West Dunbartonshire Local Transport Strategy

Transcription

Designing the Future
West Dunbartonshire Local Transport Strategy
2013 - 2018
Committee Version
December 2013
Contents
Foreword
i
Summary
ii
1
Introduction
1.1
1.1
Setting the Context
1.1
1.2
Existing Transport Network
1.1
1.3
Strategic Location
1.2
1.4
Transport Trends and Key Statistics
1.3
1.5
Consultation
1.5
1.6
Equalities Impact Assessment
1.6
2
Problems and Issues
2.1
Introduction
2.1
2.2
Dumbarton
2.1
2.3
Clydebank
2.4
2.4
Roads
2.6
2.5
Parking
2.8
2.6
Public Transport
2.7
Accessibility
2.12
2.8
Walking and Cycling
2.13
2.9
Summary of Problems and Issues
2.13
3
Objectives
3.1
3.1
The LTS Objectives
3.1
3.2
Policy Linkages
3.1
4
Strategy Implementation
4.1
Introduction
4.1
4.2
Policies
4.1
4.3
Framework
4.4
4.4
Delivery
4.5
4.5
Action Plan
4.8
5
Monitoring and Evaluation
5.1
Performance Indicators
5.1
5.2
Timescales and Reporting
5.4
Appendix: Contacts
West Dunbartonshire Local Transport Strategy 2013 - 2018
2.1
2.9
4.1
5.1
5
Foreword
We are pleased to present West Dunbartonshire Council’s third Local
Transport Strategy. Following the publication of the previous strategy in
2007, there have been considerable changes to both the local and wider
economy. This updated strategy for 2013 – 2018 reflects these changes
and the challenges that all local authorities are now facing.
Transport is pivotal to the success of our community. People need a
transport system that is affordable, reliable, safe and efficient in order to
access employment, education, key services and simply to go about their
day-to-day lives.
This updated document sets out a more streamlined approach aimed at
supporting West Dunbartonshire as a strategic location on the transport
network, whilst also delivering local improvements which address identified
problems and support regeneration and economic development.
The actions set out in this Local Transport Strategy will help to direct and
shape the environment and lives of people living, working and visiting West
Dunbartonshire. To ensure that our actions and policies are representative
of the needs of these people, we have consulted widely with both the public
and key stakeholders including neighbouring local authorities and transport
providers. We are committed to ongoing involvement of the community
and will continue to engage with you on all aspects of transport planning
and delivery.
Councillor David McBride
Convener – Housing,
Environment and
Economic Development
Committee
Richard Cairns
Executive Director –
Infrastructure and Regeneration
December 2013
i
Summary
Introduction
This Local Transport Strategy (LTS) has been developed by West Dunbartonshire Council and
covers the period from 2013 – 2018. It builds upon the previous LTS and is designed to
address local problems that have been identified. The LTS is focussed upon deliverable and
achievable actions in the short to medium term.
West Dunbartonshire is situated at a strategic location on the transport network acting as a
gateway to Argyll & Bute, the Highlands and Loch Lomond and the Trossachs National Park
from the Glasgow conurbation. In addition, it is positioned at a key bridging point across the
River Clyde providing links to Renfrewshire and Inverclyde.
However, West Dunbartonshire Council shares responsibility for transport in the area with a
number of other bodies including Transport Scotland and Strathclyde Partnership for
Transport. As a result, the Council has a dual role to fulfil by providing for local transport
needs within the local authority area whilst also seeking to work in partnership with other
bodies to facilitate a strategic transport network that supports its wider role within the
transport network of the west of Scotland.
Problems and Issues
The problems and issues to be addressed in the LTS are summarised in the following table
and have been identified through a combination of:

A review of the previous LTS and transport studies which have been undertaken over
recent years;

Analysis of relevant local, regional and national policy documents; and

Findings from public and stakeholder consultation exercises.
These have been segregated into two tiers to reflect the varying scale and priority of the
problems that have been identified. The prioritisation has been informed by the findings from
the consultation exercises. The tiers are defined as follows:

Tier 1: Primary problems with significant impacts and / or in need of resolution at the
earliest possible opportunity; and

Tier 2: Secondary problems with more limited impacts and / or likely to have a longer
lead-in time for resolution.
In addition, the problems have been categorised into whether they are local and / or
strategic in nature. These designations are defined as:

Strategic: impacts upon the strategic transport network and / or on people that are
only travelling through West Dunbartonshire as part of a longer journey leading to
wider implications at a regional or national level; and

Local: impacts upon local people and their ability to get around within West
Dunbartonshire with no wider implications at a regional or national level.
ii
Summary
Problem
Strategic
Local






Tier 1
Need to improve the frequency, affordability and accessibility of
public transport
Congestion at A82 / A814 Dumbuck junction
Lack of a diversionary route to the A82 between Dumbuck and
Dunglass (missing A814 link) / poor accessibility to former ESSO
site at Bowling restricting scope for redevelopment
Traffic access and management problems in the vicinity of

Dumbarton town centre and Church Street roundabout
Congestion, queuing and delays in the Kilbowie / Hardgate area of
Clydebank

Asset management and maintenance of infrastructure including


roads, footpaths, cycle paths / lanes, street lighting, bridges and
winter maintenance
Poor access to essential services by a range of transport modes

Desire to decrease car use and encourage more use of walking,


cycling and public transport
Tier 2
Poor pedestrian links between Dumbarton town centre and St

James Retail Park

Lack of local feeder routes linking to strategic cycle network
Congestion at A82 Arden to Stoneymollan
Poor connections and accessibility to Loch Lomond and the
Trossachs National Park and along the Strathleven Corridor
Difficulty in changing between transport modes in Clydebank town
centre and need for sustainable access to Clydebank riverside



developments
Lack of accessibility to the key regeneration site at Carless, Old
Kilpatrick restricting scope for development
Traffic management problems in Alexandria town centre


iii
Summary
Objectives
The LTS objectives maintain consistency with the overarching headings defined in the
previous LTS and have been developed building upon the need to resolve the identified
problems.
They also closely reflect the cross cutting themes from West Dunbartonshire’s Strategic Plan
and have been developed maintaining consistency with these wherever possible.
The six LTS objectives have been defined as:

1. Economy: to support a vibrant and sustainable local economy that stimulates
business development and economic growth;

2. Environment: to support West Dunbartonshire as an attractive and sustainable
place to live, work and visit;

3. Integration: to enhance integration and efficiency of transport networks,
infrastructure and services;

4. Accessibility & Social: to facilitate access to services and opportunities, promote
physical and mental well-being, prevent ill health and reduce inequality;

5. Safety: to support communities in which people feel safe to live, work and enjoy
their leisure time; and

6. Maintenance: to maintain the transport network to a high standard that ensures it
is safe and fit for purpose.
West Dunbartonshire has a unique position in the west of Scotland being located in close
proximity to the Glasgow conurbation and Loch Lomond & The Trossachs National Park whilst
also sustaining stand alone local towns that provide key services for the surrounding
community. The Council has developed a framework for the LTS that seeks to draw upon the
benefits offered by these circumstances and is based upon two key aspects as follows:

Supporting West Dunbartonshire’s Strategic Location: West Dunbartonshire is
located at a pivotal point on the transport network with the Highlands and Loch
Lomond to the west, Glasgow to the east and at a key bridging point to the south of
the River Clyde. The provision of a robust transport network that supports this
strategic function is consequently a key requirement; and

Delivering Local Improvements: Addressing the problems identified in Clydebank
and Dumbarton in particular and supporting the ongoing regeneration and economic
development of West Dunbartonshire through appropriate local interventions.
This Strategy Framework provides the context for the interventions and projects defined in
the Action Plan. The LTS has also established three policy pillars that will act as the guiding
principles for its implementation which include Sustainable Transport, Access for All and
Supporting Development & Economic Activity.
The interventions to be taken forward to deliver the strategy are defined in the Action Plan
which has been developed to address the problems identified. They have also been classified
iv
Summary
in accordance with the tier structure and strategic / local categorisation defined.
The interventions will be funded from the Council’s annual capital and revenue budgets whilst
additional funding from partners will be sought as necessary. In particular, external funding
support will be sought for projects highlighted as being strategic as these have been
identified as having wider implications at a regional or national level or affecting a part of the
transport network for which West Dunbartonshire Council has no responsibility.
The Council has identified the following three core schemes as being crucial to delivering the
priorities and objectives of the LTS. These schemes will provide a means through which a
number of the interventions set out in the Action Plan will be delivered.
Statutory Bus Quality Partnership: the investigation of a Statutory Bus Quality
Partnership for West Dunbartonshire, in partnership with SPT, is deemed to offer both local
and strategic benefits and would act as a means of delivering more attractive bus services in
the area by making infrastructure improvements dependent on service quality and / or
affordability improvements.
Strathleven Corridor Working Group: the Council will seek to bring together key
organisations with an interest in transport provision in West Dunbartonshire and its
neighbouring areas in a Working Group. It will be action orientated with a clear remit to
address strategic problems that affect transport networks and services where the Council has
only partial or no control. It will not address local problems which are the sole responsibility
of the Council.
Asset Management Plan: the Council already produces an Asset Management Plan for the
local transport network for which it is responsible. This provides the key mechanism for
planning and prioritising maintenance and renewal work undertaken by the Council on local
transport infrastructure including roads, footpaths, cycle paths / lanes, street lighting and
bridges. We will seek to build upon this foundation by continuing to refine our asset
management system to provide an even more effective means of planning and targeting
resources at areas of greatest need.
A set of performance indicators and targets have been developed which provide the basis for
monitoring progress towards achieving the LTS objectives.
Monitoring of performance against the targets will be undertaken twice during the lifetime of
the strategy, initially around halfway through the strategy timescale and then towards the
end of the LTS period in 2018. This will allow an evaluation of the outcomes from the LTS to
be undertaken to inform future actions for the new LTS.
These reviews will be undertaken by an independent party that is external to the Council.
This will ensure that monitoring and evaluation is objective and unbiased. The findings from
this analysis will be presented in a Monitoring & Evaluation Report.
The Council will also undertake an internal review of the Action Plan annually to assess
progress made against the stated actions. This will identify where any corrective measures
are required to deliver the interventions and will also assess whether any actions should be
added, amended or removed.
v
1
Introduction
1.1
1.1.1
Setting the Context
This Local Transport Strategy (LTS) has been developed by West Dunbartonshire Council and
covers the period from 2013 – 2018. It builds upon the previous LTS and is designed to
address local problems that have been identified. The LTS is focussed upon deliverable and
achievable actions in the short to medium term.
1.1.2
The LTS is part of a planning hierarchy that includes the National Transport Strategy and
Strathclyde Partnership for Transport’s (SPT) Regional Transport Strategy. These provide the
foundation for long-term transport planning and the development of strategic transport
schemes in the area. The LTS has been developed taking into account and maintaining
consistency with these strategies. In addition, it has also been informed by other relevant
policy documents including the West Dunbartonshire Strategic Plan, Single Outcome
Agreement and Corporate Plan as well as the emerging West Dunbartonshire Local
Development Plan and Glasgow and the Clyde Valley Strategic Development Plan. It also
reflects the National Planning Framework 2 and Strategic Transport Projects Review.
1.1.3
West Dunbartonshire Council shares responsibility for transport in the area with a number of
other bodies. The Council is responsible for the management and maintenance of the local
public road and footpath network. Transport Scotland oversees the management and
maintenance of the Trunk Road network (the A82 west of the Erskine Bridge) whilst they
contract maintenance to Scotland Transerv and Bear Scotland. Transport Scotland also has
strategic responsibility for managing and developing the railway network alongside Network
Rail whilst train services are provided by the Scottish Rail franchisee specified by Transport
Scotland. The current franchisee is First ScotRail, and the franchise will be renewed in 2014.
1.1.4
Local bus services are provided without subsidy by private bus operators except where
services are commercially unviable but are required to serve social inclusion purposes. In
these instances subsidised bus services are provided which are specified and procured by
SPT on behalf of West Dunbartonshire Council. SPT also have a range of other responsibilities
including provision of school transport services, maintaining bus shelters and bus stops,
concessionary travel, regional and integrated ticketing, provision of demand responsive
transport, provision of capital funding for transport projects, statutory agency in the
development plan process, and secretariat of the Strathclyde Concessionary Travel Scheme.
1.2
1.2.1
Existing Transport Network
The A82 Trunk Road is the main arterial link through West Dunbartonshire linking to Glasgow
in the east as well as Loch Lomond and beyond in the north. It also provides access to the
Erskine Bridge which connects West Dunbartonshire with areas on the south bank of the
River Clyde.
1.2.2
There are thirteen railway stations in West Dunbartonshire with few built-up areas further
than 1½ kilometres from the nearest station.
1.2.3
The transport network in West Dunbartonshire is illustrated in the following map showing the
1.1
1
Introduction
A class road network and railway network.
WEST DUNBARTONSHIRE
LOCAL TRANSPORT
NETWORK
LOCH LOMOND
STATIONS
1. Balloch
2. Alexandria
3. Renton
4. Dalreoch
5. Dumbarton Central
6. Dumbarton East
7. Bowling
8. Kilpatrick
9. Dalmuir
10. Singer
11. Drumry
12. Yoker
13. Clydebank
GARTOCHARN
A811
BALLOCH
1
A82
2 ALEXANDRIA
A813
3 RENTON
A82
A812
A814
4
5 DUMBARTON
6 A814
MILTON
BOWLING
7
OLD
KILPATRICK
8
A82
A814
9
A8014
10
13
CLYDEBANK
1.3
1.3.1
A810
11
12
Strategic Location
West Dunbartonshire is consequently situated at a strategic location on the transport
network acting as a gateway to Argyll & Bute and the Highlands from the Glasgow
conurbation. In addition, it is positioned at a key bridging point across the River Clyde
providing links to Renfrewshire and Inverclyde.
1.3.2
The following map illustrates West Dunbartonshire’s strategic position on the transport
network and highlights its pivotal place in the region.
1.3.3
As a result, West Dunbartonshire Council has a dual role to fulfil by providing for local
transport needs within the local authority area whilst also seeking to work in partnership with
other bodies to facilitate a strategic transport network that supports its wider role within the
transport network of the west of Scotland.
1.3.4
This dual role is obviously a key consideration in the Local Transport Strategy but it should
be noted that the LTS largely focuses upon delivery of services that meet local needs as
strategic transport planning falls under the remit of Transport Scotland and SPT
1.2
1
Introduction
predominantly.
ARGYLL & BUTE
AND THE
HIGHLANDS
WEST
DUNBARTONSHIRE
INVERCLYDE
RENFREWSHIRE
1.4
1.4.1
GLASGOW
Transport Trends and Key Statistics
The following figure provides an overview of transport statistics and trends in West
Dunbartonshire. A summary of other key statistics is then provided. These show that:

there are higher levels of usage and dependency upon public transport in West
Dunbartonshire than across Scotland as a whole – highlighting the importance of good
quality public transport to people in the area;

car ownership is lower than the national average underpinning the high levels of public
transport usage;

public transport services are seen as convenient and safe but there are still concerns
about some aspects of public transport particularly the value for money offered by bus
fares;

traffic growth and congestion seems to be less of a problem in West Dunbartonshire
than it is nationally;

levels of walking and cycling are lower than the national average;

there is an ageing population which will create additional pressures upon public
transport and demand for concessionary travel over time; and

the economy is less buoyant than Scotland as a whole and dependent upon the service
sector which is likely to contribute to above average demand for public transport.
1.3
1
Introduction
West Dunbartonshire - Transport Trends
Section 1: Travel to Work
Section 4: Public Transport Usage & Accessibility
3%
3%
Other
2%
2%
Bicycle
72%
Never use trains
53%
4%
Use trains once a week
14%
14%
Walk
10%
3%
4%
Use trains every day
6%
Car Passenger
13%
58%
56%
Never use buses
4%
Rail
9%
8%
9%
Use buses once a week
10%
8%
Bus
9%
12%
Use buses every day
61%
Car Driver
55%
0%
0%
10%
20%
Scotland
30%
40%
West Dunbartonshire
50%
60%
20%
70%
Section 2: Car Ownership & Usage
Scotland
40%
60%
Section 5: Attitudes to Public Transport
42%
Drive every day
The fares are good value
41%
33%
55%
75%
70%
It is easy changing to other forms of transport
5%
3+ cars per household
80%
West Dunbartonshire
3%
Finding out about routes and times is easy
73%
21%
2 cars per household
People feel safe and secure during the evening
14%
62%
48%
Buses are environmentally friendly
43%
1 car per household
37%
46%
56%
People feel that buses are on time
37%
0%
5%
10%
15%
20%
25%
30%
35%
48%
51%
Very Convenient
40%
45%
50%
0%
Scotland
75%
61%
31%
0 car per household
83%
20%
40%
West Dunbartonshire
Section 3: Road Network, Traffic & Congestion
60%
Scotland
80%
100%
Section 6: Cycling
38%
Road network condition
red or amber
36%
35%
Households with access to a bicycle
33%
11%
Drivers experiencing
congestion
8%
50%
People concerned about
traffic growth
42%
42%
People that regularly walk to get
around
38%
10%
Traffic growth over last 10
years
9%
0%
10%
Scotland
20%
30%
40%
50%
60%
West Dunbartonshire
0%
10%
Scotland
20%
30%
40%
50%
West Dunbartonshire
Sources: Latest available data from Scottish Household Survey and Scottish Government's 'Scottish Transport Statistics' Oct. 2013
1.4
1
Introduction
West Dunbartonshire - Key Statistics 2012
Section 1: Population
90,340 people live in West Dunbartonshire
29,858 people live in Clydebank
20,527 people live in Dumbarton
159 sq km in area
569 people per square kilometre
17% of people are 65 or over
Section 2: Employment
77%
76%
People that are economically active
82%
People employed in service
industry
88%
4%
4%
People claiming Job Seekers
Allownace
11%
People with no qualifications
15%
0%
20%
40%
Scotland
60%
80%
West Dunbartonshire
100%
Source: Latest available data from General Register Office for Scotland and NOMIS Official Labour
Market Statistics - Oct. 2013
1.5
1.5.1
Consultation
The LTS has been developed taking into account the findings of consultations with the public
and transport industry organisations. A public questionnaire was used to gather the opinions
of people that live and work in West Dunbartonshire about the transport problems and issues
that need to be addressed. The consultation period ran from May to July 2012 and the
questionnaire was available online and in a traditional paper based format.
1.5
1
1.5.2
Introduction
In addition, a consultation workshop was held in June 2012 for transport industry bodies and
officers from across relevant departments of West Dunbartonshire Council. Finally, a draft
LTS was put out to consultation between September and October 2012. The findings from
these consultation exercises have been incorporated into the LTS and have helped to identify
the problems and issues to be addressed as well as the interventions set out in the strategy.
The full results of the consultation exercises are set out in a separate Consultation Report.
1.6
1.6.1
Equalities Impact Assessment
The Council is committed to mainstreaming equalities, and wants to ensure that we address
the three arms of the general equality duty when going about our business, whenever and
wherever they are relevant. These three arms are;

Eliminating discrimination, harassment and victimisation;

Advancing equality of opportunity between people who share a protected characteristic
and those who do not ; and

Fostering good relations between people who share a protected characteristic and
those who do not.
1.6.2
An Equality Impact Assessment (EIA) process began in May 2012 to inform the formation of
the new LTS. Local, regional and national evidence was examined in the process of the EIA.
1.6.3
From the outset it was identified that increased efforts should be made to seek the views
from as wide a range of equalities groups at possible. To aid this, an augmented mailing list
was used for contacting equality community groups. Follow up reminders were specifically
aimed at equality community groups to ensure that as much opportunity as possible was
provided to make online or written responses.
1.6.4
The EIA itself was updated throughout the process, as suggestions for improvements in the
process of consultation and content of the consultative draft of the LTS from groups (for
example Clyde Shopmobility and West Dunbartonshire Access for All) were made.
1.6.5
It was also noted that concerns were raised about the impact of Welfare Reform, for instance
that this would likely mean an increased demand for accessible public transport.
1.6.6
The work done on producing the LTS including consultation and involvement will feed into
the evidence base considered for what Equality Outcomes the Council sets in April 2013.
1.6
2
Problems and Issues
2.1
2.1.1
Introduction
The problems and issues to be addressed in the LTS have been identified through a
combination of:

A review of the previous LTS and transport studies which have been undertaken over
recent years;
2.1.2

Analysis of relevant local, regional and national policy documents; and

Findings from public and stakeholder consultation exercises.
We found that some of the problems and issues are focussed on particular geographical
areas, especially around the major towns of Dumbarton and Clydebank, whereas others are
general issues that impact upon people across West Dunbartonshire. In addition, some are
local
problems
but
that
have
wider
significance
beyond
the
boundaries
of
West
Dunbartonshire as they also affect the strategic transport network of the west of Scotland. It
is therefore important to consider both these aspects.
2.2
Dumbarton
Town Centre Access & Traffic Management
2.2.1
Access and traffic management problems in Dumbarton Town Centre are an ongoing issue
affecting High Street, Church Street Roundabout and the St James Retail Park area.
2.2.2
High Street is suffering from high
traffic
flows
within
pedestrianised
restricted
a
area
road
semiwith
space.
The
original intention was for High
Street to have restricted access
for buses, taxis and cycles only.
However,
after
restricted
it
initially
was
being
reopened
to
general traffic at the request of
local traders who felt that their
businesses were being adversely
affected
by
access
being
restricted.
2.2.3
This has led to conflicts occurring, particularly between buses and general traffic, which has
been heightened by a lack of enforcement of parking restrictions. Overall, the current
operation of High Street causes delays, congestion and unreliable journey times for all
vehicles whilst also creating road safety problems, particularly for pedestrians crossing High
Street. This also creates local air quality and pollution problems.
2.2.4
The High Street is a focal point for local bus routes. The high bus flows and significant
number of stops means these issues have a particular impact upon the reliability of bus
2.1
2
Problems and Issues
services.
2.2.5
The Council has worked extensively over recent years with local partners including
businesses, bus operators and SPT to identify potential resolutions to these issues. However,
whilst problems are ongoing on High Street it is important to note that any amendments to
this situation have the potential to be controversial and will require close coordination and
collaboration between all parties to deliver a mutually acceptable resolution.
An
experimental Traffic Regulation Order is currently under development, and it is anticipated
that this will be introduced in early 2014.
Church Street Roundabout & St James Retail Park
2.2.6
The problems on High Street have had a knock-on impact on traffic in the surrounding area.
There are high traffic flows on Church Street Roundabout throughout the day which can
result in queuing, congestion and delays. This is caused by a combination of through traffic
on Glasgow Road along with high flows on Church Street as a result of traffic to and from the
town centre.
2.2.7
Previous analysis has found that there are delays to traffic, particularly buses, exiting St
James Retail Park at the signalised junction with Glasgow Road. Conflicts also occur between
cars, buses and pedestrians within the Retail Park itself.
2.2.8
In addition, pedestrian links between the Retail Park and Town Centre are poor which
reduces the circulation of shoppers and the commercial attractiveness of the area. This is
partially attributable to the undeveloped area around Castle Street which breaks the links
between the locations. The Council has been working with its partners to explore
opportunities for development in the vicinity of Castle Street through the Dumbarton
Waterfront Design Framework.
2.2.9
In collaboration with SPT and following the Dumbarton Public Transport Priority Study,
construction of the left slip eastbound A814 access to the St James’ Retail Park will
commence in 2014. Additionally, there is an aspiration to construct a link road to connect
the A814 Glasgow Road to Castle Street, and onwards to High Street, facilitating improved
connectivity and access for both vehicles and pedestrians.
2.2.10
More widely, pedestrian links around Church Street Roundabout are also poor with the
existing underpasses being perceived as a security concern.
2.2.11
Overall, the current Town Centre and St James Retail Park area are inhibited by a number of
transport problems which reduces its attractiveness and levels of economic activity.
A82 / A814 Dumbuck Junction
2.2.12
In
2009,
the
Council
and
Transport
Scotland undertook the ‘A82 Trunk Road
– Erskine Bridge to Arden Roundabout
Route Strategy Study’. Analysis of traffic
flows and road capacities carried out for
this study found that the A82 at Milton
has a lower capacity than other dual
carriageway sections of the road due to
2.2
2
Problems and Issues
factors such as number of accesses and presence of pedestrian crossings. In the future it is
also predicted to carry the highest traffic flows across all sections reviewed by the study
which is largely due to a large number of short distance trips made between Dumbarton and
Milton.
2.2.13
The study identified that the A82 / A814 Dumbuck junction is a particular concern due to the
level of queuing and delay that is experienced here. Given these problems the report
highlighted that detailed assessment of the Dumbuck junction and A82 at Milton is required
to resolve issues with the operation of the junction and the implications of traffic growth in
this area.
2.2.14
The Council has identified the problems at the A82 / A814 Dumbuck junction as a significant
issue due to the congestion, queuing and delays that are currently experienced affecting
traffic flows to and from Dumbarton. However, given the A82 is part of the Trunk Road
network these problems also affect strategic traffic movements and any solution at this
location will need to be taken forward in conjunction with Transport Scotland.
Former ESSO Site Access / A814 Missing Link
2.2.15
The land formerly occupied by the ESSO Petroleum Company lies between the main Glasgow
to Dumbarton railway and the River Clyde to the west of the village of Bowling and east of
Dumbarton as shown below.
Aerial photography © Copyright Bing 2012
2.2.16
This site provides a unique development opportunity for employment along the waterfront.
However, its development potential is currently constrained by limited access with only one
access point located at the far-east of the site. To enable its full development a new western
access would also be required, in the vicinity of the existing A82 / A814 Dumbuck junction,
along with a development road linking the two junctions.
2.2.17
In addition, the section of the A82 Trunk Road between Dunglass Roundabout in the east and
Dumbuck Junction in the west is the only section of the route along the Clyde waterfront
where it is not paralleled by the A814 and the only dual carriageway section of the Trunk
Road that does not have a parallel local road to provide relief during maintenance, accidents
or emergency events. In the event of closure of the A82 in this location vehicles are required
to follow a 29 mile diversionary route leading this section to become known as the ‘A814
2.3
2
Problems and Issues
missing link’.
2.2.18
A new western access and link road through the former ESSO site consequently offers scope
to provide a dual role by enabling development to take place and acting as a diversionary
route to the A82 as necessary. The Council recently undertook a study which identified scope
to provide a new access at the west of the former ESSO site as well as a new link road
between the east and west accesses. Work is now being taken forward to develop detailed
proposals for land-use development in the vicinity.
2.2.19
Once the land-use development proposals for the site have been identified it will be
necessary to explore the implications this will have on traffic levels that will need to be
accommodated by the accesses. This will have a knock-on impact on Dumbuck junction
which is already suffering from congestion. The resolution of problems at Dumbuck junction
and proposals for access to enable development of the former ESSO site consequently need
to be considered jointly to ensure any interventions brought forward accommodate all
potential scenarios.
2.3
Clydebank
Kilbowie Roundabout
2.3.1
Kilbowie Roundabout is situated in
Faifley
a pivotal location on the local and
strategic road network acting as a
focal point for traffic travelling
Glasgow,
Hardgate
Roundabout
Clydebank,
Bearsden / Milngavie, the Erskine
Bridge,
Dumbarton
as
well
as
Ro
ad
Argyll and the Highlands. This is
Du
m
ba
rto
n
illustrated in the adjacent diagram.
which
has
Kilbowie
in
A8
Dumbarton
& the West
Br
id
ge
Roundabout
movements
at
turn
the problems are so severe that
Kilbowie
Roundabout
Glasgow
98
created problems of congestion,
queuing and delays. At peak times
A82 Great Western Road
e
traffic
place
sk
in
taking
Er
conflicting
10
This position has led to numerous
South of
Erskine
Bridge
A8
2.3.2
Bearsden /
Milngavie
A8014 Kilbowie Road
between
Dalmuir
Clydebank
they also affect Hardgate Roundabout causing widespread disruption in the area.
2.3.3
In response to these problems, the Council, in conjunction with SPT, carried out a detailed
study to understand the cause of problems in the area then identify and assess potential
solutions. A range of potential interventions were considered which included public transport
improvements, traffic management measures and major new road infrastructure. This was
undertaken in line with the Transport Scotland’s Scottish Transport Appraisal Guidance
(STAG).
2.3.4
The study concluded that given problems are already being experienced in the area and that
they would be expected to increase as traffic levels grew that there was a requirement to
2.4
2
Problems and Issues
address these issues at the earliest possible opportunity. The Council consequently decided
to focus upon identifying a solution which could be implemented in the short-term to relieve
these problems.
2.3.5
The Council is now taking forward plans to deliver a solution at Kilbowie Roundabout and has
identified a preferred intervention which involves the realignment of Duntocher Road. This
intervention minimises capital expenditure whilst delivering an improvement to traffic
conditions in the area through improved journey times for public transport. However, it is
acknowledged that if traffic levels continue to grow that there may be a requirement for
further measures in the future and the Council plans to monitor the situation to identify if
this is the case.
Kilbowie Road Corridor
2.3.6
The Kilbowie Road corridor south of Kilbowie Roundabout is also subject to significant
queuing and delays, particularly for southbound traffic in the AM peak period. This is
primarily caused by the section between Kilbowie Roundabout and Clydebank Business Park
with the majority of delays incurred at the junction between Kilbowie Road / Second Avenue
/ Montrose Street and, to a lesser extent, by right turners into the Business Park. Some
delays are also caused by the Kilbowie Road / Chalmers Street junction.
2.3.7
Traffic leaving Kilbowie Roundabout and heading towards the town centre frequently
experiences queuing and delays, which at times lead to queues extending on to Kilbowie
Roundabout causing further problems in this area.
2.3.8
The railway bridge over Kilbowie Road at the junction with Chalmers Street is height
restricted which limits the vehicles able to use this route. This is a particular problem for
public transport as double deck buses are unable to operate on this corridor which reduces
capacity that can be provided.
Town Centre & Access to Riverside Developments
2.3.9
Clydebank is the largest of the three town centres in West Dunbartonshire whilst the Queens
Quay development site lies to the immediate south of the town centre and has been the
subject of significant and ongoing regeneration activities over recent years. Access to the
town centre and riverside developments by a range of transport modes is a key priority for
the Council.
2.3.10
Over recent years the Council has worked with its partners including Clydebank re-built and
SPT to deliver upgrades to the transport facilities in and around the town centre. Junction
improvements have been implemented at Cart Street / Glasgow Road and Kilbowie Road /
Chalmers Street whilst the bus lay-bys have been upgraded on Chalmers Street. Dropping
off facilities for taxis have also been enhanced. The next stage focuses on Alexander Street
and Hume Street, creating a new junction on to Glasgow Road, closing the junction between
Hume Street and Chalmers Street and making Alexander Street two-way. This will allow
Chalmers Street to be dedicated solely to public transport.
2.3.11
However, the current bus terminus on Chalmers Street remains outdated. It does not
provide the quality of facility expected of a modern bus facility, is unattractive and
increasingly unsafe for users. It is also distant from the main generator of demand,
2.5
2
Problems and Issues
Clydebank Shopping Centre, and poorly connected to Clydebank railway station so is not well
used. Passengers instead use lay-bys at the west end of Chalmers Street, which are closer to
the shopping centre and station.
2.3.12
The town centre is undergoing significant redevelopment through the ongoing regeneration
initiatives. These plans seek to move the retail ‘centre of gravity’ east of the Clyde Shopping
Centre which will be supported by plans for a new supermarket in the area. These changes
will help to link the regenerating town centre to the significant riverside developments at
Queens Quay. The Council has identified that there is a requirement to tie these
developments together through enhanced transport infrastructure.
2.3.13
In addition, there are also problems interchanging between different modes of transport in
this area. There is a consequent requirement for enhanced transport integration in
Clydebank town centre. This requires upgrading of the current bus station facility and closer
integration with Clydebank railway station as well as ongoing improvements to the public
realm in conjunction with the redevelopment of adjacent sites..
2.3.14
Finally,
the
Council
is
encourage
sustainable
the
centre
town
and
keen
to
access
to
riverside
developments. In particular, there
is a need for fast and reliable
strategic public transport provision
along the Clyde Waterfront that
links
Clydebank
regeneration
developments
to
other
sites
then
key
and
onwards
to
Glasgow.
Dalmuir Corridor
2.3.15
The Council recently carried out road narrowing work on Dumbarton Road east of its junction
with Mountblow Road. The work was undertaken to address structural issues on the bridge
as there are two extensions to the bridge which are unable to withstand the weight of the
current traffic requirements. Replacement of the bridge would enable the full width of the
carriageway to be reintroduced but the costs of undertaking this work are prohibitive due to
the presence of a gas main within the bridge structure. The full resolution of this constraint is
consequently unlikely to be achievable without significant funding support. However, the
Council will continue to monitor traffic movements in the vicinity and, if necessary, adjust
traffic signals timings to ensure efficient operation of the network.
2.4
Roads
Network and Traffic
2.4.1
Traffic growth and congestion is an issue which affects a number of sections of West
Dunbartonshire’s road network, particularly in Dumbarton and Clydebank as highlighted.
2.4.2
Beyond these areas there are concerns about congestion on the A82 between Arden and
Stoneymollan
although
this
section
of
the
network
is
only
partially
within
West
2.6
2
Problems and Issues
Dunbartonshire and is part of the Trunk Road network and therefore the responsibility of
Transport Scotland. Two fifths of the responses to our public questionnaire identified the
resolution of this issue as a high priority.
2.4.3
Additionally, planned improvements at Pulpit Rock and for a Crianlarich bypass have
potential to increase traffic on the A82 further, with the improvements making the route
more attractive to coaches and HGVs, many of whom currently avoid the route due to the
road conditions.
2.4.4
The Council has also been working to improve traffic management in Alexandria as part of a
wider regeneration plan for the town centre which includes residential development, a new
supermarket and redevelopment and refurbishment of the town centre shopping area.
2.4.5
In general, traffic growth and congestion seems to be a less significant issue in West
Dunbartonshire than across Scotland as a whole although our public consultation confirmed
concerns about the key network pinchpoints outlined. Given West Dunbartonshire’s strategic
position on the transport network of the West of Scotland it is important to ensure that the
network is robust and reliable by addressing localised issues across the area.
Maintenance and Condition
2.4.6
According to the Scottish Road Maintenance Condition Survey West Dunbartonshire has a
lower proportion of its local road network classified as ‘red’ (in need of repair) or ‘amber’
(further investigation required) than Scotland as a whole. However, there is a strong
perception amongst the public that road maintenance and condition is poor as stated by
nearly three quarters of respondents to our public survey.
2.4.7
The Council acknowledges these concerns and recognises the need to continue to improve
the condition and maintenance of the local road and path network.
2.4.8
West Dunbartonshire has responsibility for around 15,000 street lighting columns but a
backlog of maintenance has developed with many existing columns and lights having
reached the end of their planned lifecycle. The Council has been successful in achieving a
£6.75m energy efficiency scheme for the street lighting stock which will generate energy
savings of £300,000 and maintenance savings of £200,000.
The Council is working on a
programme of renewal of street lighting columns but has limited resources available for this
purpose.
2.4.9
The Council also has responsibility for the maintenance of bridges on the local road network.
The West Dunbartonshire bridge register lists 281 bridges with the 124 of these being the
responsibility of the Council. Routine inspection and maintenance of the bridge stock is
undertaken on a rolling basis. However, there is a backlog of maintenance work for major
bridges which has arisen due to the high capital costs of the works and the limited funds
available.
Safety
2.4.10
National targets for road safety have been established in ‘Scotland’s Road Safety Framework
to 2020’ which builds on previous targets that had been established for the period up to
2010. The Council will seek to adhere to these targets and they are reflected in the
2.7
2
Problems and Issues
Monitoring and Evaluation framework for the LTS.
2.4.11
Road safety in West Dunbartonshire has improved markedly over recent years with both
total casualties and child casualties showing a trend of ongoing decline as illustrated in the
following figure.
90
80
70
Casualties
60
50
40
30
20
10
0
1994-1998 Average
2004-2008 Average
2006-2010 Average
Time Period
Total People Killed & Seriously Injured
2.4.12
Children (<16 yrs) Killed & Seriously Injured
These trends were replicated by the findings of our public survey which showed that most
people felt the Council were performing well in this area. Nonetheless, the Council
acknowledges the ongoing need to deliver road safety improvements and will work towards
addressing known problem areas as well as delivering education and information campaigns.
2.5
Parking
Enforcement
2.5.1
A lack of adequate parking enforcement has been identified as a particular problem in some
locations, particularly in larger settlements like Dumbarton and Clydebank.
This leads to
issues such as poor turnover of parking spaces which affects retail, and creates congestion
which affects all vehicles including delivery vehicles, cyclists and public transport services.
2.5.2
The responsibility for parking enforcement in West Dunbartonshire currently lies with Police
Scotland. Limited resources however have led to a less than ideal enforcement of parking
regulations.
2.5.3
The Council is currently in the preliminary stages of investigating the actions required to take
on this responsibility.
2.5.4
Dependent upon the outcome of these investigations it would then be necessary to establish
whether this course of action would be beneficial to the council and progress accordingly.
2.5.5
Should the Council decide to proceed it would then have the power to apply to the Scottish
Government to decriminalise parking enforcement within the area. If successful, the Council,
2.8
2
Problems and Issues
rather than the Police, would be responsible for the provision of parking attendants and the
handling of parking offences.
Provision and Availability
2.5.6
The public expressed some concerns about parking provision and availability through our
consultation exercise with some of this undoubtedly stemming from the problems of
enforcement highlighted. There is a range of issues that need to be taken into account in
relation to the provision and availability of parking including:

the balance of on and off street parking provision;

the balance of long-stay and short-stay spaces;

location of parking provision relative to key generators of demand;

location and supply of parking for blue badge holders;

frequency of turnover of spaces;

balancing the requirements of different users such as commuters, shoppers,
businesses and residents;
2.5.7

provision and location of taxi stances; and

the role of parking in managing levels of car usage.
These various interests need to be reconciled to ensure effective parking provision in our
towns. The Council will take each aspect into consideration in delivering a comprehensive
and coherent approach to parking across West Dunbartonshire.
Loading / Unloading
2.5.8
Over half of respondents to our public consultation identified problems with loading and
unloading in town and commercial centres. A number of issues can occur including the
number and positioning of loading / unloading bays, abuse of loading bays by illegal parking,
scale of demand, duration of time periods when loading / unloading is permitted as well as
the size and type of vehicles requiring access.
2.5.9
The Council will seek to resolve loading / unloading issues in liaison with local businesses
wherever possible taking into account the wider parking provision and availability
considerations outlined previously.
2.6
Public Transport
Network Coverage
2.6.1
West Dunbartonshire has an established bus and train
network providing links on key routes into town
centres and between urban areas both within West
Dunbartonshire
and
to
neighbouring
areas
like
Glasgow. There are very limited public transport links
across the Erskine Bridge and between Clydebank
and Bearsden / Milngavie. In addition, there are a
2.9
2
Problems and Issues
number of local gaps in the network principally in outlying housing estates, which are often
areas of greatest deprivation as well, and during off-peak periods when services are less
frequent and sometimes do not operate at all. Around two fifths of respondents to our public
questionnaire highlighted concerns about bus frequencies and routes with similar issues
being raised by a number of stakeholders.
2.6.2
Traditionally gaps in the network have been plugged wherever possible by subsidised bus
services provided by SPT, if their funding criteria are met. Currently, SPT manages 10
contracts supporting socially necessary bus services operating in the Council area at an
annual cost of £550,000 and 4 demand responsive bus service contracts at an annual cost of
£450,000. However, with limited funding available there are likely to be some gaps that
remain. The Council is keen to explore options to improve public transport network coverage
where possible, which includes working with commercial bus operators and SPT to improve
the bus network. This is unlikely to resolve all the perceived network coverage issues
though, and the Council and SPT are committed to also exploring more innovative measures
such as Community Transport initiatives.
2.6.3
The definition of Community Transport is quite broad but usually refers to transport provided
by voluntary and community sector organisations on a not for profit basis. It can involve a
range of measures which typically include things such as locally run minibuses and
community buses, car sharing schemes, subsidised taxis, car clubs and car hire schemes.
Supporting Infrastructure
2.6.4
Consultation responses highlighted that a sizeable number of the public feel that bus stops
and other bus related infrastructure (e.g. shelters, bus lanes, etc.) are of a poor standard
with only a quarter of people stating they are of a good standard. The Council works in
conjunction with SPT to ensure that bus related infrastructure is appropriate and fit for
purpose. SPT currently has 10-year agency agreements with the Council to maintain 500
stops and 200 shelters until 2013 and a 14 year agreement to maintain bus shelter
advertising until 2015. It also provides and maintains 847 bus stop pole mounted
information cases in West Dunbartonshire. These cases are owned by SPT and inspected and
cleaned at least once per year.
2.6.5
The Council, in partnership with SPT, are in the midst of a bus infrastructure enhancement
programme which has seen £315,000 invested over the last 3 years in 50 new shelters, 3
shelter upgrades, 32 shelters provided with mains power supply for lighting and 11 shelters
with solar illumination systems. A £171,000 investment was also made to deliver
improvements at Balloch bus terminus.
2.6.6
SPT has also allocated additional funding to improve bus infrastructure within Dumbarton
and Clydebank in order to increase accessibility and improve safety and attractiveness of bus
travel. This will include installation of new shelters and high access kerbs at stops to improve
accessibility of bus services. A rolling programme of upgrading bus shelters is also being
undertaken across the SPT area.
2.6.7
Work is consequently being progressed to improve the quality of bus related infrastructure in
West Dunbartonshire but the Council recognises the need for an ongoing programme of
maintenance, renewal and upgrading to ensure that it is fit for purpose. The Council will also
continue to work with Loch Lomond & the Trossachs National Park Authority to improve bus
2.10
2
Problems and Issues
related infrastructure that is used to gain access to the National Park.
2.6.8
In terms of train infrastructure the Council has identified an ongoing issue with the quality of
stations and would like to see these upgraded. The Council would like to see improvements
to ensure that all stations are easily accessible for everyone. All the stations in West
Dunbartonshire are owned by Network Rail and managed on their behalf by First ScotRail.
Quality
2.6.9
The quality of buses and trains is an important factor influencing the attractiveness of public
transport to users. Our consultation found that two fifths of people think the quality of buses
is poor whilst only a tenth of people identified trains as being poor quality. There is clearly a
perception amongst users that trains are higher quality than buses and whilst the Council
has limited controls over bus service provision, there is obviously a need to improve the
actual and perceived quality of buses. In particular, provision of buses that are accessible to
all are a necessity for social inclusion purposes.
The Council and SPT are committed to
implementing measures that will help to address these issues, including the consideration of
statutory bus Quality Partnerships in the area.
Fares and Affordability
2.6.10
The affordability of public transport is a contentious issue which can heavily impact upon
social inclusion, as those that tend to be most dependent upon public transport also tend to
be those at most risk of deprivation. The public consultation exercise we carried out
highlighted that the vast majority of people feel that public transport fares offer poor value
for money. In particular, only a tenth of people felt that bus and train fares offered good
value for money.
2.6.11
The Council has no direct control over bus and train fares and seeks to work in coordination
with public transport operators and other bodies to ensure fares are affordable. The delivery
of more affordable public transport services is consequently an extremely difficult issue to
directly resolve.
Information
2.6.12
Public transport information is provided through a range of means including at bus stops /
train stations, in printed timetables and through journey planning services like Transport
Direct (website) and Traveline (website / phone). Responsibility for provision and distribution
of this information is shared between public transport operators and SPT who maintain four
‘Travel Points’ in West Dunbartonshire at Clydebank College, Vale of Leven Hospital, the
National Park Gateway at Balloch, and the Golden Jubilee Hospital.
2.6.13
The public highlighted concerns about public transport information provision with nearly half
stating they felt existing levels of provision were poor. SPT are taking forward a number of
projects to improve public transport information provision including expansion of real time
bus information, provision of additional travel information points, support to Traveline
Scotland and investing in new bus stop poles, flags and cases. The Council is aware of the
need to ensure that public transport information is readily available and distributed as widely
as possible as well as being kept up to date and in an appropriate format for users.
2.11
2
Problems and Issues
Park & Ride
2.6.14
Working with SPT, the Council has delivered a number of improvements to Park & Ride
provision over recent years. This has been focussed mainly around stations and includes 89
new spaces at Dumbarton East, 55 spaces at Dumbarton Central, 55 spaces at Drumry and
55 spaces at Alexandria. In addition, 160 spaces were provided as part of a bus based Park
& Ride at Kilbowie.
2.6.15
Despite these improvements over two fifths of respondents to our public consultation felt
Park & Ride provision was poor. The Council is aware of the need to continue to deliver
enhancements to Park & Ride where possible and appropriate. In particular, proposals are
being progressed to provide 39 additional Park & Ride spaces at Dalmuir Station. In addition,
there is a need to encourage use of existing Park & Ride facilities where their uptake could
be improved, for example, at Kilbowie.
2.7
Accessibility
Access to Developments
2.7.1
The Council has identified the key development at the site of the former Carless oil refinery
near Old Kilpatrick as requiring improved access in order to facilitate its regeneration.
Vehicular access to the site is currently only possible via Erskine Ferry Road which inhibits
scope for development. The site has been identified as one of West Dunbartonshire’s Key
Regeneration Sites and there is consequently a requirement to resolve this access constraint
to enable its redevelopment. Our public consultation found that two fifths of respondents felt
this problem should be regarded as a high priority.
2.7.2
On a wider scale the Council has identified the Strathleven Corridor from Bowling along the
River Clyde to Dumbarton and along the River Leven to Balloch as a key location for
development linking up a number of key sites throughout West Dunbartonshire. These need
to be supported by high quality transport provision that ensures accessibility by a range of
transport modes.
2.7.3
In addition, access to Loch Lomond & the Trossachs National Park is of fundamental
importance and the Council has identified a need to improve these links to maximise its
attractiveness to visitors. Key to this will be accessibility improvements in the Strathleven
Corridor but there will also be a need to support and encourage high quality development
and enhance links to locations across the National Park that fall beyond the boundary of
West Dunbartonshire which will necessitate coordinated working with neighbouring local
authorities. Improved links to the National Park was highlighted as a high priority by just
over two fifths of the respondents to our public consultation.
Access to Facilities
2.7.4
Our public consultation identified that people have least difficulty in accessing shops in West
Dunbartonshire. Access to shops was deemed to be best by walking or cycling, followed by
public transport and then car.
2.7.5
Access to healthcare was felt to be slightly more difficult by people, particularly by public
transport with fewer difficulties being experienced by those using walking or cycling. Over
2.12
2
Problems and Issues
half of respondents outlined that access to healthcare by car was of good quality.
2.7.6
People experience the most difficulties in accessing jobs in West Dunbartonshire with over a
third outlining that access by both public transport and walking and cycling was poor. Access
to jobs by car was highlighted as being slightly easier although over a fifth of respondents
felt this was poor as well.
2.7.7
Overall, in terms of access to essential services (shops, healthcare and jobs), people seem to
experience the greatest difficulty in accessing jobs regardless of the mode of transport used.
Shops seem to be the most accessible service across all modes of transport. There is
consequently a need to focus on delivering enhanced access to employment sites by a range
of transport modes to ensure access for all and minimise potential for social exclusion.
2.8
Walking and Cycling
Network Coverage
2.8.1
The public suggested they are broadly happy with the number of footpaths available
although there were concerns raised by nearly three fifths of respondents about the coverage
of cycle lanes / paths. West Dunbartonshire benefits from the presence of the National Cycle
Network Route 7 running through the centre of the Council area providing links to Glasgow in
the east and Loch Lomond to the north with a regional link between Dumbarton and
Helensburgh. This is complemented by National Cycle Network Route 754 linking Clydebank
to Bishopbriggs and beyond. West Dunbartonshire is well served by strategic cycle routes but
the Council has identified a need for more local links to the strategic cycle network to
encourage greater use of it. This would also encourage the use of cycling for local trips.
2.8.2
The Land Reform (Scotland) Act 2003 places a duty on Local Authorities to produce a Core
Paths Plan which provides a framework of routes providing access throughout the area. The
adopted West Dunbartonshire Core Paths Plan shows all routes designated as Core Paths.
Maintenance and Condition
2.8.3
Nearly half of respondents to our public survey identified that the condition of footpaths in
West Dunbartonshire was poor with a similar number highlighting concerns about the
condition of cycle lanes / paths. There is consequently clearly a perception that walking and
cycling routes in the Council area are of a poor standard. These concerns may help to explain
the lower levels of walking and cycling to work in West Dunbartonshire relative to the
national average. The Council acknowledges the need to continue to improve the quality and
condition of walking and cycling routes in the area, particularly on the most heavily used
routes, although this is constrained by the availability of funding for maintenance of
infrastructure.
2.9
2.9.1
Summary of Problems and Issues
The key problems to be addressed in the LTS are summarised in the following table. These
have been segregated into two tiers to reflect the varying scale and priority of the problems
that have been identified. The prioritisation has been informed by the findings from the
2.13
2
Problems and Issues
consultation exercises. The tiers are defined as follows:

Tier 1: Primary problems with significant impacts and / or in need of resolution at the
earliest possible opportunity; and

Tier 2: Secondary problems with more limited impacts and / or likely to have a longer
lead-in time for resolution.
2.9.2
In addition, the problems have been categorised into whether they are local and / or
strategic in nature. These designations are defined as:

Strategic: impacts upon the strategic transport network and / or on people that are
only travelling through West Dunbartonshire as part of a longer journey leading to
wider implications at a regional or national level; and

Local: impacts upon local people and their ability to get around within West
Dunbartonshire with no wider implications at a regional or national level.
Problem
Strategic
Local






Tier 1
Need to improve the frequency, affordability and accessibility of
public transport
Congestion at A82 / A814 Dumbuck junction
Lack of a diversionary route to the A82 between Dumbuck and
Dunglass (missing A814 link) / poor accessibility to former ESSO
site at Bowling restricting scope for redevelopment
Traffic access and management problems in the vicinity of

Dumbarton town centre and Church Street roundabout
Congestion, queuing and delays in the Kilbowie / Hardgate area of
Clydebank

Asset management and maintenance of infrastructure including


roads, footpaths, cycle paths / lanes, street lighting, bridges and
winter maintenance
Poor access to essential services by a range of transport modes
Desire to decrease car use and encourage more use of walking,
cycling and public transport



Tier 2
Poor pedestrian links between Dumbarton town centre and St
James Retail Park
Lack of local feeder routes linking to strategic cycle network


2.14
2
Problems and Issues
Problem
Congestion at A82 Arden to Stoneymollan
Poor connections and accessibility to Loch Lomond and the
Trossachs National Park and along the Strathleven Corridor
Difficulty in changing between transport modes in Clydebank town
centre and need for sustainable access to Clydebank riverside
Strategic
Local



developments
Lack of accessibility to the key regeneration site at Carless, Old
Kilpatrick restricting scope for development
Traffic management problems in Alexandria town centre


2.15
3
Objectives
3.1
3.1.1
The LTS Objectives
A set of objectives have been developed for the LTS which seek to address the identified
problems and provide a focus for strategy delivery. The objectives have been defined as:
3.2
3.2.1
1. Economy
to support a vibrant and sustainable local economy
that
stimulates
business
development
and
economic growth
2. Environment
to support West Dunbartonshire as an attractive
and sustainable place to live, work and visit
3. Integration
to enhance integration and efficiency of transport
networks, infrastructure and services
4. Accessibility
& Social
Inclusion
to facilitate access to services and opportunities,
promote physical and mental well-being, prevent ill
health and reduce inequality
5. Safety
to support communities in which people feel safe
to live, work and enjoy their leisure time
6. Maintenance
to maintain the transport network to a high
standard that ensures it is safe and fit for purpose
Policy Linkages
The LTS objectives maintain consistency with the overarching headings defined in the
previous LTS and have been developed building upon the need to resolve the problems
identified in Chapter 2.
3.2.2
They also closely reflect the cross cutting themes from West Dunbartonshire’s Strategic Plan
and have been developed maintaining consistency with these wherever possible. These links
are illustrated in the following figure.
3.1
3
Objectives
Linkages to West Dunbartonshire Community Plan Cross Cutting Themes
Building Strong
and Safe
Communities
Creating
Sustainable and
Attractive Living
Environments
Developing
Affordable and
Sustainable
Housing
Improving
Health and WellBeing
Promoting
Education and
Lifelong
Learning
Regenerating
and Growing
Our Local
Economy
1. Economy: to support a vibrant and sustainable local economy that
stimulates business development and economic growth
2. Environment: to support West Dunbartonshire as an attractive and
sustainable place to live, work and visit
3. Integration: to enhance integration and efficiency of transport networks,
infrastructure and services
4. Accessibility and Social Inclusion: to facilitate access to services and
opportunities, promote physical and mental well-being, prevent ill health
and reduce inequality
5. Safety: to support communities in which people feel safe to live, work
and enjoy their leisure time
6. Maintenance: to maintain the transport network to a high standard that
ensures it is safe and fit for purpose
3.2
4
4.1
4.1.1
Introduction
The implementation of the LTS is broken down into three distinct but inter-related
components which include:

An overarching set of Policies which provide the guiding principles that will be applied
when schemes and interventions are being developed and implemented;

A Framework for delivery which provides the context and responsibilities for scheme
implementation; and

Strategy Delivery which will be achieved through a defined series of specific
interventions set out in an Action Plan. Overarching these actions is a set of Core
Schemes which provide the mechanism to achieve a number of the actions that have
been defined.
The remainder of this chapter sets out each of these aspects in detail.
4.2
4.2.1
Policies
The LTS has established three policy pillars that will act as the guiding principles for its
implementation which include Sustainable Transport, Access for All and Supporting
Development & Economic Activity. The delivery of schemes and actions defined at the
end of this chapter will consequently be undertaken in support of these policy pillars.
Sustainable Transport
4.2.2
Whilst there are already above average levels of public transport use in West Dunbartonshire
there is further scope to reduce car use and encourage more use of sustainable modes of
transport like walking, cycling and public transport. The Council has adopted a hierarchy of
modes which has been applied in the development of the Action Plan and is defined as:
1. Active Travel – walking and cycling;
2. Public Transport – buses and trains;
3. Traffic Management – maximising efficiency of the existing network; and
4. Road Infrastructure – new or amended road links.
4.2.3
The encouragement of more active travel and use of public transport whilst discouraging
non-essential car use offers a number of benefits. In particular, active travel provides health
benefits to the individual whilst all alternatives to the car help to reduce the negative
environmental impacts of transport like carbon emissions and noise pollution. To achieve this
there is a need to raise awareness of travel options available to people and to increase the
attractiveness of alternatives to the car.
4.2.4
As part of this, the Council has identified a need for more ‘soft measures’ to encourage
walking, cycling and use of public transport. We already support a range of initiatives to
encourage sustainable travel including the child pedestrian training scheme Kerbcraft, the
provision of cycle training in schools through the Scottish Cycle Training Scheme as well as
4.1
4
requiring the preparation of Travel Plans for major developments. Nonetheless, we are aware
of the scope to further encourage use of these modes through targeted travel behaviour
change initiatives that promote the health and environmental benefits of active travel and
public transport.
4.2.5
Improvements to bus services will be important to encourage their greater use but can only
be achieved through close partnership working with operators and SPT. This can be achieved
on a voluntary basis or, where this is found to be insufficient, through the powers to create
Statutory Quality Partnerships or Quality Contracts under the Transport (Scotland) Act 2001.
The Council has identified that there may be merit in exploring the introduction of a
Statutory Quality Partnership to deliver improved bus services in West Dunbartonshire.
Further details about this are provided in the following section.
4.2.6
Significant improvements have been made to Park & Ride provision in West Dunbartonshire
over recent years and the Council will support further provision where it is anticipated that
this will help to encourage the use of more sustainable modes of transport for at least part of
a journey. However, poorly located or excessive Park & Ride facilities can lead to people who
would previously have used public transport for their entire journey switching to car for part
of it. The Council will consequently consider each case for Park & Ride provision on its own
merits and will firstly seek to maximise usage of existing facilities before investing in new
capacity.
4.2.7
Visitors to the area, and in particular, to the National Park should also be encouraged to
travel actively and sustainably.
The Council will continue to work with the National Park
Authority to promote a wide range of integrated transport options which will appeal to
visitors, including the water transport network. For example, services such as the Waterbus
on Loch Lomond from Balloch Station provide an excellent opportunity for visitors to
experience the Loch and link destinations on both sides without the need to drive.
4.2.8
Taxis and private hires will continue to play an important role in meeting travel needs in
West Dunbartonshire. As a licensing authority, the Council sets down and reviews conditions
governing vehicle capacity, condition and fare structure as well as overall numbers of private
hire and taxi licences. The Council will continue to review the number of taxi licences issued
in relation to demand and will seek to ensure wheelchair accessible vehicles are provided
wherever possible.
4.2.9
We also support the implementation of alternative fuels in order to reduce the environmental
impacts of cars. As such the Council, in conjunction with the Scottish Government, intends to
install electric charging points during the 2013/14 financial year.
Access for All
4.2.10
Access to essential services like jobs / education, healthcare, shops and leisure facilities is of
crucial importance as inadequate accessibility can lead to problems of social exclusion and
deprivation occurring. The Council has a duty to encourage access for all to ensure that
groups at most risk of social exclusion have equal opportunities to access essential services
and opportunities.
4.2.11
The Council’s Equality Policy aims to tackle discrimination against people with physical and
mental disabilities, mobility impaired people, younger and older people, women, black and
ethnic minority people and lesbian, gay, bisexual and transgendered (LGBT) people. The
4.2
4
Council also has a statutory duty to comply with requirements to promote disability equality,
race equality and gender equality. These obligations will be a primary consideration in the
development and implementation of transport schemes and have been reflected in the
preparation of our Action Plan.
4.2.12
A key consideration for all, but particularly those at most risk of discrimination and social
exclusion, is the safety and security of people using our transport network and services. This
includes both road safety and the personal security of individuals when walking, cycling,
waiting at bus stops or train stations as well as when on public transport services. The
Council has not identified a significant problem with the safety and security of our transport
network and services but is aware of the need to continue to improve this standard wherever
possible, paying particular attention to the needs of the most vulnerable groups in society.
4.2.13
Some of the most at risk from social exclusion are those who either have no access to
private and / or public transport or that are restricted from using existing services due to
physical or mental impairments. People in these circumstances typically require tailored
transport services which often takes the form of some kind of Community Transport. The
Council is committed to supporting and exploring the scope for enhancing Community
Transport provision and will work with its partners to achieve this where feasible and
appropriate. In addition, the Council supports the provision of accessible public transport
(including taxis) as it is essential to minimise social exclusion resulting from a lack of
transport options.
Supporting Development & Economic Activity
4.2.14
In general terms, the Council encourages land-use development which promotes access by
walking, cycling and public transport whilst minimising dependence on access by car. This
ensures that developments are accessible to as wide a range of people as possible. The
Council has a presumption in favour of locating developments adjacent or close to public
transport interchanges and bus routes. Transport Assessments will be required for significant
trip generating land-uses and the preparation of Travel Plans will also be necessary for such
developments.
4.2.15
We are committed to supporting regeneration across West Dunbartonshire, particularly at
the key sites identified through the emerging Local Development Plan. The Council will work
with potential developers to assist in identifying the transport access requirements of
regeneration sites.
4.2.16
The Council supports and adopts the principles contained within the Scottish Government’s
‘Designing Streets’ policy statement. This places the emphasis in street design on placemaking and away from a system focused upon the dominance of motor vehicles. It
advocates considering place before movement and enables street design that is not solely
based on traffic considerations and a hierarchical road network. The principles of ‘Designing
Streets’ will be applied to all new developments in West Dunbartonshire.
4.2.17
The ongoing vitality of our town centres is essential to supporting the local economy. The
Council will help to achieve this by delivering efficient and effective access to town centres by
a range of modes. This will involve a combination of measures including parking and demand
management, traffic management and public transport accessibility, whilst application of the
‘Designing Streets’ principles will enhance the attractiveness of existing town centres.
4.3
4
4.2.18
Car parking policy within any town centre is fundamentally about supplying parking facilities
and managing demand for that parking. Facilitating parking to ensure a healthy economy,
enable accessibility, manage road safety and also discourage unnecessary car journeys offers
a particular challenge for the Council. We will seek to maintain attractiveness of our town
centres by encouraging turnover of parking spaces in locations near retail and other key
services whilst seeking to reduce long-stay commuter parking in inappropriate locations.
4.2.19
Alongside this is a requirement to ensure effective traffic management is in place and that
there is good public transport accessibility to town centres. This requires a coordinated
approach which seeks to balance the needs of alternative modes to provide integrated and
efficient access to our town centres. The Council will continue to monitor town centre
accessibility in our main settlements and will take forward initiatives to support their ongoing
vitality as necessary.
4.2.20
The Council is also committed to an ongoing programme of maintenance activities to ensure
our local transport network is robust and capable of supporting a strong local economy. This
includes structural and routine maintenance of roads, footways, cycle paths / lanes, street
lighting and bridges.
4.3
4.3.1
Framework
West Dunbartonshire has a unique position in the west of Scotland being located in close
proximity to the Glasgow conurbation and Loch Lomond & The Trossachs National Park whilst
also sustaining stand alone local towns that provide key services for the surrounding
community. The Council has developed a framework for the LTS that seeks to draw upon the
benefits offered by these circumstances and is based upon two key aspects as follows:

Supporting West Dunbartonshire’s Strategic Location: West Dunbartonshire is
located at a pivotal point on the transport network with the Highlands and Loch
Lomond to the west, Glasgow to the east and at a key bridging point to the south of
the River Clyde. The provision of a robust transport network that supports this
strategic function is consequently a key requirement; and

Delivering Local Improvements: Addressing the problems identified in Clydebank
and Dumbarton in particular and supporting the ongoing regeneration and economic
development of West Dunbartonshire through appropriate local interventions.
4.3.2
This Strategy Framework provides the context for the interventions and projects defined in
the Action Plan.
Supporting West Dunbartonshire’s Strategic Location
4.3.3
Whilst West Dunbartonshire has a strategic position on the transport network of the west of
Scotland it has arguably suffered from this in the past rather than benefited. In particular,
significant volumes of through traffic are experienced as a result of neighbouring areas with
people travelling to and from Glasgow, Loch Lomond & The Trossachs National Park and
across the Erskine Bridge.
4.3.4
The LTS seeks to reverse this situation by making West Dunbartonshire an attractive place to
live, work and visit by supporting a vibrant local environment which makes it a perfect base
location for people who want to take advantage of its close proximity to a range of key
4.4
4
attractions. West Dunbartonshire is ideally suited to those who want access to the services
and opportunities available in the Glasgow conurbation whilst also living on the doorstep of
one of Scotland’s National Parks. In addition, there is easy access to locations south of the
Erskine Bridge including Glasgow Airport. It is consequently perfectly located for people that
want to live in the area and travel to the facilities and attractions in the nearby vicinity.
4.3.5
To achieve this there is a need to ensure links to neighbouring areas are of a high standard
and that problems and bottlenecks affecting the strategic transport network in West
Dunbartonshire are resolved. However, the Council has only limited control of the strategic
transport network and must work with regional and national partners that have direct
responsibility for these networks to ensure they are fit for purpose.
Delivering Local Improvements
4.3.6
Alongside this role as a strategic location within which to be based for links to neighbouring
areas is the need to facilitate West Dunbartonshire’s position as a location with a pleasant
environment, strong local economy as well as a range of services and opportunities in local
towns like Dumbarton, Clydebank, Balloch, Alexandria and Renton. This builds upon West
Dunbartonshire’s position as a stand alone and autonomous area that provides all necessary
services and opportunities for its inhabitants.
4.3.7
The LTS can consequently help to make West Dunbartonshire an attractive place to work,
live and do business by providing a local transport network and services that support existing
towns and aid regeneration of key development sites. To do so it is important to resolve local
problems and ensure that the local transport network and services meet the needs of
residents.
Summary
4.3.8
This dual role is summarised in the following figure which shows how the strategy framework
translates to delivery.
Spatial Focus
Transport Focus
Project Focus
Delivery Mechanisms
4.4
4.4.1
Strategic Location
Local Improvements
Enhance links to Neighbouring Areas
Local links to Towns & Regeneration areas
Inter-urban Connectivity & Strategic Bottlenecks
Local Networks & Services
Strategic & Aspirational
Operational & Deliverable
Co-ordinated & Multi-partner Approach
West Dunbartonshire Council
Delivery
The interventions to be taken forward to deliver the strategy are defined in the Action Plan
set out in the following section. These have been developed to address the problems
identified in Chapter 2 and have been classified in accordance with the tier structure and
strategic / local categorisation it defined.
4.4.2
These will be delivered by West Dunbartonshire Council, in partnership with other bodies
where appropriate, over the lifetime of the LTS. Each action has been assigned a timescale
to identify whether it is ongoing or intended to be delivered in the short, medium or long
4.5
4
term.
4.4.3
The interventions will be funded from the Council’s annual capital and revenue budgets whilst
additional funding from partners will be sought as necessary. In particular, external funding
support will be sought for projects highlighted as being strategic as these have been
identified as having wider implications at a regional or national level or affecting a part of the
transport network for which West Dunbartonshire Council has no responsibility.
4.4.4
As part of the Monitoring and Evaluation scheme for the LTS, the Council will undertake an
internal review of the Action Plan annually to assess progress made against the stated
actions. This will identify where any corrective measures are required to deliver the
interventions and will also assess whether any actions should be added, amended or
removed. If required, an updated Action Plan will be published setting out the amendments
that have been made and the associated justification.
4.4.5
Individual projects and schemes within the Action Plan will also be subject to separate
monitoring and evaluation in their own right to determine whether they have achieved the
desired outcomes and targets set for them. This process is over and above the monitoring
and evaluation of the LTS itself which is described in Chapter 5.
Core Schemes
4.4.6
The Council has identified the following three core schemes as being crucial mechanisms to
deliver a number of the interventions set out in the following Action Plan. The
implementation of these core schemes will consequently provide a means to implement the
Action Plan and achieve the priorities and objectives of the LTS.
Statutory Bus Quality Partnership
The investigation of a Statutory Bus Quality Partnership for West Dunbartonshire, in
partnership with SPT, is deemed to offer both local and strategic benefits and would act as a
means of delivering more attractive bus services in the area by making infrastructure
improvements dependent on service quality and / or affordability improvements.
From a local perspective, the implementation of a Statutory Bus Quality Partnership would
enable the Council to have more influence over the routes, frequencies and quality of
services provided in West Dunbartonshire. This would help to ensure that the public are able
to access the services and opportunities available within our boundaries by public transport
making West Dunbartonshire an attractive and sustainable place to work, live and do
business.
At a strategic level, a Statutory Bus Quality Partnership would offer the mechanism to deliver
fast and frequent public transport links to neighbouring areas. In particular, the Council is
keen to see the extension of the Fastlink Bus Rapid Transit (BRT) system (which aims to
deliver high quality, fast, frequent and reliable bus services) to West Dunbartonshire. The
first phase of Fastlink focuses on Glasgow with the route running along Clydeside via the
International Financial Services District, the SECC, Govan and the new Southern General
Hospital. It will be delivered through a Statutory Bus Quality Partnership and the
establishment of a similar initiative in West Dunbartonshire will ease the future extension of
Fastlink to our area.
4.6
4
In addition, the Council will use Traffic Regulation Conditions as necessary to control the
routes used by buses, their stopping places and dwell times at bus stops where this results in
road safety or congestion problems occurring.
Strathleven Corridor Working Group
The Council will seek to bring together key organisations with an interest in transport
provision in West Dunbartonshire and its neighbouring areas in a Working Group. This will
provide a mechanism to discuss and address the strategic transport problems which affect
the Strathleven Corridor, as set out in the following Action Plan, and ensure coordinated
action to address them. It will also allow a ‘joined up’ approach to transport be delivered in
neighbouring local authority areas (e.g. consistent parking policy, cross boundary schemes,
etc.).
The Working Group will be action orientated with a clear remit to address strategic problems
that affect transport networks and services where the Council has only partial or no control.
It will not address local problems which are the sole responsibility of the Council. If deemed
appropriate and necessary it may also incorporate organisations involved in related fields
such as economic development and land-use planning.
Asset Management Plan
The Council already produces an Asset Management Plan for the local transport network for
which it is responsible. This provides the key mechanism for planning and prioritising
maintenance and renewal work undertaken by the Council on local transport infrastructure
including roads, footpaths, cycle paths / lanes, street lighting and bridges. Application of
asset management principles has enabled the Council to deliver a more publicly focussed
service that reacts to the needs and priorities of people across West Dunbartonshire.
We will seek to build upon this foundation by continuing to refine our asset management
system to provide an even more effective means of planning and targeting resources at
areas of greatest need. The Asset Management Plan will be reviewed and updated on a
regular basis taking into account the resources available for management and maintenance
of the network. It consequently provides the mechanism through which we will deliver an
effective, efficient, safe and reliable transport network in West Dunbartonshire.
4.7
4
4.5
Action Plan
Problem
Action
Timescale
Strategic
Local






Tier 1

Need to improve the frequency,
affordability and accessibility of public
transport

Lack of a diversionary route to the A82
Implement a Statutory Bus Quality Partnership and Traffic Regulation
Conditions along with appropriate bus infrastructure improvements
Short
Medium –
Long

In partnership with Transport Scotland, undertake detailed analysis of
Dumbuck Junction and identify preferred solution to existing problems
Medium

Implement preferred solution to existing problems taking into account
emerging proposals for development of former ESSO site
Long

Provide transport and accessibility inputs to masterplan for the site and seek
to understand the development impacts on the A82 and Dumbuck junction
Congestion at A82 / A814 Dumbuck
junction
Investigate the introduction of a Statutory Bus Quality Partnership and
Traffic Regulation Conditions in West Dunbartonshire covering local and
strategic services
between Dumbuck and Dunglass
Medium Long
(missing A814 link) / poor accessibility
to former ESSO site at Bowling
restricting scope for redevelopment
Traffic access and management

Implement preferred options for providing access to former ESSO site
Long

Develop along with local stakeholders a shared space solution for Dumbarton
town centre based on the principles of Designing Streets
Short
problems in the vicinity of Dumbarton
town centre and Church Street
roundabout

Implement shared space solution for Dumbarton town centre

Medium
4.8
4
Problem
Action

Congestion, queuing and delays in the
Kilbowie / Hardgate area of Clydebank

infrastructure including roads,
Investigate and implement complementary measures to improve walking
and cycling links between Hardgate / Faifley and Clydebank
Short Medium
Medium -

Maintain and keep under review an Asset Management Plan
Ongoing

Continue programme of routine, structural and winter maintenance based on
priorities established in Asset Management Plan
Ongoing

Establish a procedure for notifying the public when a defect they have
reported has been fixed
Short

Undertake accessibility analysis to identify areas with poor accessibility
Short

Identify priority interventions based on findings of accessibility analysis
Short

Implement priority interventions

Develop a Smarter Travel programme and identify funding sources for
implementing it
footpaths, cycle paths / lanes, street
Strategic
Local


Short
Monitor the ongoing performance of the network to identify whether
additional interventions will be required

Asset management and maintenance of
Implement preferred solution from STAG appraisal - ‘hamburger roundabout’
at Kilbowie Roundabout along with the relocation of Duntocher Road to the
west
Timescale
Long

lighting, bridges and winter
maintenance
Poor access to essential services by a
range of transport modes
Desire to decrease car use and

Implement programme of Smarter Travel interventions

Medium Long
Short
encourage more use of walking, cycling
and public transport

Medium -

Long
4.9
4
Problem
Action
Timescale
Strategic
Local
Tier 2

Poor pedestrian links between
Dumbarton town centre and St James
Retail Park

Congestion at A82 Arden to
Develop Local Cycle Route Action Plan incorporating map of routes for new
and improved local links

Identify funding sources, take forward bids and implement schemes from
Local Cycle Route Action Plan
Loch Lomond and the Trossachs

Medium –
Long
Short
Long
Ongoing

Feasibility study for the provision of Park and Ride at Balloch Station and for
the extension of Park and Ride facilities at Dalreoch Station
Short

Work with partners to develop the gateway to Loch Lomond and the
Trossachs National Park through strategic accessibility improvements
Ongoing

Enhance the public realm and connectivity by a variety of modes around
Balloch and the Vale of Leven corridor including enhanced pedestrian access
to public transport services

Medium –
Work with Transport Scotland to alleviate and mitigate the impacts of
congestion on the A82 upon the local road network
National Park and along the Strathleven
Corridor
Short

Stoneymollan
Poor connections and accessibility to
Provide input to future land-use development proposals for Castle Street to
ensure good pedestrian links are integrated into the design

Lack of local feeder routes linking to
strategic cycle network
Review and upgrade existing pedestrian routes between the town centre and
St James Retail Park as well as between Dumbarton Central Station,
Dumbarton Health Centre and Dumbarton town centre.


Medium Long
4.10
4
Problem
Action

Deliver remaining components of Clydebank Interchange

Take forward enhancements to bus interchange in conjunction with
proposals to regenerate Clydebank town centre
Difficulty in changing between transport
modes in Clydebank town centre and
need for sustainable access to

Work with partners to deliver the North Clydeside Development Route to
improve public and private transport provision between Glasgow and
Clydebank along the Dumbarton Road corridor
Long
Undertake feasibility study to assess options for the provision of a new
access road (or roads) for the site
Short
Kilpatrick restricting scope for
development

Work with developers to implement a new access road (or roads)

Implement improvements to the public realm, car parking and amendments
to the operation of the gyratory in the town centre

Support the ongoing regeneration of the town through implementation of
measures contained within the Alexandria Transport Action Plan
Traffic management problems in
Alexandria town centre
Long
Long
regeneration site at Carless, Old
Local
Medium –
Work with partners to deliver extension of Fastlink bus rapid transit scheme
to Clydebank riverside and Clydebank town centre

Strategic
Medium

Clydebank riverside developments
Lack of accessibility to the key
Timescale
Medium -


Long
Short
Medium –

Long
Indicative Timescales
Ongoing
Short
Throughout LTS lifetime
Up to 2 years
Medium
Long
Between 2 and 5 years
Over 5 years
4.11
5
5.1
5.1.1
Performance Indicators
A set of performance indicators and targets have been developed that are linked to the
identified objectives set out in Chapter 3. These provide the basis for monitoring progress
towards achieving the LTS objectives and are set out below.
Performance Indicator 1: Car Ownership & Usage

Obj 3

Obj 1
Obj 2
Description
 Travel to work patterns;
Obj 4

Obj 5

Obj 6
 Car ownership by household;
 Frequency of driving.
Baseline
West Dunbartonshire – Transport Trends Section 1 and 2
Target
Maintain existing baseline as a minimum and aim to reduce levels of car
dependency and usage by 2018.
Justification
Car ownership and usage is representative of the levels of car dependency
in West Dunbartonshire.
Reduced car usage will be difficult to achieve within the lifetime of the LTS
so a target to stabilise car usage has been set with an aspiration to reduce
it if possible.
Data Source
Scottish Household Survey
Performance Indicator 2: Road Network, Traffic & Congestion
Obj 1

Description
Obj 2

Obj 3
Obj 4
Obj 5

Obj 6

 Condition of the road network;
 Traffic growth;
 People concerned about traffic growth;
 People that drive in congestion;
 Road Accidents & Casualties.
Baseline
West Dunbartonshire – Transport Trends Section 3 / Problems and Issues
Section 2.4
5.1
5
Target
Reduce the overall percentage of the road network that should be
considered for maintenance treatment to 30% by 2014 / 15
Reduce the rate of traffic growth and number of people that drive in
congestion by 2018.
The road safety targets are, in comparison to the 2004–2008 average, a:
 40% reduction in people killed by 2020;
 55% reduction in people seriously injured by 2020;
 50% reduction in children under 16 yrs old killed by 2020;
 65% reduction in children under 16 yrs old seriously injured by 2020;
and
 10% reduction in number of people of all ages slightly injured in road
accidents by 2020.
Justification
Road network condition provides an indication of extent and quality of
maintenance undertaken. Target reflects Single Outcome Agreement.
Traffic and congestion is representative of the operational efficiency and
performance of the network. Accidents and casualties are a measure of
road safety. Road safety targets reflect national targets.
Improved operational efficiency and network performance will take time to
deliver and it is not considered appropriate to set a quantified target at this
time.
Data Source
Scottish Household Survey / STATS19 data from Strathclyde Police
Performance Indicator 3: Attitudes to, Usage of & Accessibility to Public Transport
Obj 1

Description
Obj 2

Obj 3

Obj 4

Obj 5
Obj 6
 Frequency of using buses;
 Frequency of using trains;
 Public perceptions of public transport;
 People in close proximity to regular bus services.
Baseline
West Dunbartonshire – Transport Trends Section 4 and 5
Target
 Maintain existing levels of bus usage as a minimum by 2018;
 Maintain existing levels of train usage as a minimum by 2018;
 Improve perceptions of public transport by 2018;
 Maintain existing levels of accessibility to public transport as a minimum
by 2018.
5.2
5
Justification
Attitudes to and usage of public transport are representative of the
potential for and actual behaviour change to more sustainable travel
patterns. Accessibility to public transport illustrates how readily available it
is to residents of West Dunbartonshire.
Levels of public transport use in West Dunbartonshire already exceed the
national average and encouraging further use of buses and trains will
consequently be difficult. Maintaining existing levels of usage is deemed to
be a demanding target. No specific aspect of public transport provision has
been singled out as a problem in public perceptions so a general trend
towards improvement is felt to be an adequate target.
Data Source
Performance Indicator 4: Cycling & Walking

Obj 3

Obj 4

Obj 1
Obj 2
Description
 Frequency of walking as a means of travel;
Obj 5
Obj 6
 Households with access to a bicycle.
Baseline
West Dunbartonshire – Transport Trends Section 6
Target
 42% of people regularly walk as a means of travel by 2018;
 35% of households have access to a bicycle by 2018.
Justification
Levels of walking and ownership of bicycles are indicative of the use of
alternative modes of transport to the car.
Quantified targets based upon seeking to bring West Dunbartonshire on a
par with the existing national average for these indicators.
Data Source
Performance Indicator 5: Economic Activity
Obj 1

Description
Obj 2
Obj 3

Obj 4
Obj 5
Obj 6
 People claiming Job Seekers Allowance;
 People with no qualifications.
Baseline
West Dunbartonshire – Key Statistics Section 2
Target
 5.2% of working age people claiming Job Seekers Allowance by 2015
(Corporate Plan);
 Decrease the percentage of working age population with no qualifications
by 2014 (Single Outcome Agreement).
5.3
5
Justification
People claiming Job Seekers Allowance is a proxy for unemployment and
levels
of
economic
activity
whilst
the
number
of
people
with
no
qualifications provides an indication of the skills available in the local labour
market.
Transport and accessibility improvements are deemed to support economic
growth and activity although it is difficult to establish a direct link. As such,
existing targets have been drawn upon from the West Dunbartonshire
Corporate Plan and Single Outcome Agreement on the assumption that the
LTS will support their achievement.
Data Source
5.2
5.2.1
NOMIS Official Labour Market Statistics
Timescales and Reporting
All the performance indicators make use of readily available data collected through ongoing
programmes such as the Scottish Household Survey. This will enable comparison with the
baseline along with progress towards achieving the established targets. However, this data is
not always collected on an annual basis which limits how often monitoring of the LTS can be
undertaken.
5.2.2
Given these limitations, monitoring performance against the targets will be undertaken twice
during the lifetime of the strategy, initially around halfway through the strategy timescale
and then towards the end of the LTS period in 2018 as part of a review of the strategy and
development of an updated one. This will allow an evaluation of the outcomes from the LTS
to be undertaken to inform future actions for the new LTS.
5.2.3
These reviews will be undertaken by an independent party that is external to the Council.
This will ensure that monitoring and evaluation is objective and unbiased.
5.2.4
The findings from this analysis will be presented in a Monitoring & Evaluation Report along
with details of any corrective actions that have been taken or are proposed to help to
achieve the established policy aspirations, objectives and targets. The root cause of any
failure to deliver desired outcomes will be identified and reported along with any measures
that could have been taken to mitigate these problems.
5.2.5
The key aspects in the LTS Monitoring & Evaluation Report will be:

an analysis of performance against the indicators and targets;

a review of factors underlying the identified performance; and

an assessment of contribution towards the desired objectives, outcomes and policy
aspirations as well as lessons learnt for the future.
5.4
Appendix: Contacts
West Dunbartonshire Council
www.west-dunbarton.gov.uk
Transport Scotland
www.transportscotland.gov.uk
Housing, Environmental and Economic
Development – Road Services
Council Offices
Garshake Road
Dumbarton G82 3PU
Transport Scotland
Buchanan House
58 Port Dundas Road
Glasgow G4 0HF
Ronald M Dinnie
Head of Neighbourhood Services
Tel: 01389 737624
Email: Ronald.dinnie@west-dunbarton.gov.uk
Jack McAulay
Manager of Roads and Transportation
Tel: 01389 737612
Email: jack.mcaulay@west-dunbarton.gov.uk
Strathclyde Partnership for Transport
www.spt.co.uk
General Enquiries
SPT, Consort House
12 West George Street
Glasgow G2 1HN
Tel: 0141 332 6811
Email: enquiry@spt.co.uk
Concessionary Travel
SPT Travel Card Unit
Buchanan Bus Station
Killermont Street
Glasgow, G2 3NW
Tel: 0141 333 3211
Tel: 0141 272 7100
Email:
info@transportscotland.gsi.gov.uk
Network Rail
www.networkrail.co.uk
Network Rail
Kings Place
90 York Way
London N1 9AG
Tel: 020 7557 8000
Traveline Scotland
www.travelinescotland.com
Tel: 0871 200 22 23
Transport Direct
www.transportdirect.info
Loch Lomond and The
Trossachs National Park
Authority
National Park Headquarters
Carrochan
Carrochan Road
Balloch, G83 8EG.
This document is also available in other languages, large print
and audio format on request.
Arabic
Hindi
Punjabi
Urdu
Chinese (Cantonese)
Polish
 01389 737527
 Corporate Communications, West Dunbartonshire Council, Council
Offices, Garshake Road, Dumbarton, G82 3PU
 Communications@west-dunbarton.gov.uk

West Dunbartonshire Local Transport Strategy

Transcription

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