6.1 Transportation trends over recent decades have been dominated by a rise in the use of motor vehicles, both for passenger and freight journeys, and a relative decline in the importance of travel by rail, bus, cycle and on foot. This has been matched by increasing segregation of land uses so that, for example, most work places are separated from residential areas. Development densities have also decreased, creating a built form which tends only to be easily accessible by private vehicle. This has meant that we are making more journeys by motor vehicle than in the past. This has been accompanied by the trend towards centralisation of retail, education, health, employment and other facilities which has resulted in increased journey lengths.

6.2 Whilst the private car has brought increased mobility to many, the growth in motor traffic has also brought disbenefits. Rising levels of traffic and the resultant air and noise pollution have affected the health and quality of life of many whilst also leading to increased congestion, particularly in urban areas. The car-orientated nature of many developments and decline in public transport have also restricted employment, leisure and other opportunities for those without access to a car. In addition, vehicle exhaust emissions are now acknowledged to be a major contributor to climate change.

6.3 Recognition of these disbenefits by both UK and Scottish Government has been reflected in changing national policy, including the UK and Scottish Transport White Papers published in July 1998. In April 1999 the Scottish Office issued NPPG 17 and the accompanying PAN 57 on Transport and Planning. These advocate greater integration between transport and land use, in order to minimize the demand for travel and promote sustainable transport patterns. The Government is promoting access by walking, cycling and public transport, where appropriate, as alternatives to the private car. This guidance is reflected in the Glasgow and the Clyde Valley Joint Structure Plan 2000 which sets out criteria for selecting sustainable locations for development. These criteria reflect the functions and relative accessibility of the locations. The Council is also a member, with other local authorities in the region, of the West of Scotland Transport Partnership (Westrans) which aims to work with Strathclyde Passenger Transport (SPT) in developing a regional transport strategy for the west of Scotland.

6.4 In October 2000 the Council submitted its Local Transport Strategy (LTS) to the Scottish Executive. This provides a detailed three year programme within a long term vision for integrated transport and outlines the main issues for all transport modes including freight. Implementation of the LTS and of the schemes listed below is subject to a number of feasibility studies and to the availability of funding to the Council and its partner organisations.

6.5 This Local Plan provides guidance to developers on the requirements for integration of land use and transport, outlines the Council’s proposals for walking, cycling and horseriding and gives an indication of how the need for investment in public transport is to be met. It also recognises the need for continued investment in both strategic and local highway improvements.

6.6 The Council’s LTS and the policies in this Plan reflect Government policy, as contained in NPPG 17, and seek to integrate transport and land use planning and to promote a choice of means of transport. The Council further recognises the role of taxis, private hire vehicles and ‘powered two wheelers’ in providing accessible transport and in reducing congestion and pollution.

6.7 For minor development proposals NPPG 17 also promotes the use of Transport Assessments which address accessibility by a choice of means of transport rather than just the private car. Transport Assessments may contain Travel Plans (also known as Green Transport Plans or Green Travel Plans) which seek to manage the travel demand of a development by a range of policy measures to promote car sharing, public transport, cycling, walking and improved fleet management.

6.8 The Council’s currently adopted standards for highway design, traffic calming and parking design are contained in the Roads Development Guide, published in 1995 by Strathclyde Regional Council which has become rather dated. The Council intends to review these standards during the lifetime of this Plan, in line with guidance contained in NPPG 17. The Scottish Executive published research on ‘An Integrated Approach to the Transport and Land Use Aspects of Development Applications’ in March 2000. This contained recommended national standards for car parking, Transport Assessments and Green Travel Plans but the Executive has yet to issue formal guidance on such standards. Until revised standards are adopted, the Council will make reference to this research and may support reduced car parking provision for new developments in locations that it considers to be easily accessible by a choice of means of transport, such as town centres or other areas adjacent to railway stations and principal bus corridors. Reduced parking provision would also allow a higher density of built development in support of the Council’s Environment policies.

6.9 Where lower parking standards are applied the Council may require developers to make alternative contributions to the transport infrastructure, by way of planning conditions or a Section 75 agreement.

TRANS 1 Integration of Transport and Land Use

The Council will work in partnership with other agencies to ensure the integration of transportation and land use and to implement its Local Transport Strategy. To this end, it will :

a) manage the highway network and other transport infrastructure in order to allow a choice of appropriate forms of transport. The general hierarchy of priorities for individual travel shall be walking, cycling, public transport and private cars,

b) develop and implement parking and access strategies for Milngavie, Bishopbriggs, Kirkintilloch and Bearsden town centres and a programme of traffic management measures in residential areas and around schools, and

c) seek to promote sustainable travel patterns and a quality built environment by requiring the following from development proposals:

TRANS 1A Accessibility

All new development proposals should demonstrate:

a. effective use of the existing transport network, and

b. accessibility by walking, cycling and public transport networks to all, including those with disabilities.

There will be a presumption against developments which have significant adverse impacts, or where these impacts cannot be mitigated by the applicant.

TRANS 1B Transport Assessments and Travel Plans

A Transport Assessment should be submitted in support of any proposal which is likely to generate significant additional traffic in accordance with the guidance on Transport Impact Assessments in the Roads Development Guide, 1995, or any replacement standards. Prior to the review of these standards, for larger developments the Council may require a broader-based Transport Assessment incorporating a Travel Plan.

TRANS 1C Highway Design and Parking Standards

Development proposals should comply with the standards contained in the Roads Development Guide 1995. Development proposals should comply with standards contained in the Roads Development Guide 1995. The Council will review the standards during the lifetime of this Plan, in line with guidance contained in NPPG 17. Prior to the review of these standards, where it considers that a development site is in a location such as a town centre which is easily accessible by a choice of means of transport, the Council may at its discretion allow parking provision below the normal requirements. In such circumstances the developer may be required to provide off-site improvements to the transport infrastructure in lieu of car parking provision.

TRANS 1D Investment in Infrastructure

Where it is possible to improve local accessibility, a developer may be required make a reasonable contribution, in relation to the scale and nature of the development, to the realisation of proposals contained in the Council’s accessibility strategies and as set out in policies TRANS 2, 3, 4 and 5. A Legal ‘Section 75’ Agreement may be required in order to secure the above (see Circular 12/1996: Planning Agreements which explains the role of such Agreements).

6.10 The Council recognises the value of Rights of Ways and the local access network and is committed to ensuring their protection. In partnership with land managers, the Council will take such action as is necessary to ensure that all access routes are protected and kept in a safe and accessible condition. With the agreement of the landowners, the Council will progressively erect signposts on all recognised pedestrian, cycle and equestrian routes for the convenience of land managers and of the community. The Council also recognises the importance of working with landowners and others to ensure adequate maintenance of all routes.

6.11 The Council is currently working in partnership with other agencies to develop an Access Strategy which will aim to develop a comprehensive and integrated network of footpaths, cycleways and bridleways in both urban and rural areas. The Access Strategy will seek to promote the use of the network both as a means of access to employment and local facilities and for leisure purposes. The Council will also work with adjoining local authorities to ensure that joined-up links are developed to serve local communities across local government boundaries (e.g. links between Bearsden and Drumchapel).

6.12 The Council is aware of increasing demand for equestrian access but recognises that there can be conflicts with other users if this activity is not properly planned. The Council’s Access Strategy will consider provision for the development of a system of bridleways, particularly related to the areas of greatest equestrian activity.

6.13 Cycling is gaining increased prominence both for leisure and as a means of access to employment and local facilities. The Council’s Cycling Strategy was adopted in 1996, setting out a prioritised plan of action for improvements to existing routes and in some cases the construction of new routes. The Council will continue to implement the proposals contained in this Strategy.

6.14 There are a number of strategic linear recreational routes running through the area, including the West Highland Way, The Forth and Clyde Canal, The Allander Walkway and the Strathkelvin Railway Route. These provide important links to the wider network. The development and improvement of off-road linear recreational routes is given a high priority by the Council as these provide a range of access and recreational opportunities for various users.

TRANS 2 Cycling, Walking and Horse Riding

The Council will protect, and maintain a record of, all Rights of Way and of all Core Paths and will assert, protect and keep open and free from obstruction or encroachment any route, waterway or other means by which access rights may reasonably be exercised. The Council will adopt and implement an Access Strategy in partnership with other agencies through the East Dunbartonshire Local Access Forum, addressing walking, cycling and horse riding.

In implementing the Cycling and Access Strategies, the Council will take a lead role with partner agencies in developing and improving the off road access network and in particular the following strategic off-road routes:

a. The Forth and Clyde Canal towpath, and associated links to the wider network, for pedestrians and cyclists,

b. The Strathkelvin Railway Route for pedestrians and cyclists, including links across Kirkintilloch between existing sections of the Route, the Forth and Clyde Canal and Kirkintilloch town centre. No development along the Route should prejudice the possibility of future reinstatement of rail services,

c. The Council will continue to develop the Kelvin Valley Route linking Bearsden/Milngavie with Bishopbriggs/Kirkintilloch and stretching across towards Kilsyth. The route as shown on the proposals map is not definitive and will use a combination of rights of way, new pathways, existing tracks and disused railway track. Parts of the route are implemented and the Council will work in partnership to create new links where appropriate and necessary,

d. The West Highland Way and alternative cycle routes between Milngavie and Mugdock Country Park, and

e. The Allander Walkway, upgraded for cyclists as well as pedestrians.

Wherever possible provision for horse riding will be made on these routes.

TRANS 3 Investment in Public Transport Infrastructure

The Council will work in partnership with relevant agencies as a means of promoting and endeavouring to secure the implementation of the following schemes:

a. a new railway station, with park and ride facilities, at Westerhill/Cadder Yard, Bishopbriggs,

b. a new railway station, with park and ride facilities, at Woodilee, Lenzie,

c. a new railway station, with park and ride facilities, adjacent to the Allander Sports Centre, Bearsden,

d. either a light rail or heavy rail link from Lenzie to Kirkintilloch Town Centre and beyond to Milton of Campsie and Lennoxtown (the light rail link extending from Glasgow through Bishopbriggs),

e. a light rail link from Glasgow to Bishopbriggs and Kirkintilloch, possibly incorporating the rail link to Kirkintilloch in (d) above,

f. a park and ride facility for Bishopbriggs Station,

g. extensions to the park and ride facilities at the remaining railway stations, and

h. traffic management, including the provision of Quality Bus Corridors.

In addition the Council will not permit any further development which could prejudice the possible future reinstatement of rail services along the Strathkelvin Railway Route.

6.18 The Council will continue to invest in the highway infrastructure. The Council is committed to the construction of the entire Bishopbriggs Relief Road from Auchinairn Road to the Torrance roundabout. It will however consider the continued construction being phased subject to arrangements being agreed for the replacement of the railway bridge taking the Relief Road to Westerhill. It is envisaged that the construction of the road will progress as funding becomes available as a result of development at Bishopbriggs East and Westerhill as well as potential European, public or private funding. There is also potential for the provision of roadside services on the BRR (see ECON 3 Table 3 relating to Westerhill). Construction of the Kirkintilloch Link Road will be pursued through Kirkintilloch’s Initiative, with appropriate financial contributions from developments at Southbank and Woodilee (see Schedule UC 2B). They will however bring localised benefits to Bishopbriggs and Lenzie by removing commuter traffic through residential areas and town centres. These schemes affect countryside and woodland areas and care is required in ‘fitting’ them into the landscape. Additionally there will be economic benefit created by increased investment potential, particularly to Westerhill and Woodilee.

TRANS 4 Strategic Road Routes

The Council is committed to the completion of the Bishopbriggs Relief Road and construction of the Kirkintilloch Link Road.

6.19 There are also locations where the local road infrastructure is not operating to best effect. This has detrimental effects on traffic flows, and where congestion occurs, on air quality. The Council will continue to monitor the local road network and invest in measures to improve it.

TRANS 5 Investment in Highway Infrastructure

The Council will continue to invest in the maintenance and improvement of the highway network for all users, particularly where these improvements have demonstrable benefits to safety, environment or traffic management.

In particular during the period of the plan the Council will:

a. undertake an evaluation of traffic flows on the main radial routes (and in particular the A803) in Bishopbriggs with a view to introducing measures to improve traffic flows;

b. create footway links through Bardowie and on Auchenhowie Road, Milngavie; and

c. investigate and where appropriate implement or enable the following local road/junction improvements:

i Kirkintilloch Road, Bishopbriggs - junction improvements to allow access to development land at High Moss,

ii access improvements into the Southbank area of Kirkintilloch,

iii Cowgate and Townhead, Kirkintilloch - reassess options to create a pedestrian friendly thoroughfare (see policy RET 1),

iv junction improvements and/or traffic calming along Merkland Drive, Kirkintilloch, and

v junction improvements along Auchinairn Road, Bishopbriggs.

6.20 All freight movement to and from East Dunbartonshire is currently by road. There are recognised problems of freight access to industrial areas and town centres caused by congestion, parked vehicles, restricted highway layouts, conflict with other road users and loss of residential amenity. Some of these issues are likely to be resolved by construction of the Bishopbriggs Relief Road and Kirkintilloch Link Road. However, others will remain and the Council is committed in its Local Transport Strategy to carry out research to investigate the needs of freight transportation. As well as road freight, there is potential to investigate new rail freight facilities (most probably at Westerhill/ Cadder Yard) and the use of the Forth & Clyde Canal (for example for the movement of waste or timber).

TRANS 6 Freight

The Council will, where appropriate working with other agencies, investigate the requirements for freight access for businesses in East Dunbartonshire and promote improved freight access by road, rail and water, in particular through the completion of the Bishopbriggs Relief Road and the Kirkintilloch Link Road.

6 INTEGRATED TRANSPORT

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