Scottish Government

6. Aligning Noise Action Planning

6.1 Aligning Initiatives

6.1.1 Road and Rail Noise

The Scottish Government and other organisations responsible for delivering transportation in Scotland have developed a range of policy and strategy documents with direct or cross cutting impact on transportation noise. These documents are directed at either Central, Regional and Local level. There is also a range of international initiatives providing direction to the strategy of noise reduction. It is important the Transportation Noise Action Plan is delivered in a joined up way with these other policies, to optimise outcomes.

At a national level Scotland's National Transport Staregy, published in December 2006 by the Scottish Government, recognised transport provides a significant and positive contribution to economic growth, and to the prosperity and quality of life of Scottish people. The document built on the background of a range of documents including Scotland's Transport Future - Transport White Paper 2004 and Choosing our future: Scotland's sustainable develoment strategy, and recognised a need to work in partnership with local authorities, regional transport partnerships and transport operators to achieve the objectives.

The document recognised three key issues that will make a fundamental difference towards delivering a world class public transport system. These are as follows.

• Improved journey times and connections - making it quicker, easier and more reliable for passengers to travel between our towns and cities and across our global markets.
• Reduced emissions - making sure that Scotland takes a lead in the future of sustainable transport.
• Improved quality, accessibility and affordability - ensuring everyone across Scotland has high quality public transport choices.

The document also recognised transport users do not pay the full costs they impose on society in terms of emissions, noise and air quality, and committed to working closely with the UK Government on this issue.

This key document, setting the context for transport policy making and informing decision making for the next 20 years for the Scottish Executive and key partners, has provided direction to a series of related policies and strategies.

Transport Scotland has begun the Strategic Transport Projects Review ( STPR), a nationwide study for Scotland, which will recommend a programme of interventions for implementation between 2012 and 2022. The STPR will focus on identifying those interventions that most effectively contribute towards the Government's Purpose of promoting sustainable economic growth. Work on the STPR started in summer 2006 and the study will report to Ministers in the summer of 2008. The STPR will make recommendations on a portfolio of land-based transport interventions to be taken forward between 2012 and 2022. This will establish the basis for the ongoing development of Scotland's transport infrastructure to meet the demands of the 21st Century. Environmental Assessment, including assessment of transport noise emissions, will be a significant component of this review.

To provide clarity on nationally significant transport priorities two major projects, the Forth Replacement Crossing and the Edinburgh Glasgow Rail Improvements Study have been fast tracked. The Edinburgh Glasgow Improvement Project will electrify over 350 track kilometers of railway, covering the core Edinburgh to Glasgow route, the Cumbernauld Line and the Dunblane/Stirling line to Edinburgh and Glasgow. The project will also assess the benefit in electrifying the remainder of the Shotts Line. The benefits of electrification include lower in service noise generated in comparison to diesel.

With regard to future road projects, the M74 for example will include low noise road surfacing, suitable noise barriers, and appropriate landscaping. With these measures, overall, the indications are that more properties and a larger population would experience decreases in noise levels than increases, and there would be an overall net benefit from the scheme.

In December 2006, Scotland's Railways was published, setting out Scottish Ministers vision for the rail network over the next 20 years. Scotland's Railways accompanies the National Transport Strategy, showing how rail can contribute to achieving the three strategic outcomes for transport of improving journey times and connections, reducing emissions and improving quality, accessibility and affordability. Leading on from this, the High Level Output Specification ( HLOS) is the next step in firming up medium-term requirements, setting out the detail of what Scottish Ministers want the rail industry to deliver between 2009 and 2014 on behalf of Scottish rail passengers and freight users. The HLOS confirmed the Scottish Ministers' aspiration for the rail network include the delivery of services that minimise the impact on the environment and ensure that rail is a real alternative to road and air travel for passenger and freight travel and environmentally superior both within Scotland and for cross-border journeys. The Transportation Noise Action Plan has a clear cross cutting role with this aspiration.

With respect to roads, the Road Asset Management Plan for Scottish Trunk Roads April 2007 to March 2009 sets out how Transport Scotland currently manages, or intends to manage, the trunk road network and the service this will deliver for road users. In addition the Transport Scotland Development Management Guidance sets out the approach to be adopted by Transport Scotland in regard to their Development Management and Development Plan responsibilities when engaging with the development community in Scotland. This guidance is intended to assist everyone involved in the planning/development process in Scotland but particularly Local Authorities, Consultants and major developers.

At a regional level the Seven Regional Transport Partnerships have, or are in the process of developing their Regional Transport Strategies. These will address environmental issues including noise.

This should result in reduced traffic levels, cutting air pollution and traffic noise.

The Transportation Noise Action Plan forms policy which can be taken account of for the next round of Local and Regional transport strategies, in approximately 3 to 5 years.

At a UK level CIRIA are currently taking forward a Noise and Vibration Issues in Urban Development project. This project will aim to provide practical advice on noise and Vibration issues for those involved in undertaking developments next to infrastructure. It will look at how to address these issues and come to sensible decisions.

The Department for Transport ( DFT) is leading on reserved transport matters for the UK. They are committed to a transport system which balances the needs of the economy, the environment and society. They have conducted research on the Assessment of the existing and proposed tyre noise limits and an Examination of Vehicle Noise Test Procedures, two areas where a reduction n transport noise could be achieved.

All of the above organisations and their respective policies and strategies have a role to play in reducing transport noise. At present, there are a range of areas where noise reduction is taking place and these are described in Section 5.2 and 5.3.

6.1.2 Some Current Road Initiatives

The full noise impacts from the new road have been fully assessed and reported in the Environmental Statement. As traffic transfers from local roads to the new motorway, local communities will experience a decrease in road traffic noise. A number of local communities, including Govanhill and parts of Rutherglen, will experience slight decreases in noise levels due to the reduction in traffic volumes on local roads.

Research and modelling indicates that more properties are expected to experience a decrease in road noise levels than will experience an increase. Further measures such as the use of low noise road surfacing and noise barriers will be used to reduce the impacts of traffic noise.

6.1.3 Some Current Rail Initiatives

At a national level Transport Scotland have stated they will look to influence technology choices when rolling stock replacements are being considered, encouraging increasing use of electric passenger rolling stock and haulage of freight by electrical locomotives where it is both cost effective and feasible. This will assist in delivering lower noise emissions as well as better air quality.

At a European level, Council Directive 96/48/EC on the interoperability of the trans-European high speed rail system and conventional rolling stock (2001/16/EC) specify maximum noise emission from trains. Implementation of these EUTSIs will lead to overall reductions in railway noise impact as the train fleet is renewed.

A significant proportion of the UK freight wagon fleet is fitted with disc brakes or tread brakes made of composite (reins based) materials, rather cast iron tread brakes. This leads to much smoother wheel running surfaces and a noise reduction equivalent to a halving of volume. The latest diesel freight locomotives are fitted with composite tread brakes and efficient engine silencing.

In relation to reducing noise from track, rail roughness is routinely measured. The industry is evaluating the benefits of moving to a targeted rail grinding strategy.

Advanced noise control technology, in the form of tuned absorbers on rails is also being developed. The industry will follow the development of tuned absorbers on rails for potential future application.

The UK rail industry is at the forefront of international railway noise and research and maintains close involvement with European developments such as Silent Freight and Silent Track.

6.2 Planning and Noise

The relationship between the planning system and noise was highlighted in section 2.2 PAN 56 ( http://www.scotland.gov.uk/library/pan/pan56-00.htm) builds on principles set out in SODD Circular 10/1999 Planning and Noise. In broad general terms PAN 56:

• indicates how noise issues should be handled in development plans and development control;
• outlines ways of mitigating the adverse impact of noise;
• provides specific guidance on noisy and noise-sensitive development;

• gives guidance on the use of planning conditions relating to noise.

The transposition of the END into the Environmental Noise (Scotland) Regulations 2006 clearly alters the backdrop on which noise should be considered in terms of planning. NMAs and Quiet Areas may require to be material considerations in development plans. Furthermore the very strategic nature of the published noise contour maps and their potential use for land use planning must be clarified in any future planning guidance. As has been previously stated (see Section 2.3) it is important to appreciate that the maps produced show an average noise level for an average day in the year calculated on the basis of a 10m grid a height of 4m above ground level therefore cannot be used to determine the level for any specific property. It would therefore be a mistake to try to categorise any site at ground floor level in terms of the Noise Exposure Categories given in the Scottish Executive Planning Advice Note 56 ( PAN56) ( http://www.scotland.gov.uk/library/pan/pan56-00.htm).

6.3 Noise Reduction Measures in Force and Projects in Preparation

The City of Glasgow Council and the adjoining local authorities have been proactive in managing noise for many years and current good practice has been established over the past 30 to 40 years. In particular Environmental Health Officers responsible for the enforcement of noise and nuisance legislation have developed good working relationships with planning, and transport professions within the local authorities in order that Environmental Noise issues are addressed through:

• the Planning and Development Control process
• the design and maintenance of transport infrastructure, road and rail
• Air Quality Action Plans
• Regional Transport Strategies and Local Plans

6.4 Existing Initiatives Aimed at Reducing Noise

There are obvious links between traffic and noise pollution. At a national level legislation places a responsibility on the highway authority, to provide a compensation package, normally sound insulation, to residents who are adversely affected by a newly constructed road or by significant changes to an existing road eg the addition of a carriageway. This is taken into account at the design stage.

The Council's planning framework for reinforcing Glasgow's place in the national and regional economy is delivered through the Development Plan, comprising the Glasgow and the Clyde Valley Joint Structure Plan (the Joint Structure Plan) and the City Plan (Figure 1.2, next page). The Joint Structure Plan sets out the strategic framework for development in eight contiguous local authorities. More detailed guidance on the shape, form and direction of development in Glasgow is delivered through the adopted City Plan 1. The emerging City Plan 2 will also provide the context for protecting and enhancing the built and natural environment, identifying planning action in the first five years and specifying appropriate locations for development, over 20 years, to 2021.

Figure 1.2 : Glasgow and the Joint Structure Plan Area

In common with other large cities, Glasgow has a requirement to transport people in and out of the city quickly and effectively, whilst also functioning as a major modal point of the Scottish modal transport system. Consequently, Glasgow has experienced a continuous increase in road traffic. The city has an extensive road network consisting of some 40 km of motorway and 1700 km of other public roads.

The backbone of the road system is the M8 motorway that runs through the city and continues to Edinburgh (A8/M8) (Figure 1.2). At the Baillieston Interchange, on the eastern outskirts of the city, the M8 links, via the M73, with the M74/A74 route to Carlisle and the south, and with the M73/A80 route to Stirling and the north.

The M77 (Ayr road route) was completed in November 1996 and runs through the south west of the city.

Figure 2.2 Major Transport Routes in Glasgow

Several other major routes radiate from the city centre. These include the Clydeside Expressway, Great Western Road, Springburn Road, Cumbernauld Road, Edinburgh Road, London Road, Paisley Road West and the M80 Stepps bypass. A large proportion of journeys along these routes are by private cars commuting to the city often from areas outwith the city boundary. As a result there is frequent congestion on routes leading to the city during peak periods.

As well as the road system, a modernised underground railway system and the largest suburban commuter rail network in the United Kingdom outside London also operate in Glasgow. The rail network is used to make 100,000 daily passenger trips in or out of the six central area stations, with almost 20% of this figure accounted for by morning peak hour movements alone. Two major railway stations (Queen Street and Glasgow Central) are sited within Glasgow city centre and link to a further 60 railway stations throughout the city, five of which have park and ride facilities. The SPT Subway (Glasgow Underground) operates on 10.4 km of double track and handles more than 40,000 passengers a day and is estimated to be used by about 10% of city centre travellers.

In addition, a main bus station (Buchanan Bus Station) is also situated within the city centre (See Figure 2.2, above). The scale of equivalent bus movements is such that about 16,000 bus trips are made into or across the central area during the morning peak hour period. Buchanan Bus Station is used by an estimated 35,000 passengers per day. It offers a significant terminal resource for both coach and local bus operators. Glasgow International Airport lies some 10 km west of the city centre, outwith the city boundary.

Glasgow is currently undertaking a review and update of the City Centre Traffic Management Strategy and opportunities for further enhancing the public realm, including pedestrian priority areas, improved public transport and reducing traffic volumes and thereby pollution in the city centre and its gateways. The strategy is focussing on enhancing the priority and reliability for public transport, walking and cycling within the city centre and discouraging unnecessary private car access. At the same time, the strategy will accommodate city centre residents, blue badge holders and traffic essential to sustain the economic functions. The strategy is also looking at ways of enhancing the physical public realm, particularly the quality and legibility of main pedestrian spaces not yet treated, key development areas and main access routes and will work to reduce harmful traffic emissions and enhance road safety and personal security for all city centre users.

The M74 completion (Figure 6.3, below) will complete the missing link between the M74 at Fullarton Road and the M8 to the west of the Kingston Bridge. This development and its potential impact on air quality have been reported in the M74 Environmental Statement 2003 and therefore not repeated in detail here. However to summarise, the M74 completion is expected to bring about a slight improvement in air quality within the city centre AQMA by redirecting traffic away from the city centre section of the M8. It is also expected that the relief on traffic congestion on local roads will allow priority to be allocated to public transport, cyclists and pedestrians.

Figure 6.3 M74 Completion Route (Transport Scotland, © Crown Copyright)

6.5 Glasgow City Council's Regional Transport Strategy on Noise Impact

Like Air Quality, noise impacts are considered as part of the process during planning consultation involves the planning officer including Environmental Health in consultations on application. If Environmental Health Officer thinks proposed development could be adversely affected by noise, - whatever the source - he/she would recommend attaching condition on noise exposure assessment and would ask for suggested mitigation measures. In extreme cases the Environmental Health Officer could recommend that the application is not granted on noise. Cases for objection would usually be because the development would be likely to be making noise rather than be affected by noise.

Current practice in dealing with road traffic noise by local authorities in Scotland is in response to the duty placed on them by the Noise Insulation (Scotland) Regulations 1975. This requires authorities to make initial assessments of traffic noise for both new and altered roads at opening and after 5, 10 and 15 years after opening. These assessments are carried out in accordance with procedures set by central government. Where noise levels are exceeded the local authority had a duty to carry out insulation works to qualifying properties or make grants to have the work carried out.

The Glasgow and Clyde Valley Joint Structure Plan 2000 as amended in 2006 can potentially significantly affect levels of traffic related ambient noise. In Delivering Sustained Growth- the Action Plan there are shared targets for integrating land use and transportation. The Strategic Environmental Assessment process within the Plan addresses noise as follows.

All seven local plans include policies that either directly or indirectly impact on Environmental Noise for example:

• Policies designed to ensure that new development will be permitted where there will be no significant adverse effects for health, the environment and amenity or where appropriate mitigation to minimise any adverse effects can be provided.
• Developments, including changes of use, which would have a materially detrimental effect on the living conditions of nearby residents will not be permitted.

• Policies that provide a framework to put in place conditions of development that would mitigate adverse environmental effects of traffic generation.
• Policies which seek to protect areas from adverse affects of Surface Mineral Extraction
• Development will not be permitted in built-up areas which detracts materially from amenity of area (noise could be such a factor)
• Policy indirectly relates to noise - seeks to ensure that no community is adversely affected by volumes of traffic generated from storage and distribution.
• Policy on Renewable Energy Projects. Contains a criterion to ensure consideration of noise impact on wider environment.

The links to the Glasgow Clyde Valley Structure Plan which covers strategic land use planning policies for all of the authorities in the agglomeration and the 7 Local Authority local plans are detailed below.

It must be noted that all the plans are at different stages within their respective lifespans and therefore there will be a staged influence of the END and its resulting Action Plans, within these local and regional plans, with the aim that noise control will be taken into account along with other environmental controls such as air quality management.

http://www.gcvcore.gov.uk/structure_plan/structure_plan.htm

http://www.northlan.gov.uk/business+and+employment/planning/development+plan/local+plan.html

http://www.glasgow.gov.uk/en/business/city+plan/index.htm

http://www.eastdunbarton.gov.uk/Web%20Site/Live/EDWebLive.nsf/InternetMF?ReadForm&M=KRAE-5MBAJGC=http://www.eastdunbarton.gov.uk/Web%20Site/Live/EDWebLive.nsf/LU-AllContent/MMAN-5SXLBB?OpenDocument

http://www.wdcweb.info/building-and-planning/wd-local-plan/

http://www.renfrewshire.gov.uk/ilwwcm/publishing.nsf/Content/Navigation-pt-LocalPlanandStructurePlanHomePage

http://www.southlanarkshire.gov.uk/portal/page/portal/EXTERNAL_WEBSITE_DEVELOPMENT/SLC_ONLINE_HOME/PLANNING/STRUCTURE_LOCAL_PLANS?CONTENT_ID=1958

http://www.eastrenfrewshire.gov.uk/planning-and-the-environment/planning-and-building-control/local-and-statutory-development-plans.htm

www.eastrenfrewshire.gov.uk/environment/planning/localplan .htm

and www.eastrenfrewshire.gov.uk/transport/lts.htm

An example of the many and various plans that local authorities work to and review are as follows:-.

West Dunbartonshire local authority plans are:

Adopted Plans - Clydebank Local Plan (Sept.2004); Dumbarton District Wide Local Plan (1999); Loch Lomond Local Plan (1986) (subject plan)

Emerging Local Plan: West Dunbartonshire Local Plan- Finalised draft published August 2007; PLI expected late 2008 and adoption in 2009.

COUNTRYSIDE AND NATURAL HERITAGE POLICIES prevent development that would have adverse impacts on important natural areas.

6.6 Glasgow Analysis - Transport

Glasgow is the largest and most densely populated city in Scotland. The city has a population of approximately 575,000, and the SPT area, which largely correlates with the functioning of the Glasgow labour market, has a population of approximately 2.1 million.

The city's economy has changed from being largely manufacturing based to one based on the service sector, with a strong performing financial services sector and a significant number of public sector employees. The economy of the city and the region has been growing in recent years and Glasgow is now recognised as one of the fastest growing cities in the UK. This is reflected in the 18 per cent increase in employment levels between 1996 and 2004, which raised the employment rate from 57 per cent to 65 per cent.

These improvements in economic performance have resulted in rising land and property prices and demand for further development in and around the city. Average house prices increased by around 145 per cent over the last ten years compared with an average of 110 per cent in Scotland as a whole. One of the consequences of this is the increase in the number of those working in Glasgow but residing outside the city, increasing the demand to travel into and out of the city at peak times.

Glasgow accounts for 27 per cent of total jobs and a similar proportion of the population in the SPT area.

The level of both employment and population within Glasgow are projected to decrease between 2005 and 2022, although employment only decreases by around two per cent compared with a decrease of 10 per cent in population. Conversely, employment levels in the SPT area are projected to increase from 994,000 to 1,031,000 between 2005 and 2022.

Inactivity rates are projected to decline in Glasgow from 240,400 in 2005 to 171,200 in 2022. Gross Value Added per head in Glasgow is lower than Edinburgh but higher than Aberdeen and Dundee. Median gross weekly earnings in Glasgow are £396, four per cent below the national average for Scotland of £412.

Trips between Glasgow and the corridors account for 26 per cent of the total trips, with the largest proportion, 69 per cent, made up of trips within the city itself. The remaining five per cent consists of trips between corridors across Glasgow.

By 2022, there is an overall growth of nine per cent in trips. This overall figure, however, masks a significant variation. Within Glasgow, trips are projected to grow by only three percent and although trips within Glasgow remain by far the largest proportion of overall trips, this does reduce by four per cent to 65 per cent. There is a consequent rise in the proportion of the overall trips that take place between Glasgow and the corridors to 30 percent. The growth in demand on individual corridors varies from seven per cent (Corridor 15- Ayrshire) to 36 per cent (Corridor 13 - Edinburgh). The proportion of overall trips thatroute across Glasgow remains at five per cent with a growth in these movements compared with 2005 of 27 per cent. The percentage of HGV traffic on the M8 in Glasgow is approximately six per cent by TMfS.

Analysis of inter-Glasgow movements shows that in general, movements are localised within 'sectors' of the city and between neighbouring sectors. There are three movements that are substantive, which do not fit with this general situation and involve longer journeys across the city. These are between:

• The inner west area (Partick/Hyndland) and Paisley / Renfrew / Braehead;

• The inner west area (Partick/Hyndland) and the inner south area

(Cathcart/Shawlands); and

• Clydebank / Whiteinch and Paisley / Renfrew / Braehead.

An important feature of each of these is that they involve crossing the River Clyde, and while trips between the inner west and inner south areas have access to high frequency rail connections via Glasgow Central railway station, the other two movements have no viable rail connection options and few competitive bus opportunities.

Journeys across Glasgow account for only five per cent of total trips although these are likely to have a disproportionate impact on the operation of the M8 due to its function in linking the corridors. Cross Glasgow trips have the lowest public transport modal share of all the movements, at only three per cent.

From the totals, trips to and from Glasgow account for between 57 per cent and 82 per cent of trips for the surrounding corridors.

About 69 per cent of all trips are fully within Glasgow and of these trips approximately 24 percent are by public transport. This is higher than the proportion of trips into and out of Glasgow made by public transport at 16 per cent. This is likely to be because of the better availability of public transport within the city due to the denser network and higher frequency of services. For travel to / from Glasgow city centre, public transport trips make up a far higher percentage, but the lower use of public transport further out of the city centre decreases the city wide average.

Considering travel to work, approximately 32 per cent of journeys by Glasgow residents are made by public transport. This is considerably above the Scottish average of 15 percent240.

Approximately 41 per cent of the trips to the city centre area in 2005 are made by public transport. However, when reviewing the patterns of trips to the non-centre areas, the public transport share is projected to be lower with only seven per cent of trips to Glasgow Airport Corridor and eight per cent to the Clyde Gateway area made by public transport in the morning peak period. Glasgow Waterfront performs slightly better with around 14 per cent of trips made by public transport in the morning peak period, but this is still significantly below the current level for the city centre.

Considering these journey times in the context of the city's labour market, it is estimated that approximately 1.6 million of Scotland's population live within a one hour commute of the city centre, with slightly less within one hour of Glasgow Airport Corridor.

It is predicted that due to the increased levels of congestion projected in the future, the population within a one hour commute of the city centre will fall slightly. The reduction is not considered to be of a significant level, but that there is a reduction at all is an indication of the impact of transport network constraints. The economic area adjacent to Glasgow Airport benefits from the Glasgow Airport Rail Link, which acts to offset the reduction due to effects on congestion. One issue that is a highlight is the poor level of public transport competitiveness for journeys between Glasgow Airport and points east of Glasgow, compared with the city centre.

Despite the high level of journeys to work by public transport, much of the city's road network experiences congestion during peak periods. It is estimated that in 2005 approximately five to six per cent of the road network in Glasgow was operating at or above capacity during the peak periods. Due to the projected increase in travel over the next 15 years, congestion in these periods is projected to increase, with eight to eleven per cent of the network predicted to be operating over capacity in 2022. The off peak period is predicted to remain uncongested during this time.

Emissions of CO2 per person kilometre are forecast to rise from 133 tonnes / million person kilometres to 135 tonnes / million person kilometres between 2005 and 2022.

The road based transport network produced 983,500 tonnes of CO2 in Glasgow in 2005. This equates to approximately 15 per cent of the total road based transport related CO2 emissions in Scotland.

By 2022, it is forecast that CO2 emissions in Glasgow will increase to around 1,061,000 tonnes, approximately 13 per cent of Scotland's road based transport related CO2 emissions in 2022.

The rail network produced 1,000 tonnes of CO2 in Glasgow in 2007. This equates to approximately one per cent of the total rail based CO2 emissions in Scotland.

Therefore, it is estimated that the road and rail based transport network produced 984,500 tonnes of CO2 in Glasgow in 2005. This equates to approximately fifteen per cent of the total road and rail based transport related CO2 emissions in Scotland.

6.7 Local Air Quality Action Plans

All seven local authorities have Air Quality Action Plans and the links between air quality and noise from traffic sources are strong. A study carried out in 2001* identified a wide range of local mitigation measures that can be used to reduce the air pollution and noise from traffic and industrial sources, many of which can be effectively implemented by local authorities. The study concluded that the overwhelming majority of potential mitigation measures are unlikely to cause conflicts between the objectives of reducing air pollution and noise. Some measures, particularly those concerned with managing levels of activity, such as reducing local traffic flows, benefit air quality and noise. *Ref WS/Atkins: Determination of the Potential Synergies and Conflicts Between Noise and Air Quality Action Plans.

Any proposed mitigation measures proposed should be cross referenced to the Local Air Quality Management Plan as part of the Strategic Environmental Assessment. It is also proposed that the Local Air Quality Management Plan should be examined for any measures that affect the noise climate.

6.8 Transport Noise Action Planning - Aligning Initiatives

6.8.1 Road and Rail Noise

The Transportation Draft Action Plan addresses the issue of noise from road and rail which will have an affect on the agglomeration in more detail. The relevant strategic policies are summarized below.

At a national level Scotland's National Transport Staregy, published in December 2006 by the Scottish Government, recognised transport provides a significant and positive contribution to economic growth, and to the prosperity and quality of life of Scottish people. The document built on the background of a range of documents including Scotland's Transport Future - Transport White Paper 2004 and Choosing our future: Scotland's sustainable develoment strategy, and recognised a need to work in partnership with local authorities, regional transport partnerships and transport operators to achieve the objectives.

The document recognised three key issues that will make a fundamental difference towards delivering a world class public transport system. These are as follows.

• Improved journey times and connections - making it quicker, easier and more reliable for passengers to travel between our towns and cities and across our global markets.
• Reduced emissions - making sure that Scotland takes a lead in the future of sustainable transport.
• Improved quality, accessibility and affordability - ensuring everyone across Scotland has high quality public transport choices.

The document also recognised transport users do not pay the full costs they impose on society in terms of emissions, noise and air quality, and committed to working closely with the UK Government on this issue.

This key document, setting the context for transport policy making and informing decision making for the next 20 years for the Scottish Executive and key partners, has provided direction to a series of related policies and strategies.

Transport Scotland has begun the Strategic Transport Projects Review ( STPR), a nationwide study for Scotland, which will recommend a programme of interventions for implementation between 2012 and 2022. The STPR will focus on identifying those interventions that most effectively contribute towards the Government's Purpose of promoting sustainable economic growth. Work on the STPR started in summer 2006 and the study will report to Ministers in the summer of 2008. The STPR will make recommendations on a portfolio of land-based transport interventions to be taken forward between 2012 and 2022. This will establish the basis for the ongoing development of Scotland's transport infrastructure to meet the demands of the 21st Century. Environmental Assessment, including assessment of transport noise emissions, will be a significant component of this review.

To provide clarity on nationally significant transport priorities two major projects, the Forth Replacement Crossing and the Edinburgh Glasgow Rail Improvements Study have been fast tracked. The Edinburgh Glasgow Improvement Project will electrify over 350 track kilometres of railway, covering the core Edinburgh to Glasgow route, the Cumbernauld Line and the Dunblane/Stirling line to Edinburgh and Glasgow. The project will also assess the benefit in electrifying the remainder of the Shotts Line. The benefits of electrification include lower in service noise generated in comparison to diesel.

With regard to future road projects, the M74 for example will include low noise road surfacing, suitable noise barriers, and appropriate landscaping. With these measures, overall, the indications are that more properties and a larger population would experience decreases in noise levels than increases, and there would be an overall net benefit from the scheme.

In December 2006, Scotland's Railways was published, setting out Scottish Ministers vision for the rail network over the next 20 years. Scotland's Railways accompanies the National Transport Strategy, showing how rail can contribute to achieving the three strategic outcomes for transport of improving journey times and connections, reducing emissions and improving quality, accessibility and affordability. Leading on from this, the High Level Output Specification ( HLOS) is the next step in firming up medium-term requirements, setting out the detail of what Scottish Ministers want the rail industry to deliver between 2009 and 2014 on behalf of Scottish rail passengers and freight users. The HLOS confirmed the Scottish Ministers' aspiration for the rail network include the delivery of services that minimise the impact on the environment and ensure that rail is a real alternative to road and air travel for passenger and freight travel and environmentally superior both within Scotland and for cross-border journeys. The Transportation Noise Action Plan has a clear cross cutting role with this aspiration.

With respect to roads, the Road Asset Management Plan for Scottish Trunk Roads April 2007 to March 2009 sets out how Transport Scotland currently manages, or intends to manage, the trunk road network and the service this will deliver for road users. In addition the Transport Scotland Development Management Guidance sets out the approach to be adopted by Transport Scotland in regard to their Development Management and Development Plan responsibilities when engaging with the development community in Scotland. This guidance is intended to assist everyone involved in the planning/development process in Scotland but particularly Local Authorities, Consultants and major developers.

At a regional level the Seven Regional Transport Partnerships have, or are in the process of developing their Regional Transport Strategies. These will address environmental issues including noise. This should result in reduced traffic levels, cutting air pollution and traffic noise.

At a local level The Local Authorities Transport Strategies have a very important role to play in reducing noise. The strategies will help, for example, secure modal shift to sustainable modes such as walking, cycling and public transport. This should result in reduced traffic levels, cutting air pollution and traffic noise

The Transportation Noise Action Plan forms policy which can be taken account of for the next round of Local and Regional transport strategies, in approximately 3 to 5 years.

At a UK level CIRIA are currently taking forward a Noise and Vibration Issues in Urban Development project. This project will aim to provide practical advice on noise and Vibration issues for those involved in undertaking developments next to infrastructure. It will look at how to address these issues and come to sensible decisions.

The Department for Transport ( DFT) is leading on reserved transport matters for the UK. They are committed to a transport system which balances the needs of the economy, the environment and society. They have conducted research on the Assessment of the existing and proposed tyre noise limits and an Examination of Vehicle Noise Test Procedures, two areas where a reduction n transport noise could be achieved.

The UK rail industry is at the forefront of international railway noise and research and maintains close involvement with European developments such as Silent Freight and Silent Track.