tayside and central scotland · 2018-04-13 · 2.3 park & ride planning objectives 6 3 key...

Park and Ride Strategy and Action Plan

Tayside and Central ScotlandTransport Partnership

Contents 1 SETTINGTHESCENE 3

1.1 National,RegionalandLocalStrategies 3

1.2 StrategicObjectives,NationalOutcomesandSingleOutputAgreements 4

1.3 BusesforScotland 4

1.4 TheRoleofPark&Ride 5

1.5 TheNeedforaRegionalPark&RideStrategy 5

2 objECTIvES 6

2.1 Park&RideObjectives 6

2.2 RegionalTransportStrategyOverarchingObjectives 6

2.3 Park&RidePlanningObjectives 6

3 KEYISSuESaNdGaPS 8

3.1 Introduction 8

3.2 DevelopmentPlans 8

3.3 MajorEmployers 9

3.4 ParkingandDemand 9

3.5 ResidentsParking 10

3.6 Economy 10

3.7 Traffic,CongestionandAirQualityIssues 10

3.8 RuralCatchments,PeriperalityandAccesstoServices 10

3.9 Interchanges 11

3.10 OtherDemandFactorsinPark&Ride 11

4 GENEraTIoNaNdaPPraISalofParK&rIdEoPPorTuNITIES 12

4.1 Introduction 12

4.2 OptionGeneration 12

4.3 OptionSifting 18

4.4 ProposedSites 18

4.5 ImpactofOtherDemandFactorsinPark&Ride 18

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tactran Tayside and Central Scotland Transport Partnership

5 MulTI-ModalaNdoTHErbESTPraCTICEoPPorTuNITIES 22

5.1 Introduction 22

5.2 Multi-modalOpportunities 22

5.3 OtherBestPracticeOpportunities 23

6 THESTraTEGYaNdaCTIoNPlaN 25

6.1 Introduction 25

6.2 PromoteNewBusandRailBasedPark&Ride 25

6.3 EnhanceExistingBusandRailBasedPark&RideProvision 25

7 STraTEGYaPPraISalaNdMoNITorING 27

7.1 Introduction 27

7.2 Appraisal 27

7.3 MonitoringandEvaluation 28

appendices 29

AppendixADemandForecastingandOptionAppraisal 29

Tables

Table1.1 Relevantnational,regionalandlocalpolicies 3

Table4.1 LonglistofproposedPark&Ridesites 13

TableA.1 Longlistofsiteswithestimatedpeakdemandsin2012and2022 29

TableA.2 DemandForecastsforBroxden,SpringkerseandCastleviewin 30

CombinationwithOtherSites

TableA.3 Assessmentratings 32

TableA.4 OptionAppraisal 33

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tactran Tayside and Central Scotland Transport Partnershiptactran Tayside and Central Scotland Transport Partnership

1. SettingtheScene1.1 National, Regional and Local Transport Strategies

DevelopmentofthisPark&Ridestrategyhasbeeninformedbythefollowingnational,regionalandlocal

policies.

TablE1.1rElEvaNTNaTIoNal,rEGIoNalaNdloCalPolICIES

Nationalpolicies

Transport(Scotland)Act2005 DisabilityDiscriminationAct2005

Scotland’sNationalTransportStrategy SecondNationalPlanningFramework

AnActionPlanforBusesinScotland SPP17andPAN75PlanningforTransport

GovernmentEconomicStrategyThe Next Decade – A Tourism Framework for

Change

Choosing our Future: Scotland’s Sustainable

DevelopmentStrategy

AirQualityStrategyforEngland,Wales,Scotland

andNorthernIreland

regionalpolicies

TACTRANRegionalTransportStrategy DundeeandAngusStructurePlan

NESTRANSRegionalTransportStrategy StirlingandClackmannanshireStructurePlan

HITRANSRegionalTransportStrategy PerthandKinrossStructurePlan

SEStranRegionalTransportStrategy

SPTRegionalTransportStrategy

localpolicies

StirlingCouncilLocalTransportStrategy(2006) CairngormsNationalParkPlan

StirlingCouncilCityTransportStrategy(2007) PerthandKinrossLocalTransportStrategy(2000)

Stirling Council Smaller Towns & Villages Local

TransportStrategy(inproduction)DundeeLocalTransportStrategy(2000)

Stirling Council National Park Transport Strategy

(inproduction)

Angus Local Transport Strategy (2000, currently

underreview)

Loch Lomond and the Trossachs National Park

Plan

Angus Public Transport Information Strategy

(2005)

SeveralexistinglocalstrategiesandstudieshavehighlightedthepotentialroleofPark&Rideintransport

policyacrosstheTACTRANarea,asfollows:

• theCentralDundeeCarParkingStrategyMeasureSPSP6statesadesireto“bringforwardproposals

fortheprovisionofPark&Ridefacilities”

• theCityTransportStrategyforStirling includesPark&RideatSpringkerseandCastleview in its

basestrategyelements.Bothofthesesiteshavebeenprogressed.The“DoSomething”strategy

elementsincludeaPark&Ride/expressbusinterchangefacilityatPirnhall/Corbiewoodandrail-

basedPark&RideatanewstationatBannockburn

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• StirlingCouncil’sParkingStrategyviewsPark&RidefortheCityofStirlingasakeyelement

• Perth and Kinross Council has no current Parking Strategy but has three Park & Ride sites in

operationalreadyandareenthusiasticabouttheprovisionoffuturesites.

1.2 Strategic Objectives, National Outcomes and Single Output Agreements

TheRegionalTransportStrategy(RTS)wasapprovedbytheScottishMinistersinJune2008.Itshows

howregionaltransportcancontributetoachievingtheScottishGovernment’sStrategicObjectivesand

NationalOutcomesandassistLocalAuthoritiestoachievetheirSingleOutcomeAgreements.

Inaddition,anassociatedDeliveryPlanwillbeproducedthatdetailstheschemesproposedandthe

financerequiredtodelivertheobjectivesoftheRTS

1.3 Buses for Scotland

InSeptember2008 theScottishGovernmentpublishedProgressThroughPartnership:AGuide for

LocalAuthorities,RegionalTransportPartnershipsandBusOperators.Thisaimstoprovideinformation

andadviceonbuspolicyand its implementation. It identifiesanumberofkeyactions toencourage

peopleoutoftheircarsandontomoresustainabletransport.Theseare:

• Park&Ride

• BusandLand-UsePlanning

• BusPlanningForums

• TravelPlans,and

• IntegratedTicketing.

1.4 The Role of Park & Ride

ThegeographyoftheTACTRANregionwiththreethrivingandincreasinglyprosperouscitiesservinga

largeruralhinterlandprovidesgoodconditionsfordevelopingPark&Ride/Park&Chooseschemes.

In addition, the region’s position at the heart of Scotland also means there is significant scope for

developinglongerdistancePark&Rideoperationstocaterformorestrategictravelbybusorrail.

ThesePark&Ride initiativescanassist inprovidingnecessary links for themovementofpeopleon

whichtheregion’seconomyandsocialwell-beingdepends.

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1.5 The Need for a Regional Park & Ride Strategy

ThisstrategysetsouttocomplementandexpandtheRTSaspirationsto:

• maximisethepotentialforenhancedPark&Ride/Park&ChoosenetworksinthePerth,Stirling

andDundeeareas,including“Inter-Urban”Park&Rideallowingforlongerdistancetravelonbus

andcoach

• liaisewithTransportScotland,NetworkRailandFirstScotRail tosupporta reviewofstationcar

parkingprovisionaimedatencouragingmodalshiftinfavourofrail

• supportthedevelopmentofanewPark&RidestationatBannockburn

• ensurethatthespecificneedsofdisabledpeopleandotherdisadvantagedgroupsinaccessing

andusingrailstationsareaddressed.

Existing Park & Ride

Currentlytherearefivebus-basedPark&Ridesitesoperatingintheregion.Thesesitesare:

• Perth(Broxden)Park&Ride–locatedontheA9westapproachtoPerth,adjacenttotheBroxden

Roundabout. This site has recently been expanded and now has a parking capacity of 370

spaces.ItcatersforbothlocalPark&RideintoPerthandstrategicPark&Ridetothe4maincities

inScotland

• SconePark&Ride–asmallsiteontheA94northernapproachtoPerthwithparkingcapacityof

50spaces

• SpringkersePark&Ride–asitesituatedsoutheastofStirlingcitycentrewithaparkingcapacityof

250spaces

• CastleviewParkandRide-locatedonthenorthwestoutskirtsofStirlingnearJunction10ofthe

M9withaninitialparkingcapacityof200spaces

• KinrossPark&Ride–locatedadjacenttoJunction6oftheM90andinthemaincatersforstrategic

Park&Ride to locations furtherafield. It alsoprovidesapublic transporthubconnecting local

servicestotheexpresscoachnetwork.

Manyoftheregion’srailstationsalsoprovideopportunitiestoPark&Ride.Wellusedstationsinclude

Dunblane,BridgeofAllan,Montrose,Arbroath,PerthandStirling.

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2. Objectives2.1 TACTRAN Park & Ride Objectives

Park & Ride objectives developed through analysis and consultation, reflect the appropriate RTS

objectives,tomaintainconsistencybetweenthetwostrategies.

2.2 Regional Transport Strategy Overarching Objectives

ThesixoverarchingobjectivesoftheRTSare:

• Economy:Toensuretransporthelpstodeliverregionalprosperity.

• accessibility,EquityandSocialInclusion:Toimproveaccessibilityforall,particularlyforthose

sufferingfromsocialexclusion.

• Environment:Toensurethat thetransportsystemcontributestosafeguardingtheenvironment

andpromotesopportunitiesforimprovement.

• HealthandWell-being:Topromotethehealthandwell-beingofcommunities

• Safety & Security: To improve the real and perceived safety and security of the transport

network

• Integration:Toimproveintegration,bothwithintransportandbetweentransportandotherpolicy

areas

2.3 Park & Ride Planning Objectives

PlanningobjectiveshavebeendevelopedforthePark&RideStrategythatreflectandnestwithinthe

RTSoverarchingobjectives,asfollows:

Economy

1. Toensure thatPark&Ride improvesaccess to town / city centres andareasof employment,

helpingtosupporteconomicgrowth.

2. To improve the efficiency and reliability of the transport system through reduced town and city

centretrafficlevelsandassociatedeconomiccosts.

Accessibility

3. Toimproveaccesstohealth,leisureandretailfacilitiesbyPark&Ride.

4. ToimprovethephysicalaccessibilityofthetransportsystemthroughtheprovisionofincreasedPark

&Ride.

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Environment

5. Torespectthebuiltenvironmentthroughreducingtheneedtobuildnewtownandcitycentrecar

parks.

Health and Well-Being

6. To help limit / manage travel by private car in urban areas to help meet statutory air quality

requirementsintheTACTRANarea.

Safety & Security

7. ToprovidethehighestlevelsofsafetyandsecurityofpassengersandvehicleswhenusingPark&

Ride.

Integration

8. ToensurePark&Ridefacilitatesintegrationandisaccessiblebyallmodesoftransport.

9. Toensureintegrationbetweenland-useplanningandprovisionofpublictransport.

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3. KeyIssuesandGaps3.1 Introduction

AsubstantialexaminationoftheexistingandpotentialissuesintheTACTRANregionwascarriedout

duringthepreparationoftheRTS.TheRTSidentifiedPark&Rideasanapproachwhichmighthelpto

addressanumberofthese.ThePark&RideStrategygivesasummaryofthepertinentissuesidentified

throughtheRTSandadetailedexaminationandauditofexistingprovisionintheregion,andtheseare

outlinedbelow.

AseparateAuditReporttosupportthisPark&RideStrategyisavailableatwww.tactran.gov.uk.

3.2 Development Plans

AnexaminationoftherelevantStructureandLocalDevelopmentPlans,supplementedbydiscussions

withLandUsePlanningofficersineachoftheconstituentCouncils,hasidentifiedthatsignificantareas

of the regionareundergoingconsiderabledevelopmentand/or redevelopment.Asummaryof the

mostrelevantoftheseisgivenbelow.

Dundee

Dundee’spopulation hasbeen falling in recent times and the emphasis of landuseplanning is on

reversingpopulationdecline, through residential regenerationandprovidinghighqualityemployment

opportunities. As such the bulk of the planned residential development will be on brownfield sites.

However,thereisalsoadesiretoincreasethechoiceofhousingavailableandtoincreasetheoverall

qualityofthehousingstockandtherearesignificantproposalsforvillagetypedevelopmentsaroundthe

marginsofthecity,especiallytothewest.

Employmentproposalswithinthecentralareaarealsopredominantlylocatedonbrownfieldsites,mostly

attheWaterfront.Inaddition,thereareedgeoftownplanstothenorthofthecityand,moreimportantly,

in theWesternGatewayarea.Within thecity itself levelsofpublic transportusageandaccessibility

arehighandmanyofthetripsgeneratedbynewdevelopmentmaybemadebynon-carmodes.The

largerissueislikelytobeoneofincreasedcommuterflows,particularlyintothesubstantialbusiness

developmentsonthewesternsideofthecitywhicharenotaswellservedbypublictransport.

Perth

Perth&KinrossCouncilhasplansfor6,060newhousesinandaroundPerthby2020.Whilemany

of thesesitesare likely tobefoundonbrownfield landandwouldnotbeexpectedtohaveamajor

impactonthetransportnetworktherearemajordevelopmentsproposedintheAlmondValleyareato

thenorthwestofPerth(betweenAlmondbankandtheInveralmondIndustrialEstate)andcommencedat

Oudenard(eastofBridgeofEarn).Inadditionthereareproposalsforconsiderablebusinessdevelopment

thoughthisislikelytobespreadoveranumberofsites.Perth’scentralcoreissmallandtightlybounded

withlittlescopeforexpansion.Thereisalreadyconsiderablecongestionandpressureonparkingwhich

isexpectedtoincreaseinthelightofcontinuingpopulationgrowthanddevelopment.

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Stirling

InandaroundtheCityofStirlingthereareplansfor4,700newhouses,19,500m2grossfloorareaof

retailand356,000m2grossfloorareaofotheremploymentby2015,withthemajoritytobesituatedin

theStirlingMajorGrowthAreatothesoutheastoftheBannockburnInterchange(M9,Junction9).There

areplansforsignificantemploymentdevelopment,particularlyaroundtheCastleBusinessParkinthe

west,BroadleysandSpringkerseintheeast,intheStirlingInnovationParktothenorthandaroundthe

BannockburnInterchangeinthesouth.

Urban Catchment Areas

Additionally,developmentsinthewiderareawillaffectdemandfortraveltoandfromtheurbanareasin

theregion.HousingdevelopmentinAngus,aswellasinFife,ClackmannanshireandotherCouncilareas

bordering the region,have thepotential to increasecommuterflows intoTACTRAN’surbancentres.

Majoremploymentdevelopments,forexamplethenewhospitalatLarbert,arelikelytocreateoutbound

commuterflows.AllofthesedevelopmentshaveaninfluenceonthedemandforPark&Ride.

3.3 Major Employers

Majoremployersinnewbuildingsaregenerallyrequiredtoplantheirsiteswithsufficientparkingandto

haveaTravelPlaninplacethatseekstoencouragetheuseofothermodessuchthatparkingdemand

ismanagedandkeptdowntotheavailablesupply.Asaresultitisgenerallymajoremployersinolder

buildingsthatputthemostpressureonsharedparkingspace.However,asthesetendtobeincentral

locationstheycouldbewellservedbyPark&Ride.

3.4 Parking and Demand

Atthetimeofthelastsurvey,in2004,levelsofparkingdemandinPerthwereveryhigh.Occupancyof

the5,260spaceswasashighas83%atweekendsand59%onweekdays.

Demandforparkinginthe5,100spacesavailableinoff-streetcarparksinDundeeCityislocallyhigh

thoughoverallusage(basedonVMSdatacovering4,600spaces)isupto65%ofcapacity.However,

this includes theGreenmarketcarparkwhichhasbeenbuilt inadvanceof the removalofothercar

parkingfromtheWaterfrontarea.

Thereareapproximately5,000parkingspacesavailableinStirling.Amajorissuewithparkingprovision

isthatallofthemaincarparksareaccessedfromthesameroundabout,resultinginproblemsoftraffic

congestion.

Whilethereisgenerallysparecapacityinparkingprovisioninallthreecentres,visitorswhotrytoaccess

popularlocationsneartokeydestinationpointswillhavedifficultyinfindingaspaceandallthreeurban

areasareexpectedtobesubjecttoincreasingdemandforparkinginfuture.

Thereareanumberofspecificnon-centrallocationswhereparkingdemandisveryhigh.Theseinclude

Dundee’sNinewellsHospital,wherearesidentsparkingschemeisinplacetolimitoverspillproblems

inthesurroundingstreets,andStirling’sRoyalInfirmary,thoughproblemsatthelattershoulddeclineas

servicesmovetothenewsiteatLarbert.On-streetcommuterparkingisanissueinareasadjacentto

Dundee’scitycentrecontrolledparkingzone.

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Finally, thereareanumberof railstation locationswhereparkingdemand ishighand/orparking is

spillingoutintothesurroundingstreets.NotableamongsttheseareDunblaneandBridgeofAllan.

3.5 Residents Parking

Citycentreresidentscompetewithcommutersforparking.Residentsparkingschemesarecommonly

required where there is pressure for space. Dundee, Stirling and Perth all have central residents

parkingschemes,withDundeecurrentlyalsohavingaresidentsparkingschemeadjacenttoNinewells

Hospital.

3.6 Economy

Notwithstandingthespareparkingcapacityintheregion’surbancentres,itisperceivedthatthethere

aredifficultiesinparkingatthedesiredcentrallocations,it isexpensivetoparkandcongestionadds

tothejourneytimeinthecar.Allofthiscanhaveanegativeimpactontheimageofcities,reducescity

centrevitalityandadverselyaffectseconomicgrowth.Park&Ridenotonlyprovidesapracticalsolution

butalsohasapositiveimage.

3.7 Traffic, Congestion and Air Quality Issues

TrafficlevelsinDundee,StirlingandPerthhavebeenrisinginrecentyearsleadingtoincreasinglevelsof

congestionandcongestionrelateddelay.Thiscausesirritationandinconveniencetodriversandresults

indelaystobusesandreducesthereliabilityofbusservices.Airqualityissuesareoftenassociatedwith

hightrafficlevelsandarefoundlocallywithinallthreecities.

TheentireDundeeCityCouncilareahasbeendeclaredanAirQualityManagementArea(AQMA)dueto

levelsofnitrogendioxideinexcessofnationallimits.SimilarlyanAQMAcoversthebuiltupareaofPerth.

PollutantlevelsinStirlingdonotcurrentlyexceednationallimits.

3.8 Rural Catchments, Peripherality and Access to Services

Dundee,PerthandStirlingallhavelargeruralcatchments.Residentsintheseareastypicallyhaveto

travelfurtherthanaveragetoreachservicesandmanyareattractedintotheurbancentres.Busservices

canbeinfrequentacrossmuchoftheruralareasand,intermsofcost,convenienceandjourneytime,

mayhavedifficulty incompetingwithprivatecaruse.Parkingchargescancontribute to thecostof

privatecarusemeaning thatmany ruraldwellershaveno readilyavailable lowcostandconvenient

meansofaccessingessentialservices.

DundeeandPerth,and toa lesserdegreeStirling,suffer fromboth realandperceivedperipherality.

ThisislessofanissueinStirlingasitislessthananhour’sjourneyfrombothEdinburghandGlasgow.

DundeeandPertharemore thananhour’s travel time frombothEdinburghandGlasgowbypublic

transport. It ispossibletodrivefromPerthtoEdinburghin lessthananhourbuttrafficcongestionin

Edinburgh’scentrepushesthemajorityoftripsoverthisthreshold.FromtheruralareasofAngus,Perth

&KinrossandStirlingtraveltimesintoexternalmajorcentreswillbemuchlongeralthoughtripsfrom

partsofnorthernAngustoAberdeencanbemadeinsideanhour.Thisindicatesthatrail-basedPark&

Ridehasaroleinreducingperipherality

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3.9 Interchanges

Highqualityinterchangefacilitiesaregenerallyonlyavailableatcitycentreinterchangesandatbusand

railstations.Thismeansthatcurrently interchangemainlyoccurs incitycentreswithpublictransport

users forced to travel into the centre to interchange for a journey onto their final destination. The

provisionofinthenumberofhighquality,welllocatedinterchangeswouldincreasetheoptionsavailable

topublictransportusers.

3.10 Other Demand Factors in Park and Ride

Inaddition to the locationofsitesand thesite facilities,other factors remote fromthesitecanhave

aninfluenceonthedemandforParkandRide.Theseincludeincreasedcitycentreparkingcharges;

reducedprovisionofparkingincitycentres;extendingon-streetparkingcontrolsinthecitycentreand

adjoiningareas;andimplementingbusprioritiestoprovidefasterParkandRidebusjourneytimes.

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4. GenerationandAppraisalofPark&RideOpportunities

4.1 Introduction

TheopportunitiesavailabletoexpandPark&Rideintheregionhavebeenidentifiedandassessed.Full

detailsaregivenintheDemandForecastingandOptionAppraisalReportavailableatwww.tactran.gov.uk.

4.2 Option Generation

OptiongenerationandappraisalassessedopportunitiesforenhancedPark&Ridenetworksintheregion.

Possible sites were identified and their performance was assessed against the planning objectives

togetherwithoperationalfeasibility,deliverabilityandforecastdemand.

Bestpracticeindicatesthatlocalsitesarebestlocatedonsettlementboundaries.Siteswithinsettlement

boundaries tend to be less successful as users often have to cope with traffic congestion on the

approachestothemandsiteswelloutsidesettlementboundariessufferfromlongerbustraveltimes,

higherbusrunningcostsandtendtosufferfromaperceptionoflowerconvenience,althoughinterurban

Park&Ridefacilitiesworkincertaincircumstancese.g.Ferrytoll,Kinross.

Inaddition,landwithinsettlementboundariesinDundee,PerthandStirlingisgenerallydesignatedas

protectedgreen spaceor is already allocated to housingor economicdevelopment. Landbeyond

thesettlementboundariesismorereadilyavailablebutmuchisdesignatedasbeingenvironmentally

sensitive.ThismeansthattherangeofsitesavailableforlocalPark&RideorPark&Chooseisstrictly

limited.

Strategicsitespresentlessofaproblem.Thisisprimarilybecausetheywouldbeexpectedtobesmaller

butalsobecausetheytendtolieinmoreruralareaswithgreaterareasoflandpotentiallyavailable.

Using informationgleaned from the identificationof issuesandgapsand followingdiscussionswith

Angus,DundeeCity,Perth&Kinross,andStirlingCouncilofficers,anumberofpotentiallocalsiteswere

identified,aswereanumberofexistingrailstationlocationswhereparkingdemandisoutstrippingthe

availablesupply. Additionalstrategicsiteswere identifiedonthebasisofexisting longdistancebus

routesandtherearethreenewstationsproposedatDundeeWest,BannockburnandBridgeofEarn

/Oudenard.Finally,asitetothesouthoftheTayBridge,withintheSEStranregionisbeingassessed

jointlybySEStranandTACTRAN.

ThefulllistofsitesissummarisedinTable4.1andillustratedinFigure4.1toFigure4.4.

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TablE4.1loNGlISTofProPoSEdParK&rIdESITES

Strategicregionalsites(neworenhancedprovision)

r1 Tyndrum/Crianlarich longdistancebuses/coachesinterchange

r2 Pitlochry longdistancebuses/coaches/trains

r3 Forfar longdistancebuses/coaches

r4 Brechin longdistancebuses/coaches

r5 ProposedDundeeWestStation trains/localbuses(seeD1)

r6 ProposedBridgeofEarn/OudenardStation trains

r7 ProposedBannockburnStation trains

r8 DunblaneStation trains

r9 BridgeofAllan trains

Sitesarounddundee

d1 A90(W)InvergowriePark&Choose(bus) trains/localbuses(seeR5)

d2 A90(W)InvergowriePark&Ride(bus) localbuses

d3 A90(W)DundeeWesternGateway localbuses

d4 A923Muirhead localbuses

d5 A90(N)Inveraldie localbuses

d6 A90(N)Fintry localbuses

d7 A92(E)Monifieth localbuses

d9 A92(S)SouthofTay localbuses

SitesaroundPerth

P1 A9(NW)Ruthvenfield localbuses

P2 A85Huntingtower localbuses

P3 A9(N)Northofcity localbuses

P4 M90/A90(E) localbuses

P5 M90/A90(W) localbuses

P6 A912HMPPerth localbuses

SitesaroundStirling

S1 A91CorbiewoodStadium local/longdistancebuses

S2 A872GlasgowRoad/PirnhallRoad local/longdistancebuses

S3 M9/A872-SEofroundabout local/longdistancebuses

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Figure 4.1 Strategic regional sites

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Figure 4.2 Sites around Dundee

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Figure 4.3 Sites around Perth

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Figure 4.4 Sites around Stirling

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4.3 Option Sifting

DemandforecastingandSTAGtypeappraisalhavebeenusedtoidentifyandtakeforwardoptionsto

theDemandForecastingandOptionAppraisalReport.

Strategic Sites

The STAG type appraisal of the strategic bus and rail station sites indicates that rail station sites

bestsupportthestudyobjectives.SiteR1atTyndrum/Crianlarichisprimarily intendedasacoach

interchange;asaPark&Ridesiteitattractslittledemandandhencescorespoorlyagainsttheplanning

objectives.Park&RidesitesatPitlochry,ForfarandBrechinalsogeneratelittledemandandscoreless

wellintheSTAGappraisal.

AlthoughtheforecastdemandistoolowtojustifytheprovisionofnewfullscalePark&Ridesitesat

theselocations,thereisanopportunitytomonitorad-hocparkingnearlongdistancestopswithaview

toprovidingappropriateandmoreformalcarparkingprovisionasnecessary.

SitesR5WestofDundeeandR7Bannockburnareproposednewrailsitesanddemandforecasting

indicates levels of demand that warrant further investigation. The best opportunity to take forward

thesestationproposalsforfurtherdevelopmentisaspartoftheTayEstuaryRailStudy.Theopportunity

toexaminetheneedforanewstationatBridgeofEarn(Oudenard)wouldbebest takenforward in

connectionwithInvernesstoEdinburghproposals.

TheopportunitytoincreasePark&RidecarparkingprovisionatexistingrailstationsitesR8Dunblaneand

R9BridgeofAllan,wheredemandappearstobeatorgreaterthancurrentcapacity,willbeprogressed

inconsultationwithFirstScotRailandNetworkRail.

Dundee Sites

AroundDundee,thePark&Ridesitewiththelargestforecastpatronageandbestsupportsthestudy

objectivesisD9,southoftheTayBridge.Theopportunityforasiteinthislocationisbeingassessed

jointlybySEStranandTACTRAN.Thesitehasthepotentialtooffercompetitivebusjourneytimestothe

citycentreparticularlyifimplementedwithbusprioritymeasures.Thesitealsoprovidesamorelimited

benefit totheNinewellsHospitalandDundeeTechnologyParkarea,amajorcentreofgrowth inthe

city.

ProvisionofaPark&RidesitewithintheDundeeWesternGatewaydevelopment(D3)isalsoconsidered

viableasithasthesecondhighestpredictedpatronageandisrankedsecondamongsttheDundee

localsites.Aswellasservingthecitycentre,asitehereiswellplacedtoprovideoverspillparkingforthe

DundeeTechnologyParkandNinewellsHospital.Busservicesusingthesitehavethepotentialtomake

useofanewbusonlylinkbetweenthetwolocations,providingbuseswithanewroutetothecitycentre

andpossiblylinkingtothePark&RidesitesouthoftheTayBridgeatD9.Thesitecouldbeaccessed

fromtheexistingSwallowJunctionalthoughtheprovisionofaneastboundoff-sliptothewestofthe

junctioncouldallowPark&Ridecustomerstobypasspeakperiodqueuesattheroundabout.

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ThesiteontheA92,nearMonifieth(D7)hadthethirdhighestpredictedpatronageoverall. Thissite

initiallyshowssimilardemandtoD3butthelongertermforecastisforlowergrowth,hencesiteD3will

betakenforwardinadvanceofthisone.

Tothenorthofthecity,theprovisionofaPark&RidesiteatInveraldie(D5)wouldrequireamajornew

junctionontheA90.Inaddition,itsrelativedistancefromDundeeresultsinreduceddemandandthe

needtoprovideadditionalbusestomaintainanappropriateservicefrequency.

ThecostsassociatedwiththeseissuesmeanthatsiteD6atFintryisthepreferredsitetothenorthof

thecity.However,thiswillbeconsideredasalongertermpossibilityandwillbereassessedonceother

sitesaroundthecityhavebeenestablished.

SiteD4MuirheadgenerateslittlePark&Ridedemandandscoresrelativelypoorlyagainsttheplanning

objectives.Inaddition,thissitewouldbelocatedclosetoaresidentialareamakingitlessacceptable

thanotherpotentialsites.Consequently,thissitewillnotbetakenforwardatthisstage.

Perth Sites

AroundPerth,theexistingBroxdensitecapturesdemandfromalargecatchmentgivenitsproximityto

thestrategicroadnetwork.

SitesP4andP5 (M90/A90 (E/W))havepotential togenerate the largestdemandof thePerthsites.

Althoughthecorridor route for thebusservice fromP4/P5toPerthcentre iscongestedwith limited

scopeforbusprioritymeasuresintheshorttomediumterm,itdoesofferaviablebusrouteintoPerth

centre.Inaddition,inthelongertermthisroutewouldbenefitfromtheproposedA9toA94linkroad

andTayCrossingasthisisforecasttoreducecongestionsignificantlyonthebuscorridorfromP4/P5

toPerthcentreandthereforeassistinprovidingaquickerandmorereliablebusjourneyinthefuture.Of

thetwositesP4andP5,P4isfavouredasithasmorelandavailableforexpansion.

ForsitesthatgeneratelessdemandP3carriestheleastlikelihoodofabstractionoftripsfromBroxden.

P3isdesirablebecauseithasgoodpotentialtosatisfytheplanningobjectives,incorporatebuspriority

andallowforbusaccessintocurrentlyun-servedareas.ThereisalsoanopportunitytoconsidersiteP3

withinanoveralllandusemasterplanfortheareaneartheA9northofPerth.However,P3islikelytobe

alongertermprospectas,inadditiontoitrequiringtobeconsideredaspartofthelanduseMasterplan,

italsoreliesontheA9junctionoftheproposedA94toA9linkroadbeinginplacetoprovideaccessto

theParkandRideSite.

GiventheaforementionedbothsitesP4andP3shouldbetakenforward,withP4givenpriorityasithas

potentialtooperatesuccessfullyintheshorttomediumtermaswellasbeingalongertermbeneficiary

oftheA9toA94linkroad.

SiteP6ontheA912EdinburghRoad inPerth, isattractivetobusoperatorsandtheroutecouldbe

enhanced with new bus priority measures. However, the restricted junction on the M90 limits its

catchmenttosouthofPerthonly.ThesiteisalsoconsideredtobetooclosetothecentreofPerthto

beattractiveforPark&Rideandisnottobetakenforwardatthisstage.

SitesP1andP2attractrelativelylowlevelsofdemandanddonotscorehighlyagainstthePark&Ride

objectives.Consequently,theywillnotbetakenforwardatthisstage.

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Stirling Sites

ThereareexistingsitesatCastleviewandSpingkerse.InviewofitslocationneartheM9motorwaythere

maybepotentialfordevelopingcoachinterchangeatCastleviewinthelongertermtherebygenerating

additionalbenefit.

ThenatureoftheroadnetworkmeansthattheprovisionofanewsouthernPark&Ridesitehasthe

potentialtoabstractsignificantdemandfromexistinglocations. Inparticular,a largeproportionofthe

SpringkersecatchmentislikelytobefromtheFalkirk/Grangemouthareaandmaybeattractedtoa

newsouthernsite.Consequently,theSpringkerseandCastleviewsitesaretobeallowedtodevelopto

theirfullpotentialandsurveysundertakentoestablishlevelsofusageandidentifythecatchmentareas

beforeproceedingtodevelopasouthernPark&Ridesiteinthelongerterm.

WhiletheinitialassessmentsuggeststhatsiteS1(CorbiewoodStadium)ismostlikelytosucceedon

thebasisofexistingcongestionandroadlayout(asbusescouldberoutedthroughquieterareas)that

afinaldecisionastothepreciselocationofthissitewillbetakeninthelongertermonthebasisofthe

revisedsituationattime.

4.4 Proposed

Insummary,thelocalsitestobetakenforwardasopportunitiesare:

Dundee

• A92(S)SouthofTay-SiteD9

• A90(W)DundeeWesternGateway-SiteD3(A90(W)InvergowriePark&Choose(bus)-SiteD1,

A90(W)InvergowriePark&Ride(bus)-SiteD2)

• A92(E)Monifieth-SiteD7

• A90(N)Fintry-

SiteD6OfthesitestothewestofDundee,SiteD3ispreferred.SitesD1andD2arepotential

alternatives,shouldpotentialproblemsariseindeliveringsiteD3.

Perth

• A9(N)Northofcity-SiteP3

• M90/A90(E)-SiteP4,(M90/A90(W)-SiteP5

SiteP4inPerthispreferredtositeP5,butbothareworthfurtherconsiderationshouldproblemsarise

atP4.

Stirling

• A91CorbiewoodStadium-SiteP5,(A872GlasgowRoad/PirnhallRoad-SiteS2,M9/A872

-southeastofroundabout-SiteS3

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TothesouthofStirlingSiteS1ispreferredoverS2andS3butbotharepotentialalternativesjustifying

furtherconsideration.

4.5 Impact of other Demand Factors in Park & Ride

ThesensitivityofPark&Ridedemandhasbeentestedtoassesstheimpactsof:

• increasedcitycentreparkingcharges(RPI+4%)

• anextendedcitycentreControlledParkingZonearea(6minutesincreasedwalktime),and

• busprioritymeasures(3minutesreductionintraveltime).

These sensitivities arediscussed indetail in theDemandForecastingandOptionAppraisalReport.

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.

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5. Multi-modal and Other Best PracticeOpportunities

5.1 Introduction

AreviewofbestpracticeatsuccessfulPark&Ridefacilitieswasundertakentoidentifywhatmakesa

Park&Ridefacilitysuccessfulandalsoidentifythefacilitiesthatareinplaceatthesesites.TheBest

PracticeReviewisavailableatwww.tactran.gov.uk.

Thepurposeof the review is toensure thisbestpracticecanbeadapted to fitanyexistingPark&

RidesiteintheTACTRANareaandcanbeadoptedwhenconsideringanynewfacilitytoincreaseits

likelihoodofsuccess.

5.2 Multi-modal Opportunities

InadditiontothetraditionalbusorrailbasedPark&Ride,wheretravellersarrivebycarandtransferto

busorrailfortheironwardjourney,therearevariousPark&Choose/Choose&Rideoptionsavailable.

Park & Choose

InsomecasesthosearrivingatPark&Ridecarparksmayhaveachoicebetweenleavingbybus,train,

cycle,walkingorbycarsharing.

Choose & Ride

Ratherthanarriveatthecarparkbycarandlooktoalternativestocontinueonwards,itisalsopossible

tochoosetoarriveatPark&Ridesitesbymodesotherthanthecarandcontinuebypublictransport

-inparticularWalk&RideandCycle&Ride.

AlthoughPark&WalkandPark&Cycle,andtoanextentcarsharingtrips,oftendonot involvethe

paymentofapublictransportfareandthereforetheydonotcontributetofinancingthemaintenance

costsassociatedwiththePark&Ridefacility,itshouldbenotedthatChoose&Ridetripsdopayfares

withoutsignificantlyaddingtothemaintenancecosts. Inaddition,bothoftencontributetowardsthe

achievementofenvironmentalandhealthandwell-beingtransportaims.

Walking

Park&Walktripsgenerallyformasmallpartofthemarketastheyonlyattractthosewithdestinations

veryclosetothePark&RidesiteandaremoreoftenassociatedwithCityCentrecarparking,ratherthan

Park&Ridefacilities.InasimilarveinisWalk&Ride,andthiscanoccurifaPark&Ridesiteisclose

toaresidentialarea.Tofacilitatewalkingthefollowingshouldbeprovided:

• goodpedestrianroutesintoandoutofPark&Ridesites

• walkingroutesto/fromthePark&Ridesiteshouldbewelllit,signedandmaintained.

AsidefromgoodpedestrianaccesswithdirectroutesandhighqualitysurfacesandfacilitiesPark&Walk

needsnospecialprovisionabovethosethatshouldbeprovidedatanygoodPark&Ridefacility.

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Cycling

DedicatedPark&CyclesitesarerareintheUKwithonlyoneinplaceatCambridge.However,much

ofthebestpracticeatthissitewouldalsobeexpectedata“traditional”Park&Ridesite–goodqualitycarparking,lighting,CCTV.

Tofacilitatecyclingthefollowingshouldbeprovided:

• anadequatelysizeddedicatedcycleparkingareathatiswellconnectedtoexternalcyclingroutes

• aminimumstandardofshelteredcycleparking,butwherethereisprovendemandprovidingsecurecyclelockers.

ThePark&Ridesiteshouldbefullyintegratedintolocalcyclenetworks,particularlyoff-roadnetworks.

Rail-based Cycle / Walk & Ride

Rail-basedCycle/Walk&Ridewillgenerallycapturetripsthataretoolongtobemadewhollyonfootorwhollybybicycle.Suchtripsincreasethetotalnumberofpassengersthatcanbeservedbyastationwithacarparkofagivensizeandcontributetotheachievementofsustainableobjectives.Allstationsshouldbeprovidedwithpedestrianandcycleaccessandwithcycleparkingunlesspeculiaritiesofthelocationmakecycleandpedestrianusageimpractical.

Car Sharing

Park&Ridesitesmayactasauseful locationtomeetcarsharingcolleagues,dropoffoneormoreunusedcarsandcontinueajourneytotheshareddestination.

AsPark&CarSharinguserswilltypicallyhavethelowestlevelofdesireforfacilities,dedicatedparkingshouldbeprovidedinanarearemotefrombusstopsorotherwaitingfacilities,butstillinasecureCCTVcoveredarea.

CarsharingingeneralispopularandtheTACTRANliftshareschemecurrentlyhassome1,400members.UsingPark&Ride, possibly in combinationwith liftshare,maybe seen as awayof increasing carsharing.However,ifPark&CarSharebecomesoverlywidespreadastohaveanadverseimpactonbusservicerevenuesthenchargesforcarparkingmayhavetobeconsidered.

5.3 Other Best Practice Opportunities

FulldetailsofotherelementsnecessarytoensureahighqualityPark&RideservicearegivenintheBestPracticeReview.Someofthekeyelementsaresummarisedbelow.

Disabled Access

Providefulldisabledaccessincludingprioritydisabledparkingbays,levelandstepfreeaccessatstopsandDDAcompliantvehicles.

Ensure a High Level of Road Accessibility to New Park & Ride Sites

Ensuresitesareeasilyaccessiblefromtheroadnetwork.ConsiderationshouldbegiventosafeguardingPark&Rideaccesswhenconsideringaccessarrangementstootherproposednewdevelopments.

Ensureappropriatepublictransportaccess(e.g.byminimisingthelengthofanynecessarydiversion).

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Site Infrastructure

Ensurethatallsiteshaveataminimum,highqualitysurfacingandlandscaping,signing,litterbins,travelinformationandbusshelters.

Security

Ensure good levels of site security through natural surveillance, sympathetic landscaping, fencing,lighting,CCTVandstaffingwhereappropriate.DesignsiteswithreferencetotheSecuredbyDesignInitiativeandseektheParkMarkstandardforeachsite.

Fares / Charging Regime

ChargeforPark&Rideonthebusunlesstherearepressingreasonsforchargingforparkinginstead.

Reliability, Punctuality and Frequency of Bus Service

Providebusprioritymeasureswherepossibleandimplementallpracticalmeasurestoensurepunctualandreliablebusoperationandtoensurethatjourneytimesarecompetitivewithprivatecars.

EnsurethatlocalPark&Ridebusserviceshaveaminimumfrequencyof15minutesandpreferably10minutes.

Marketing

DevelopaneffectivemarketingplanforeachnewPark&Ridesite.

Ensure that Adverse Impacts of Park & Ride are Mitigated

MinimisecompetitionbetweenPark&Rideandexistingbusservices.Avoidstoppingpointsinresidentialareaswheretheseareasarealreadyservedeffectivelybycommercialservices.

WhenconsideringproposalsforanewPark&RidesiteconsiderthepotentialimpactonexistingPark&Rideprovision.

Ensure that new sites are developed with reference to other local development plans and relevantgovernmentpolicy.

EnsurethattownandcitycentreparkingstrategiesareupdatedregularlyandimplementedeffectivelyandthatPark&Rideisembeddedintotheoverallparkingstrategy.Keyelementsofanyparkingstrategyareaparkingrestraintpolicy(basedonnumberofspacesandprice)andresidentsparkingschemes.

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6. TheStrategyandActionPlan6.1 Introduction

TheParkandRidestrategyhastwostrands:

• PromotenewbusandrailbasedPark&Ride;and

• EnhanceexistingbusandrailbasedPark&Rideprovision.

Eachof thesestrands isunderpinnedby theneed toensuremulti-modalmeasuresandotherbest

practiceelementsareincorporatedintobothnewandexistingP&Rprovision.

6.2 Promote New Bus and Rail Based Park & Ride

Safeguard Land for Future Park & Ride Use Priority

NPR1:LiaisewithPlanningAuthoritiestoensurethatlandidentifiedashavingpotential

forPark&RidedevelopmentissafeguardedwithintheappropriateDevelopmentPlan H

New Bus Based Park & Ride Priority

Dundee

NPR2:DevelopandimplementproposalsforanewPark&RidesiteatD9southofthe

TayBridgeH

NPR3:DevelopandImplementproposals, includingbusservices,fortheplannednewPark&

RidesiteatD3,ontheA90,intheDundeeWesternGatewayareaH

NPR4:InvestigatethepossibilityofjoiningtheaboveD9andD3siteswithabusservicerunning

betweenthetwocalling(provisionally)atDundeeTechnologyPark,NinewellsHospital,University

ofDundeeandtheCityCentre

H

NPR5:DevelopandimplementproposalsforasiteontheA92(E)nearMonifieth(D7) M

NPR6:DevelopandimplementproposalsforasiteatA90(N)Fintry(D6) L

Perth

NPR7:DevelopandimplementproposalsforanewsiteontheA9,northofPerth(P3) M

NPR8:DevelopandimplementproposalsforasiteeastofPerth(P4) H

Stirling

NPR9:DevelopandimplementproposalsforanewsitetothesouthofStirling M

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Park & Ride at New Rail Station Sites Priority

NPR10:SupportthedevelopmentofnewrailstationsatDundeeWestandBannockburn

throughtheTayEstuaryRailStudyand/orotheropportunitiesandensuretheprovision

ofparkingspaceissufficienttomatchtheanticipatedparkingdemand

H

NPR11:SupportthedevelopmentofanewrailstationatBridgeofEarnandensurethe

provisionofparkingspaceissufficienttomatchtheanticipatedparkingdemandH

Local Parking Opportunities on Long Distance Bus Routes Priority

NPR12:Monitorcarparkingnearlongdistancebusandcoachstopsinordertofacilitate

essentialruralinterchangebyprovidingformalsmallcarparksnexttobusstopswhere

provisioncanbesupported

L

Multi-modal Provision and Best Practice Priority

NPR13:Ensuremulti-modalfacilitiesandotherbestpracticesareincorporatedintoany

newPark&RidesiteandcorridorH

6.3 Enhance Existing Bus and Rail Based Park & Ride Provision

Expansion and Enhancement of Existing Bus Based Park & Ride Priority

EPR1:ProvideastaffedwaitingareaatexistingBroxdenPark&Ride,Perth H

EPR2:ProvideimprovedwaitingfacilitiesatSpringkerse,Stirling H

EPR3:ReviewPark&Ridedemandatexistingsitesand,wherethereisdemandand

landisavailable,expandexistingsitesL

EPR4:ReviewPark&Ridedemandatexistingsitesand,wheredeemedsuccessful,

provideenhancedfacilitiesincludingstaffingandwaitingfacilitiesL

Enhanced Park & Ride at Existing Rail Stations Priority

EPR5:SupporttheprovisionofadditionalcarparkingatDunblaneand/orBridgeof

Allanandatotherstation locationswheredemandwarrants.Allcarparking issuesat

stationstobetakenforwardinconsultationwithNetworkRail

H

Multi-modal Provision and Best Practice Priority

EPR6:Ensuremulti-modalfacilitiesandotherbestpracticesareincorporatedintoany

upgradeofexistingPark&RidesitesandcorridorsH

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7. StrategyAppraisalandMonitoring7.1 Introduction

AnoverarchingappraisalofthePark&RideStrategyhasbeenundertaken.

Thishasinvolvedthreeseparateappraisals:

• ScottishTransportAppraisalGuidance(STAG)compliantappraisal

• StrategicEnvironmentalAssessment,and

• EqualitiesImpactAssessment.

AseparateAppraisalReportisavailableatwww.tactran.gov.uk

7.2 Appraisal

Scottish Transport Appraisal Guidance

TheSTAGprocessrequiresthataproposalbetestedagainst:

• thePlanningObjectives(inthiscasePark&Rideobjectives)

• theimplementabilityoftheStrategy

• theGovernment’sfiveobjectives(environment,safety,economy,integrationandaccessibility).

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 rangeof

Actions.Thesewererefinedanddevelopedwiththehelpofthestakeholderconsultation.

TheSTAGappraisalindicatesthePark&RideStrategywillhaveapositiveimpactontheninePark&

RideplanningobjectivesandrangefromneutraltomoderatelybeneficialimpactsontheGovernment’s

five overarching transport objectives. In addition it is concluded that thePark&RideStrategy can

beimplementedintermsofTechnical,OperationalandPublicimplementabilityandthatfinanciallythe

strategycanbetailoredtofundingavailable.

Strategic Environmental Assessment

AStrategicEnvironmentalAssessmentofbusbasedPark&Ridesiteshasbeenundertakenaspartof

theBusesStrategy.This indicates that there are no outstanding environmental issues that cannot beThisindicatesthattherearenooutstandingenvironmentalissuesthatcannotbe

overcomewithreasonablemitigationmeasures.

AfullenvironmentalappraisaloftheimpactsofrailbasedPark&Ridehasnotbeenundertakenatthis

stage.ThebenefitsofstationsatDundeeWestandBannockburnwillbeexploredfurtheraspartofthe

TayEstuaryRailStudy.AstationatBridgeofEarnisanaspirationandwillneedtobediscussedfurther

withFirstScotRail,NetworkRailandkeystakeholders.

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Equalities Impact Assessment (EqIA)

AnEqIA requires transport strategies to includeadescription about how transportwill beprovided,

developed,improvedandoperatedsoasto,amongstotherthings,encourageequalopportunitiesand

inparticular,theobservanceofstatutoryequalopportunitiesrequirements.

ThepreparationandconsultationundertakenaspartoftheStrategywasdesignedsothattheresulting

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

equalitiesobligationsandrequirementscanbeaddressedwithinthedevelopmentandprovisionofPark

&RidefacilitiesRepresentativesofequalitygroupswerealsopositivelyengagedthroughaninvitation

tocommentontheStrategyatthedraftstageandtocontributetowardsfocusgroupandstakeholder

workshopsconvenedtoconsidervariousaspectsoftheemergingStrategy.

The Strategy objectives have been formulated to address key issues identified in consultation with

stakeholders,particularlythoseassociatedwithsocialinclusion.Thereisastrongemphasiswithinthe

Strategyonaccessibilitytokeydestinationsusingallformsofpublictransport.

As specific measures within the Park & Ride Strategy are implemented they will be subject to an

EqualityImpactAssessment,whereappropriate.

7.3 Monitoring and Evaluation

Monitoringwillplayakeyroleinensuringthat:

• theActionsaremeetingtheStrategyObjectives

• theActionsareachievingtheirintendedoutcomes

• theassumptionsbehindtheObjectivesremainrelevant.

AstheStrategydevelopsandisimplemented,aseriesofSpecific,Measurable,Achievable,Realistic

andTimebound(SMART)Targetswillbedeveloped,againstwhichdeliveryprogresswillbemeasured

and reportedannually.Targetswillalsobedetermined in thecontextofavailabledelivery resources,

bothfinancialandhuman.Thesewillbe includedintheRTSDeliveryPlanandwillbethesubjectof

furtherdetailedconsultationwithconstituentCouncilsandotherpotentialdeliverypartners,todetermine

deliveryprioritiesandresponsibilities.Thiswillincludediscussionandagreementonappropriatedelivery

targets.

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AppendixAA. Demand Forecasting and Option Appraisal

A.1 Demand Forecasting

Forecast demand has been estimated as described in Chapter 4 of the Demand Forecasting and

OptionAppraisalReport. Sites havebeenassessedboth separately and in competitionwith each

other.ForecastdemandhasthenbeenusedtoinformtheSTAGtypeappraisal.Asummaryofforecast

demandisgiveninTableA.1below.

Tablea.1longlistofsiteswithestimatedpeakdemandsin2012and2022

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)WestofDundeePark&Choose(rail) 45 103 148 49 120 169

R6 ProposedBridgeofEarn/OudenardStation 19 17 36 24 25 49

R7 ProposedBannockburnStation 85 141 226 92 153 245

R8 DunblaneStation 68 125 193 78 143 221

R9 BridgeofAllanStation 73 134 207 84 151 235

Sites around Dundee

D1 A90(W)InvergowriePark&Choose(bus) 74 72 146 121 118 239

D2 /

D3*

A90(W)InvergowriePark&Ride(bus)/ A90 (W)/A90 (W)A90(W)

DundeeWesternGateway80 79 159 91 132 223

D4 A923Muirhead 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)SouthofTay 191 67 258 268 99 367

Sites around Perth

P1 A9(NW)Ruthvenfield 40 9 49 46 11 57

P2 A85Huntingtower 51 11 62 57 13 70

P3 A9(N)Northofcity 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 A912HMPPerth 66 25 91 79 36 115

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P7 M90broxden 173 55 228 185 73 258

SitesaroundStirling

S1 /

S2 /

S3*

A91 Corbiewood Stadium / A872 Glasgow

Road / Pirnhall Road / M9 / A872 - SE of

roundabout

51 19 70 52 25 77

S4 a91Sprinkerse 112 63 175 116 76 192

S5 M9Castleview 66 43 109 79 54 133

*intermsofPRIDEcodingsitesD2andD3areequivalentasareS1,S2andS3

A.2 Competing Park & Ride Sites / Incremental Delivery

InDundee,thenatureoftheroadnetworkmeansthatthereislittlepotentialforcompetitionbetween

Park&Ridesites.However,inPerthandStirling,wheretheroadnetworkprovidesagoodlinkaround

theurbanarea,thereispotentialfornewsitestocompetewithexistinglocations,reducingtheviability

ofanexistingsite.

DemandforecastshavethereforebeenundertakenwherethecatchmentofeachPark&Ridesitehas

beenadjustedtoreflectthepotentialimpactoftheincrementaldeliveryofnewsites,asfollows:

Perth

P7–M90Broxden

P7–M90Broxden+P4/P5–M90/A90(W)

P7–M90Broxden+P3–A9(N)Northofcity

P7–M90Broxden+P3–A9(N)Northofcity+P4/P5–M90/A90(W)

Stirling

S4–A91Sprinkerse

S4–A91Springkerse+S5–M9Castleview

S4–A91Sprinkerse+S5–M9Castleview+S1/S2/S3-A91CorbiewoodStadium,A872Glasgow

Road/PirnhallRoad,M9/A872–SEofroundabout

ReviseddemandforecastsforeachsitearegiveninTableA.2

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Tablea.2 demandforecastsforbroxden,SpringkerseandCastleviewinCombinationwith

otherSites

2012 vehicles AM IP

Perth P7 P3 P4/5 Total P7 P3 P4/5 Total

P7 M90Broxdenonly 173 173 55 55

P7+P3 M90BroxdenwithP3 124 85 209 44 19 63

P7+P4/P5 M90BroxdenwithP4/P5 61 123 184 16 51 67

P7 + P3 +

P4/P5

M90BroxdenwithP3and

P4/P5

3685 123 244 12

1951 82

Stirling S4 S5 S1/2/3 Total S4 S5 S1/2/3 Total

S4 Springkerseonly 112 112 63 63

S4+S5SpringkersewithS5

110 66 176 61 43 104CastleviewwithS4

S4+S5+S1

/S2/S3

SprinkersewithS5andS1

/S2/S378 47 51 176 53 32 19

104

Castleview with S5 and

S1/S2/S3

2022 vehicles AM IP

Perth P7 P3 P4/5 Total P7 P3 P4/5 Total

P7 M90Broxdenonly 185 185 73 73

P7+P3 M90BroxdenwithP3 132 85 217 60 22 82

P7+P4/P5 M90BroxdenwithP4/P5 72 131 203 24 65 92

P7 + P3 +

P4/P5

M90BroxdenwithP3and

P4/P5

4585 131 261 17

2265 107

Stirling S4 S5 S1/2/3 Total S4 S5 S1/2/3 Total

S4 Springkerseonly 116 116 76 76

S4+S5SpringkersewithS5

115 79 194 74 54 128KildeanwithS4

S4+S5+S1

/S2/S3

SprinkersewithS5andS1

/S2/S387 55 52 194 65 38 25 128

KildeanwithS5andS1

/S2/S3

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A.3 STAG Type Option Appraisal

Eachsitehasbeenappraisedinordertodecidewhichsitestotakeforwardintotheoverallstrategy.

In theassessmentofPark&Rideschemesthemost important factorsarethestudyobjectives, the

riskofadverseimpactsandtheimplementabilityofindividualsitesandsothesearethefactorswhich

have been used in this initial appraisal. Appraisal against the strategy objectives uses the Scottish

Government’s recommendedsevenassessment levels.Asimilar scoringsystemhasbeenused to

assesseachsite’simplementabilityandacceptability(TableA.3).

Tablea.3 assessmentratings

Score Objectives Abstraction risk Implementability

3 majorbenefit none nobarriers

2 moderatebenefit

1 minorbenefit

0 nobenefitordetriment moderate moderatebarriers

-1 minordetriment

-2 moderatedetriment

-3 majordetriment considerable majorbarriers

Muchofthisassessment isbasedonthepatronageestimatedbythedemandforecastingprocess,

alongwithassumptions relating tobus / rail services.Siteswith thehighest forecastpatronagewill

generallyaddressthestudyobjectivesmostsuccessfully.

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TheoutcomeofthisappraisalisshowninTableA.4.Sitesclosetogetherareoutlinedingroupsasit

wouldonlybepossibletoimplementonesiteineachgroup.

Tablea.4 optionappraisal

R1Tyndrum/Crianl’ch

R2Pitlochry

R3Forfar

R4Brechin

R5A90(W)WestofDundeeP&C-rail

R6BridgeofEarn/OudenardStn

R7BannockburnStation

R8DunblaneStation

R9Br.ofAllanStation

D1A90(W)InvergowriePark&Choose(bus)

D2A90(W)InvergowriePark&Ride(bus)

D3A90(W)DundeeWesternGateway

D4A923Muirhead

D5A90(N)Inveraldie

D6A90(N)Fintry

D7A92(E)Monifieth

D9A92(S)SouthofTay

P1A9NWRuthvenfield

P2A85Huntingtower

P3A9(N)Northofcity

P4M90/A90(E)

P5M90/A90(W)

P6A912EdinburghRd

S1A91CorbiewoodStadium

S2A872GlasgowRoad/PirnhallRoad

S3M9/A872SEofRB

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BordeauxHouse,

31KinnoullStreet,

Perth,PH15EN

Email:[email protected]

Telephone:01738475775

tayside and central scotland · 2018-04-13 · 2.3 park & ride planning objectives 6 3 key...

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