h &
Kin
ross
1.9%
2.3%
Fife
1.7%
1.7%
avg
mile
s/km
tra
velle
d
(fo
r wo
rk/e
du
cati
on
)B
etw
een
200
7/08
an
d 2
014:
% tr
ips
un
der
1km
d
ecre
ased
fro
m 2
9% to
26%
; % tr
ips
bet
wee
n 5
an
d 1
0km
s in
crea
sed
fro
m 1
2% to
14%
; %tr
ips o
ver
10km
rem
ain
ed a
pp
roxi
mat
ely
the
sam
e at
5%
Stirling’s Local Transport Strategy: Review 35
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST1:
Mak
ing
St
irlin
g a
pla
ce
wit
h a
vib
ran
t ec
on
om
y th
at’s
op
en fo
r b
usi
nes
s
PO2:
Mai
nta
in
and
man
age
the
exis
tin
g
tran
spo
rt
net
wo
rk
effe
ctiv
ely
3. O
ther
Tra
vel
Pat
tern
sPu
rpo
se o
f Tri
p%
of t
rip
s m
ade
for c
om
mu
tin
g p
urp
ose
s h
as
dec
reas
ed fr
om
26%
to 2
2% b
etw
een
200
7/08
an
d 2
014.
4. P
ark
ing
Ind
icat
or t
o b
e d
eter
min
edIn
dic
ato
r to
be
det
erm
ined
5. C
on
dit
ion
of
road
net
wo
rk5.
1R
oad
Co
nd
itio
n: R
oad
Co
nd
itio
n
Ind
icat
or (
RC
I): %
of a
ll ro
ads
likel
y to
re
qu
ire
mai
nte
nan
ce.
2005
/06
2014
/15
RC
I45
.643
.1
Stir
ling’
s R
ank
2827
5.2
Ro
ad C
on
dit
ion
: % o
f (i)
all (
ii) A
(iii)
B
(iv)
C (v
) un
clas
sifie
d re
qu
irin
g o
r lik
ely
to re
qu
ire
trea
tmen
t.
2008
/09
2014
/15
(i) a
ll St
irlin
g45
29
(i) a
ll Sc
otl
and
3429
(ii) A
Sti
rlin
g33
22
(ii) A
Sco
tlan
d28
24
(iii)
B S
tirl
ing
4125
(iii)
B S
cotl
and
3428
(iv) C
Sti
rlin
g48
29
(iv) C
Sco
tlan
d33
28
(v) U
ncl
assi
fied
Sti
rlin
g50
30
(v) U
ncl
assi
fied
Sco
tlan
d27
30
6.
Co
nn
ecti
vity
6.1
Jou
rney
tim
e an
d s
ervi
ce fr
equ
ency
to
key
maj
or c
entr
es b
y co
ach
/ ra
il /
road
2009
2015
Dir
ect
serv
ice
jou
rney
tim
es fr
om
St
irlin
g b
y C
oac
h (
Ho
urs
:min
ute
s)
Ab
erd
een
N/A
N/A
Edin
bu
rgh
01
:04
01:0
4
Gla
sgo
w00
:43
00:4
3
Lon
do
n09
:15
09:1
5
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST1:
Mak
ing
St
irlin
g a
pla
ce
wit
h a
vib
ran
t ec
on
om
y th
at’s
op
en fo
r b
usi
nes
s
PO2:
Mai
nta
in
and
man
age
the
exis
tin
g
tran
spo
rt
net
wo
rk
effe
ctiv
ely
1. T
raffi
c G
row
th
1.1
An
nu
al A
vera
ge
Dai
ly T
raffi
c (A
AD
T)
(i) T
ota
l (ii)
Cit
y (ii
i) To
wn
s, V
illag
es
and
Ru
ral A
rea
(TV
RA
) (iv
) Tru
nk
Ro
ad
B
etw
een
200
7 an
d 2
014
(i) T
ota
l9.
2% d
ecre
ase
(ii) C
ity
10%
dec
reas
e
(iii)
TV
RA
1.8%
dec
reas
e
(iv) T
run
k R
oad
s1.
7 %
dec
reas
e
1.2
Mill
ion
veh
icle
kilo
met
res
(i) T
run
k ro
ads
(ii) L
A ro
ads
(iii)
All
road
s
Bet
wee
n 2
007
and
201
3
(i) T
run
k ro
ads
Stir
ling
8.8%
dec
reas
e
(i) T
run
k ro
ads
Sco
tlan
d2.
6% in
crea
se
(ii) L
A ro
ads
Stir
ling
5.9%
dec
reas
e
(ii) L
A ro
ads
Sco
tlan
d4.
5% d
ecre
ase
(iii)
All
road
s St
irlin
g7.
1% d
ecre
ase
(iii)
All
road
s Sc
otl
and
1.8%
dec
reas
e
1.3
Petr
ol a
nd
die
sel c
on
sum
pti
on
of
road
veh
icle
s
Bet
wee
n 2
007
and
201
4
(i) S
tirl
ing
13%
dec
reas
e
(ii) S
cotl
and
11%
dec
reas
e
2. T
raffi
c C
on
ges
tio
n2.
1C
on
ges
tio
n: a
vera
ge
jou
rney
tim
e o
n id
enti
fied
rou
tes
B
etw
een
200
8 an
d 2
013
jou
rney
tim
es h
ave
incr
ease
d o
n a
ll id
enti
fied
rou
tes
3. O
ther
Tra
vel
Pat
tern
s3.
1Tr
avel
to w
ork
/stu
dy
(i) d
esti
nat
ion
of S
tirl
ing
resi
den
ts
n.b
. 201
1 d
ata
for w
ork
on
ly
20
0120
11
Stir
ling
73.1
%68
.3%
Gla
sgo
w6.
5%7.
5%
Falk
irk
6.0%
7.0%
Cla
cks
3.2%
3.2%
Edin
bu
rgh
3.
1%3.
8%
N. L
anar
k1.
6%2.
0%
(ii) h
om
e o
rig
ins
of t
ho
se e
mp
loye
d/
stu
dyi
ng
in S
tirl
ing
n.b
. 201
1 d
ata
for w
ork
on
ly
Stir
ling
68.9
%57
.7%
Cla
cks
9.8%
12.1
%
Falk
irk
8.8%
13.8
%
N. L
anar
k2.
0%2.
9%
Pert
h &
Kin
ross
1.9%
2.3%
Fife
1.7%
1.7%
avg
mile
s/km
tra
velle
d
(fo
r wo
rk/e
du
cati
on
)B
etw
een
200
7/08
an
d 2
014:
% tr
ips
un
der
1km
d
ecre
ased
fro
m 2
9% to
26%
; % tr
ips
bet
wee
n 5
an
d 1
0km
s in
crea
sed
fro
m 1
2% to
14%
; %tr
ips o
ver
10km
rem
ain
ed a
pp
roxi
mat
ely
the
sam
e at
5%
36 Stirling’s Local Transport Strategy: Review
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST1:
Mak
ing
St
irlin
g a
pla
ce
wit
h a
vib
ran
t ec
on
om
y th
at’s
op
en fo
r b
usi
nes
s
PO2:
Mai
nta
in
and
man
age
the
exis
tin
g
tran
spo
rt
net
wo
rk
effe
ctiv
ely
6.
Co
nn
ecti
vity
6.1
Jou
rney
tim
e an
d s
ervi
ce fr
equ
ency
to
key
maj
or c
entr
es b
y co
ach
/ ra
il /
road
2009
2015
Dir
ect
serv
ice
jou
rney
tim
es fr
om
St
irlin
g b
y R
ail
(Ho
urs
:min
ute
s)A
ber
dee
n02
:11
02:1
4
Edin
bu
rgh
00
:55
00:5
6
Gla
sgo
w00
:39
00:3
8
Lon
do
n05
:20
05:1
9
Jou
rney
tim
es fr
om
Sti
rlin
g b
y C
ar
(Ho
urs
:min
ute
s)A
ber
dee
n02
:38
02:3
8
Edin
bu
rgh
01
:18
01:1
8
Gla
sgo
w00
:50
00:5
0
Lon
do
n07
:34
07:3
4
PO5:
Su
pp
ort
an
d e
nab
le
futu
re
dev
elo
pm
ent
thro
ug
h
sust
ain
able
tr
ansp
ort
atio
n
7.
Dev
elo
pm
ent
mee
tin
g
tran
spo
rt
req
uir
emen
ts
% o
f dev
saf
ely
and
real
isti
cally
ac
cess
ible
by,
eac
h o
f, w
alki
ng,
cy
clin
g, p
ub
lic t
ran
spo
rt, c
ar
TBD
Tran
spo
rt
Sch
emes
as
sist
ing
d
evel
op
men
t
Ind
icat
or t
o b
e d
eter
min
edIn
dic
ato
r to
be
det
erm
ined
Ind
icat
or t
o b
e d
eter
min
edIn
dic
ato
r to
be
d
eter
min
ed
ST2:
Mak
ing
St
irlin
g a
pla
ce
wit
h jo
bs
and
o
pp
ort
un
itie
s fo
r all
PO3:
Incr
ease
tr
ansp
ort
ac
cess
ibili
ty
for p
eop
le
wit
h re
stri
cted
o
pti
on
s
8. C
ar
Ow
ner
ship
C
ar O
wn
ersh
ip: %
of h
ou
seh
old
s w
ith
acc
ess
to n
o; o
ne;
mo
re t
han
1
car o
r van
for S
tirl
ing
% o
f ho
use
ho
lds
wit
h
acce
ss to
:20
05/0
620
14
0 ca
r22
%23
%
1 ca
r45
%41
%
2 ca
rs
26%
31%
3+ c
ars
7%4%
Stirling’s Local Transport Strategy: Review 37
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST2:
Mak
ing
St
irlin
g a
pla
ce
wit
h jo
bs
and
o
pp
ort
un
itie
s fo
r all
PO3:
Incr
ease
tr
ansp
ort
ac
cess
ibili
ty
for p
eop
le
wit
h re
stri
cted
o
pti
on
s
9a.
Acc
ess
to
Serv
ices
an
d
Op
po
rtu
nit
ies
9.1
Acc
ess
to e
mp
loym
ent:
% o
f tar
get
g
rou
ps
wit
hin
30
/ 60
min
s o
f em
plo
ymen
t (d
efin
e) b
y p
ub
lic
tran
spo
rt
% w
ith
in 3
0min
s o
f Sti
rlin
g
Cit
y C
entr
e 20
0920
15
69.0
%65
.0%
9.2
Acc
ess
to lo
cal c
entr
es %
of
ho
use
ho
lds
wit
hin
30
min
s b
y p
ub
lic t
ran
spo
rt o
f a p
ost
offi
ce
(bas
ic g
roce
ry fa
cilit
ies)
% w
ho
hav
e ac
cess
to p
ost
o
ffice
wit
hin
30
min
s b
y p
ub
lic t
ran
spo
rt
( 200
8) 9
7%(2
015)
96%
9.3
Acc
ess
to h
ealt
hca
re %
of p
eop
le
wit
hin
60m
ins
by
pu
blic
tra
nsp
ort
of
any
ho
spit
al
% o
f peo
ple
wit
hin
60m
ins
by
pu
blic
tra
nsp
ort
of a
ny
ho
spit
al
(200
8) 8
3%(2
015)
75%
10
. Usa
ge
of
com
mu
nit
y tr
ansp
ort
an
d
sub
sid
ised
se
rvic
es
10.1
DR
T U
sag
e: n
o. o
f pas
sen
ger
s (p
asse
ng
er jo
urn
eys)
usi
ng
DR
T se
rvic
es
2011
/12
2013
/14
2014
/15
2532
637
515
3269
6
11
. Pro
visi
on
o
f a s
tree
t en
viro
nm
ent
usa
ble
by
all
A
cces
s au
dit
s o
f lo
cal c
entr
es c
om
men
ced
. Pro
po
sed
ind
icat
or:
% o
f au
dit
ed ro
ute
s in
loca
l cen
tres
wh
ich
are
fully
ac
cess
ible
Pro
visi
on
of
dis
able
d p
ark
ing
n
o o
f dis
able
d s
pac
es o
n-s
tree
t /
pu
blic
off
-str
eet
/ %
of t
ota
l su
pp
lyTB
D
ST3:
Mak
ing
St
irlin
g a
pla
ce
wh
ere
lifel
on
g
lear
nin
g is
va
lued
an
d
enco
ura
ged
PO3:
Incr
ease
tr
ansp
ort
ac
cess
ibili
ty
for p
eop
le
wit
h re
stri
cted
o
pti
on
s
9b
. Acc
ess
to
Serv
ices
an
d
Op
po
rtu
nit
ies
A
cces
s to
furt
her
ed
uca
tio
n %
16-
19yr
old
s w
ith
in 6
0 m
ins
of
furt
her
ed
uca
tio
n b
y p
ub
lic t
ran
spo
rt
(200
9)
81%
(60
min
s)(2
015)
88
% (6
0 m
ins)
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST1:
Mak
ing
St
irlin
g a
pla
ce
wit
h a
vib
ran
t ec
on
om
y th
at’s
op
en fo
r b
usi
nes
s
PO2:
Mai
nta
in
and
man
age
the
exis
tin
g
tran
spo
rt
net
wo
rk
effe
ctiv
ely
6.
Co
nn
ecti
vity
6.1
Jou
rney
tim
e an
d s
ervi
ce fr
equ
ency
to
key
maj
or c
entr
es b
y co
ach
/ ra
il /
road
2009
2015
Dir
ect
serv
ice
jou
rney
tim
es fr
om
St
irlin
g b
y R
ail
(Ho
urs
:min
ute
s)A
ber
dee
n02
:11
02:1
4
Edin
bu
rgh
00
:55
00:5
6
Gla
sgo
w00
:39
00:3
8
Lon
do
n05
:20
05:1
9
Jou
rney
tim
es fr
om
Sti
rlin
g b
y C
ar
(Ho
urs
:min
ute
s)A
ber
dee
n02
:38
02:3
8
Edin
bu
rgh
01
:18
01:1
8
Gla
sgo
w00
:50
00:5
0
Lon
do
n07
:34
07:3
4
PO5:
Su
pp
ort
an
d e
nab
le
futu
re
dev
elo
pm
ent
thro
ug
h
sust
ain
able
tr
ansp
ort
atio
n
7.
Dev
elo
pm
ent
mee
tin
g
tran
spo
rt
req
uir
emen
ts
% o
f dev
saf
ely
and
real
isti
cally
ac
cess
ible
by,
eac
h o
f, w
alki
ng,
cy
clin
g, p
ub
lic t
ran
spo
rt, c
ar
TBD
Tran
spo
rt
Sch
emes
as
sist
ing
d
evel
op
men
t
Ind
icat
or t
o b
e d
eter
min
edIn
dic
ato
r to
be
det
erm
ined
Ind
icat
or t
o b
e d
eter
min
edIn
dic
ato
r to
be
d
eter
min
ed
ST2:
Mak
ing
St
irlin
g a
pla
ce
wit
h jo
bs
and
o
pp
ort
un
itie
s fo
r all
PO3:
Incr
ease
tr
ansp
ort
ac
cess
ibili
ty
for p
eop
le
wit
h re
stri
cted
o
pti
on
s
8. C
ar
Ow
ner
ship
C
ar O
wn
ersh
ip: %
of h
ou
seh
old
s w
ith
acc
ess
to n
o; o
ne;
mo
re t
han
1
car o
r van
for S
tirl
ing
% o
f ho
use
ho
lds
wit
h
acce
ss to
:20
05/0
620
14
0 ca
r22
%23
%
1 ca
r45
%41
%
2 ca
rs
26%
31%
3+ c
ars
7%4%
38 Stirling’s Local Transport Strategy: Review
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST4:
Mak
ing
St
irlin
g a
pla
ce
wh
ere
imp
rove
d
wel
lbei
ng
ad
ds
life
to y
ears
, no
t ju
st y
ears
to li
fe
PO4:
Incr
ease
tr
avel
ch
oic
es
and
en
han
ce
linka
ges
b
etw
een
d
iffer
ent
mea
ns
of t
rave
l to
red
uce
th
e n
eed
for c
ar
use
12
. Wal
kin
g
Ad
ult
s re
gu
larl
y w
alki
ng
: % a
du
lts
(16+
) wh
o w
alk
as a
mea
ns
of
tran
spo
rt m
ore
th
an 3
day
s a
wee
ks
3-5d
ays
2007
/08
2014
25.6
%27
.7%
6-7d
ays
14.7
%38
.20%
13
. Cyc
ling
Pe
rcen
tag
e o
f jo
urn
eys
mad
e b
y b
icyc
le a
s m
ain
mo
de
of t
ran
spo
rt20
0820
1120
14
11.
30.
9
9c.
Acc
ess
to H
ealt
h
Op
po
rtu
nit
ies
% p
op
ula
tio
n w
ith
in 3
00m
of o
pen
sp
ace
TBD
% p
op
ula
tio
n w
ith
in 3
0min
s b
y p
ub
lic t
ran
spo
rt o
f nea
rest
sp
ort
s ce
ntr
e
2009
2014
76%
75%
ST5:
Mak
ing
St
irlin
g a
pla
ce
wit
h s
afe,
str
on
g
and
resi
lien
t co
mm
un
itie
s
PO1:
Pro
mo
te
safe
r tra
vel
for a
ll
14
. Ro
ad
Safe
ty
%
chan
ge
bet
wee
n 2
004-
08 a
nd
201
0-14
Cas
ual
ties
: Peo
ple
kill
ed31
% d
ecre
ase
Cas
ual
ties
: Peo
ple
ser
iou
sly
inju
red
27%
dec
reas
e
Cas
ual
ties
: Ch
ildre
n (a
ged
<16
) kill
ed0
child
ren
kill
ed, t
her
efo
re 0
% c
han
ge
Cas
ual
ties
: Ch
ildre
n (a
ged
<16
) kill
ed o
r ser
iou
sly
inju
red
47%
dec
reas
e
15
. Sec
uri
ty
(i) B
us
(ii) T
rain
2003
/04
2014
% A
du
lts
(16+
) saf
ety
fro
m c
rim
e w
hile
tra
velli
ng
by
(i) b
us
(ii)t
rain
in
the
even
ing
Safe
(I) 6
2.0%
(ii
) 60.
0%(i)
77.
6%
(ii) 9
0.0%
N
ot
Safe
(i) 1
9.0%
(ii
) 21.
0%(i)
22.
4%
(ii) 1
0.0%
ST6:
Mak
ing
St
irlin
g a
p
lace
wit
h a
h
igh
qu
alit
y en
viro
nm
ent
PO4:
Incr
ease
tr
avel
ch
oic
es
and
en
han
ce
linka
ges
b
etw
een
d
iffer
ent
mea
ns
of t
rave
l to
red
uce
th
e n
eed
for c
ar
use
16
. Mo
de
shar
e
Trav
el to
wo
rk (i
) Sti
rlin
g D
istr
ict
(SH
S)20
07/0
820
14
(i) w
alk
& c
ycle
11.4
%15
.0%
(i)
car
/van
dri
ver /
pas
sen
ger
69.5
%75
.9%
(i) b
us
and
tra
in17
.0%
7.9%
Tr
avel
to s
cho
ol:
% (i
) all
(ii) p
rim
ary
(iii)
seco
nd
ary
(Su
stra
ns)
2008
2014
(i)
wal
k &
cyc
le48
.50%
50.1
0%
(i)
dri
ven
20.8
0%19
.30%
(i)
bu
s21
.60%
18.1
0%
17
. Par
k an
d
Rid
e U
sag
e
Bu
s P&
R an
nu
al p
erso
n t
rip
s
2007
2014
an
nu
al p
erso
n t
rip
s27
3,01
240
2, 0
77
Stirling’s Local Transport Strategy: Review 39
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST4:
Mak
ing
St
irlin
g a
pla
ce
wh
ere
imp
rove
d
wel
lbei
ng
ad
ds
life
to y
ears
, no
t ju
st y
ears
to li
fe
PO4:
Incr
ease
tr
avel
ch
oic
es
and
en
han
ce
linka
ges
b
etw
een
d
iffer
ent
mea
ns
of t
rave
l to
red
uce
th
e n
eed
for c
ar
use
12
. Wal
kin
g
Ad
ult
s re
gu
larl
y w
alki
ng
: % a
du
lts
(16+
) wh
o w
alk
as a
mea
ns
of
tran
spo
rt m
ore
th
an 3
day
s a
wee
ks
3-5d
ays
2007
/08
2014
25.6
%27
.7%
6-7d
ays
14.7
%38
.20%
13
. Cyc
ling
Pe
rcen
tag
e o
f jo
urn
eys
mad
e b
y b
icyc
le a
s m
ain
mo
de
of t
ran
spo
rt20
0820
1120
14
11.
30.
9
9c.
Acc
ess
to H
ealt
h
Op
po
rtu
nit
ies
% p
op
ula
tio
n w
ith
in 3
00m
of o
pen
sp
ace
TBD
% p
op
ula
tio
n w
ith
in 3
0min
s b
y p
ub
lic t
ran
spo
rt o
f nea
rest
sp
ort
s ce
ntr
e
2009
2014
76%
75%
ST5:
Mak
ing
St
irlin
g a
pla
ce
wit
h s
afe,
str
on
g
and
resi
lien
t co
mm
un
itie
s
PO1:
Pro
mo
te
safe
r tra
vel
for a
ll
14
. Ro
ad
Safe
ty
%
chan
ge
bet
wee
n 2
004-
08 a
nd
201
0-14
Cas
ual
ties
: Peo
ple
kill
ed31
% d
ecre
ase
Cas
ual
ties
: Peo
ple
ser
iou
sly
inju
red
27%
dec
reas
e
Cas
ual
ties
: Ch
ildre
n (a
ged
<16
) kill
ed0
child
ren
kill
ed, t
her
efo
re 0
% c
han
ge
Cas
ual
ties
: Ch
ildre
n (a
ged
<16
) kill
ed o
r ser
iou
sly
inju
red
47%
dec
reas
e
15
. Sec
uri
ty
(i) B
us
(ii) T
rain
2003
/04
2014
% A
du
lts
(16+
) saf
ety
fro
m c
rim
e w
hile
tra
velli
ng
by
(i) b
us
(ii)t
rain
in
the
even
ing
Safe
(I) 6
2.0%
(ii
) 60.
0%(i)
77.
6%
(ii) 9
0.0%
N
ot
Safe
(i) 1
9.0%
(ii
) 21.
0%(i)
22.
4%
(ii) 1
0.0%
ST6:
Mak
ing
St
irlin
g a
p
lace
wit
h a
h
igh
qu
alit
y en
viro
nm
ent
PO4:
Incr
ease
tr
avel
ch
oic
es
and
en
han
ce
linka
ges
b
etw
een
d
iffer
ent
mea
ns
of t
rave
l to
red
uce
th
e n
eed
for c
ar
use
16
. Mo
de
shar
e
Trav
el to
wo
rk (i
) Sti
rlin
g D
istr
ict
(SH
S)20
07/0
820
14
(i) w
alk
& c
ycle
11.4
%15
.0%
(i)
car
/van
dri
ver /
pas
sen
ger
69.5
%75
.9%
(i) b
us
and
tra
in17
.0%
7.9%
Tr
avel
to s
cho
ol:
% (i
) all
(ii) p
rim
ary
(iii)
seco
nd
ary
(Su
stra
ns)
2008
2014
(i)
wal
k &
cyc
le48
.50%
50.1
0%
(i)
dri
ven
20.8
0%19
.30%
(i)
bu
s21
.60%
18.1
0%
17
. Par
k an
d
Rid
e U
sag
e
Bu
s P&
R an
nu
al p
erso
n t
rip
s
2007
2014
an
nu
al p
erso
n t
rip
s27
3,01
240
2, 0
77
SOA
Str
ateg
ic
Top
icR
elev
ant
LTS
ob
ject
ive(
s)Su
bje
ctR
efO
utc
om
e In
dic
ato
rs
Co
re (y
ello
w) /
Su
pp
ort
ing
(wh
ite)
Key
Ou
tco
mes
ST6:
Mak
ing
St
irlin
g a
p
lace
wit
h a
h
igh
qu
alit
y en
viro
nm
ent
PO4:
Incr
ease
tr
avel
ch
oic
es
and
en
han
ce
linka
ges
b
etw
een
d
iffer
ent
mea
ns
of t
rave
l to
red
uce
th
e n
eed
for c
ar
use
18
. Bu
s
Bu
s U
se: U
se o
f lo
cal b
us
serv
ices
in
pre
vio
us
mo
nth
20
07/0
820
14
ever
y d
ay o
r alm
ost
eve
ry
day
9.7%
6.7%
2-3
tim
es p
er w
eek
9.2%
8.10
%
abo
ut
on
ce a
wee
k8.
4%6.
30%
abo
ut
on
ce a
fort
nig
ht
or
on
ce a
mo
nth
13.4
%11
.10%
19
. Rai
l
Tota
l pas
sen
ger
s: Pa
ssen
ger
jo
urn
eys
to a
nd
fro
m S
tirl
ing,
D
un
bla
ne
and
Bri
dg
e o
f Alla
n R
ail
Stat
ion
s
20
06/0
720
13/1
4
Stir
ling
1920
2260
Du
nb
lan
e46
650
9
Bri
dg
e o
f Alla
n19
225
9
R
ail u
se: U
se o
f tra
in s
ervi
ce s
ervi
ces
in p
revi
ou
s m
on
th
2007
/08
2014
ev
ery
day
or a
lmo
st e
very
d
ay2.
52.
3
2-
3 ti
mes
per
wee
k2.
34.
7
ab
ou
t o
nce
a w
eek
5.1
5.6
abo
ut
on
ce a
fort
nig
ht
or
on
ce a
mo
nth
2323
.5
20
. Air
Qu
alit
y
Veh
icle
em
issi
on
s: Le
vels
of N
O2
and
PM
10 a
t m
on
ito
rin
g s
ites
2007
2013
C
raig
s R
ou
nd
abo
ut,
Stir
ling
(An
nu
al
Ho
url
y M
ean
Co
nce
ntr
atio
ns)
NO
2 (µ
g/m
3)30
.230
.3
PM
10 (
µg
/m3)
19.9
17
40 Stirling’s Local Transport Strategy: Review
APPENDIX C: LTS Outcomes Trends – travel to school and workTable One: Travel to School
Main mode of travel to school 2008 2009 2010 2011 2012 2013 2014
Walk 44.9 41.8 45.6 49.5 50.3 43.9 44.7
Cycle 3.6 3.8 4.7 6.7 6.8 6.7 5.4
Scooter / Skate 1.1 0.9 1.4 1.8 1.4 3.8 3.4
Park & Stride 5.8 5.7 9.7 10.4 8.6 8.2 7.5
Driven 20.8 22.2 21.7 22.7 21.9 18.5 19.3
Bus 21.6 23.9 15.1 7.2 9.0 16.9 18.1
Taxi 1.9 1.6 1.3 1.1 1.8 * 1.4
Other 0.4 0.1 0.4 0.5 0.3 * 0.1
Source: Sustrans Hands Up Survey
Table Two: Travel to Work
Main mode of travel to work 2007/08 2009/10 2012 2012/13 2014
Walk 9.5 15.9 10.3 10.9 14.2
Cycle 1.9 1.1 2.6 3.8 0.8
Bus 10.8 10.0 7.0 8.2 4.0
Train 5.8 7.7 3.8 3.4 3.9
Other 2.5 1.3 0.0 0.3 1.2
Car / Van (Driver) 66.0 59.5 70.2 67.6 74.8
Car / Van (Passenger) 3.5 4.4 6.1 5.8 1.1
Source: Scottish Household Survey
Stirling’s Local Transport Strategy: Review 41
APPENDIX C: LTS Outcomes Trends – rail and public transportTable Three Use of local bus services in previous month
Use of local bus services in previous month 2007/08 2009/10 2012 2012/13 2014
every day or almost every day 9.7 9.1 7.4 8.0 6.7
2-3 times per week 9.2 11.7 4.6 8.6 8.1
about once a week 8.4 6.9 9.0 7.8 6.3
about once a fortnight or once a month 13.4 9.3 11.6 11.7 11.1
not used in past month 59.3 63.0 67.3 63.8 68.0
Source: Scottish Household Survey
Table Four: Use of train services in previous month
Use of train services in previous month 2007/08 2009/10 2012 2012/13 2014
every day or almost every day 2.5 3.1 1.2 1.1 2.3
2-3 times per week 2.3 3.7 2.5 3.2 4.7
about once a week 5.1 6.5 6.3 5.5 5.6
about once a fortnight or once a month 23.0 21.7 26.8 24.4 23.5
not used in past month 67.2 65.0 63.2 65.7 63.9
Source: Scottish Household Survey
Table Five: Passenger Rail Journeys
Passenger journeys to and from rail stations (thousands)
2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14
Stirling 2028 2132 2155 2267 2261 2238 2260
Dunblane 512 516 497 498 495 504 509
Bridge of Allan 224 225 235 227 244 248 259
Source: Scottish Transport Statistics
42 Stirling’s Local Transport Strategy: Review
APPENDIX C: LTS Outcomes Trends – Demand Responsive Transport; Road Traffic Network; and Travel BehaviourTable Six: Annual number of passengers using Demand Responsive Transport (DRT) services
2009 2010 2011/12 2013/14 2014/15
Number of DRT Services 1 5 5 5 5
Annual number of passengers using DRT services 318 5486 25,326 37,515 32,696
Source: Stirling Council Public Transport Unit
Table Seven: Annual Average Daily Traffic (AADT) (i) All Stirling (ii) City (iii) Towns, Villages and Rural Area (TVRA) areas
Traffic Growth 2007 2008 2009 2010 2011 2012 2013 2014
AADT (All Stirling) 481,641 470,834 451,079 443,093 437,297 427,851 0 437,378
AADT (City only) 433,364 423,671 403,431 397,006 390,657 383,169 0 389,967
AADT (TVRA only) 48,277 47,163 47,648 46,278 46,640 44,682 0 47,411
Trunk Roads 21,776 21,103 21,806 21,617 21,265 20,918 20,912 21,414
Source: Stirling Council Traffic Count Data
Table Eight: Stirling residents travelling beyond Stirling for work
Destination 2001 2011
Stirling 73.1 68.3
Falkirk 6.0 7.0
Glasgow 6.5 7.5
Edinburgh 3.1 3.8
Clackmannanshire 3.2 3.2
North Lanarkshire 1.6 2.0
Perth & Kinross 1.1 1.9
Source: Census
Table Nine: Road Traffic Casualties
5 year average period
Casualties Casualty severity 2004-’08 2010-’14 %age change
All Casualties Killed 7.2 5 -30.6
Serious 81.2 59.2 -27.1
Total 303.4 220.4 -27.4
Children Killed 0 0 No children killed
Serious 6.4 3.4 -46.9
Total 37.8 21.2 -43.9
Slight Injuries N/A 303.40 163.00 -46.3
Source: Transport Scotland Scottish Statistics
Stirling’s Local Transport Strategy: Review 43
44 Stirling’s Local Transport Strategy: Review
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Stirling’s Local Transport Strategy:
Review