PAN 57 Planning for Transport

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PAN 57 Planning for Transport

PROJECTS AND PROPOSALS

Scottish Transport Appraisal Guidance 9

54. It is a requirement of the Scottish Executive that all transport related projects for which it provides support or approval shall be appraised in accordance with the Scottish Transport Appraisal Guidance: STAG (except for projects which were before Scottish Ministers before July 2001).

55. It is recommended to local authorities and consultants that STAG is used for the appraisal of transport projects for which they have responsibility. It should be used by all organisations developing transport projects or policies for all types and sizes of transport planning exercises, from the development of a rural bus scheme to a multi-modal corridor study.

56. STAG provides a comprehensive source of advice on all aspects of the project development process from the earliest stages, through appraisal and implementation to ex-post evaluation. STAG sets out required practice. It is therefore to be used as a first reference point when commencing an appraisal of potential transport developments. It is intended that transport appraisal techniques will continue to develop over time. It is therefore expected STAG will be updated periodically.

Roadside Services

57. Policy on roadside services is contained within SPP 17. Annex F to this PAN sets out the background definitions and conditions under which development can be signed as roadside services on the trunk road and motorway network.

Influencing Travel Modes

58. Influencing the choice of travel mode an individual takes requires knowing how people travel and understanding why people travel the way they do. The use of measures and resources can then be targeted directly and efficiently to influence behaviour.

General

59. SPP 17 refers to the contribution of different travel modes to sustainable access. In decreasing order they are walking, then cycling, public transport and finally motorised modes. A variety of measures can be implemented that encourage the use of alternative modes of transport other than the car 10.

60. The implementation of the variety of measures given below will be more effective through consultation with interested parties. The public and private sector need to demonstrate innovative and entrepreneurial thinking along with a willingness to try alternatives. Linking with voluntary and community schemes can prove successful and provide good value solutions to local needs. Ideas can be developed to suit particular circumstances, for example, subsidised taxis for targeted groups.

61. When designing a proposal these measures can be built into the development as incentives and disincentives to reduce or alter trip making decisions and behaviour. The measures can be specific to a particular mode, examples of which are given below, or they can be more broadly applicable, for example:

  • The use of urban design principles;
  • Setting up of a Transport Working Party for larger proposals;
  • Appointment of a Travel Co-ordinator.

Walking

62. Planning can encourage walking to become the prime mode for shorter trips through arranging land uses and by utilising urban design. Planning authorities should include proposals to make appropriate areas and developments safer and more attractive to people on foot. Ensuring that pedestrian routes are well located in relation to housing, of a good quality, interface safely with other modes, and form networks with destination land uses and other initiatives such as "safe routes to school" will all encourage walking.

63. The SNH Access Forum supports the development of networks of paths, trails and green spaces for walking, cycling and horse riding both in and around settlements. These networks should where ever possible be linked to rail and bus stations, bus stops and existing car parks.

Cycling 11

64. There is no single correct method for developing suitable cycling infrastructure and for the foreseeable future the bulk of cycling will be on the existing road network. Much therefore remains dependent on the effective integration of cyclists' needs into the broader objectives of local authorities transport proposals, including reallocation of roadspace. The aim is to provide a safe, convenient and attractive cycle network for users. Consideration, if relevant, should be given to the local authorities cycle strategy and thought should be given to the encouragement of:

  • Cycle lanes and networks, especially those radiating direct from proposals;
  • Cycle crossing points being provided;
  • Covered, secure and well located cycle parking;
  • Changing facilities;
  • Utilisation of areas free from motorised traffic, such as former railways, canal paths and bridleways;
  • Suitable maintenance regimes.

Public Transport

65. Quality of public transport has to be high if motorists are to be enticed out of their cars. A change in mode can be encouraged through:

  • Park and ride schemes, with regard to arrangement of facilities, quality of vehicles and waiting areas and integration with walking and cycling networks;
  • Diversion of existing services to a new development;
  • Bus priority measures on main public transport corridors to the site;
  • Good on-site access, stops and shelters and information;
  • Tendering or provision of new and/or additional bus services and journeys to extend coverage by time of day, day of week;
  • Demand responsive services to fill gaps in public transport coverage;
  • Discounts on travel passes.

Mobility Impaired

66. In terms of social justice personal accessibility is as applicable as wider public accessibility. Measures should therefore be encouraged to make travel easier and more convenient for those whose mobility is impaired in whatever way. These could include:

  • Provision of convenient parking spaces for those with physical disabilities, with children and the elderly;
  • Enforcement to ensure these spaces are not utilised by those who do not need to use them;
  • Left luggage lockers for those with luggage / heavy shopping.

Waterways

67. Inland waterways are increasingly used for recreation and land alongside can provide walking and cycling routes. They are important for their heritage and environmental value as well as for water supply and flood defence. Their potential to retain or return to a transport role should be assessed in liaison with British Waterways and any requirements incorporated into development plans. Severing or adversely affecting inland waterways should be avoided. New marinas and moorings should be located with good public transport services, walking and cycling access.

Page updated: Thursday, May 25, 2006