Promoting Integrated Transport

Chapter 4 - Providing for Integrated Community Infrastructure

Objective 1 - Promoting Integrated Transport

4.4

Government Policy on Transport and Planning is set out in the 1998 White Paper Travel Choices for Scotland and the UK White Paper A New Deal for Transport: Better for Everyone. The planning implications of the White Paper are set out NPPG 17 Transport and Planning, and supplemented by a Draft Annex addressing Maximum Parking Standards. The NPPG promotes an integrated approach to land use, economic development, transport and the environment. It seeks to reduce dependence on the private car for transport and achieve a closer and more sustainable relationship between land uses, thus reducing the need for travel. Further advice is provided by PAN 57 (Transport and Planning). The NPPG and PAN also provide for the production of Transport Assessments by developers where appropriate.

4.5

The Structure Plan establishes an overall policy framework for the integrated approach to land use and transport. The strategy will be implemented through the policies contained in this Local Plan, as well as the Council’s Local Transport Strategy and Road Traffic Reduction Plan, and the Local Air Quality Strategy.

4.6

Reducing the need to travel is an important aspect of sustainable development and is necessary if energy waste is to be reduced and congestion, road safety problems and air pollution controlled. Achieving a closer juxtaposition between homes, workplaces and other destinations improves the opportunities for healthier, more sustainable means of movement such as walking and cycling. Investment in these modes and improved investment in public transport will be an important objective in transportation policy during the Local Plan period.

4.7

The Road Traffic Reduction Act 1997 requires the Council to prepare a Road Traffic Reduction Strategy to manage the demand for transport. The Council has produced a Transport Strategy and Road Traffic Reduction Plan which was submitted to the Scottish Executive in October 2000. The Council’s transport policy is set out in detail in the Clackmannanshire Local Transport Strategy. The Strategy explains the Council’s priorities for transport in Clackmannanshire. In summary these are:

Neighbourhood management: returning local streets to those who live there by mixing traffic calming, pedestrian, cycle and environmental improvements;
Developing the area: ensuring good accessibility to local shopping, leisure and business activity to help local people and businesses to succeed. For more specialised needs enabling better access to other parts of the country with improved transport links to the national road and rail networks;
Pedestrians and cyclists: objectives include reducing casualties, providing new networks of safe routes, increasing priority in town centres, creating a better environment, providing easier, safer and healthier travel to school, and providing better road lighting;
Car travellers: a clearer road hierarchy with reduced travel time on some routes, reducing casualties, improving accessibility and providing for better road maintenance;
Bus and rail travellers: a clearer service hierarchy enhancing the quality and viability of public transport services, better prospects for new rail services, improved access to and information about bus services and better facilities at bus stops;
People with mobility difficulties: fair treatment and opportunity for all, concessionary travel arrangements by bus and taxi and improved access to bus services;
Freight: clear road and rail network hierarchies which reflect the needs for the supply and distribution of goods and clearer traffic management.

4.8

An important function of the Local Plan is to underpin the Council’s economic development and employment objectives and support social inclusion. The transport strategy therefore emphasises the importance of improving accessibility to and from Clackmannanshire. This is essential to ensure that the area can compete effectively and that new economic and employment opportunities are created. Of key importance is the improvement of the public transport network. Key strategic road improvements, particularly completion of the A907 and support for the new Upper Forth Crossing, are also necessary to address existing congestion problems. Localised road improvements will reduce congestion and improve accessibility within Clackmannanshire.

Rail Services

4.9: Clackmannanshire does not benefit from rail ser vices at present. The reintroduction of a freight service from Stirling-Alloa-Kincardine Railway and for passenger services between Alloa and Stirling/Glasgow/Edinburgh is seen as crucial to achieving the Council's objectives for a sustainable transport network and a clear hierarchy of public transport ser vices. Clackmannanshire Council has made a successful bid for a public transport fund grant to assist the reopening of the line for passenger services as part of a wider joint passenger / freight scheme. The Council introduced a Bill to the Scottish Parliament for re-opening of the line. It received Royal Assent on 10th August 2004. It is expected the rail line will be open in the Spring of 2006. The line will significantly enhance the accessibility of Clackmannanshire and would offer easier access to job opportunities in neighbouring areas for Clackmannanshire residents. The restoration of rail passenger services could make a major contribution to displacing traffic from road to rail, which is particularly important at a time of rapidly increasing car ownership and use. Accordingly, the Council will protect the Alloa-Stirling-Kincardine rail line corridor as well as safeguard areas for stations at Cambus, Alloa and Clackmannan.

Policy INF1 - Strategic Rail Transport Proposals

There will be a general presumption against development which would prejudice the re-opening of the Alloa-Stirling-Kincardine rail line and stations at Cambus, Alloa and Clackmannan; the new Upper Forth Crossing; or any other transport schemes identified on the Maps.

Integration of Transport and Development Proposals

4.10: New development should be located to allow a choice of means of access and encourages the use of more sustainable transport modes. It is recognised that some development will exceptionally require to be located where the objectives of Policy INF 2 cannot be met, such as agricultural or forestry related developments. However, under normal circumstances, and unless it can be demonstrated that a site conforming to the policy is not available for a particular development, new development should conform to this policy.

Policy INF2 - Integration of Transport and Development Proposals

New developments should be located where they are capable of being conveniently and safely accessed by public transport, foot or cycle as well as by private vehicle. Exceptions to this policy will be acceptable only where the overall planning benefits of development would outweigh any accessibility disbenefits which would result.

Local Access

4.11: Since 1994, the Clackmannanshire Countryside Path Network has been developed with the aim of linking all the county’s communities together with mixed use, off road paths. This is augmented by the many rights of way that exist throughout the area. Together, these form an extensive network that enables accessibility between communities, access to the countryside and safer access to important destinations such as schools and town centres. Such off road pedestrian and cycle links are important parts of the infrastructure required to promote alternative modes of travel to the car, particularly for short journeys within or between communities. Accordingly, the Council considers it important that such routes are protected from any adverse effects of development, and where possible, that adjacent development proposals link with the routes in order to promote access to them. The Council is preparing an Access Strategy which will ensure that the requirements of the forthcoming Land Reform Act are implemented in Clackmannanshire, including the duty to uphold access rights and maintain and protect core paths.
4.12: Further development of the Clackmannanshire Countryside Path Network is proposed, with particular emphasis on improving cross boundary links with neighbouring authorities.

Policy INF3 - Local Access

Development will not be permitted where it will result in the loss of an asserted right of way, other footpaths, or a path forming part of the Clackmannanshire Countryside Path Network, unless the proposal clearly demonstrates that the continuity of the route will be maintained through the provision of a suitable replacement path which is integral to the design and layout of the new development.

Development Standards

4.13

New roads and related infrastructure is subject to adoption by Clackmannanshire Council as roads authority. Construction should be undertaken in accordance with the Council’s Development Roads Guidelines and Specification. The Roads (Scotland) Act 1984 requires any person other than the Local Roads Authority who wishes to construct a new road or extension to an existing road to obtain Construction Consent from the Local Roads Authority.

4.14

In giving consideration to a development proposal, the Council will consider whether it conforms to the Guidelines and Specification and whether the volume of traffic is likely to raise congestion, road safety or air quality issues. Where such issues are likely to be raised, a Transport Assessment will be required. Within more sensitive areas, such as conservation areas, consideration may be given to adjusting the normal parking requirements if this would provide over-riding benefits in terms of the conservation and enhancement of the character of such an area.

4.15

There is a need to relate parking requirements more closely to sustainability and broader land use planning objectives. The Council has revisited its existing car parking standards to ensure that they are integral to the Local Plan's core strategy of working towards sustainable development. An important aspect of this will be the introduction of maximum parking standards, as required by SPP 17 Transport and Planning, Maximum Parking Standards, Addendum to NPPG 17 (Maximum Parking Standards), to acknowledge the sustainability benefits of higher density development in town centres and areas which are well served by public transpor t. The revised standards will shift the emphasis on car parking provision for non-residential uses from fully meeting predicted demand to accommodating appropriate levels of provision, based on factors such as public transport accessibility, existing levels of density and objectives for economic development. There will be a requirement for authorities to produce a Parking Standards Report, which would set out a transparent and auditable method by which Standards have been derived.

4.16

Minimum parking standards will no longer be a requirement of development proposals and will be replaced with maximum parking standards for non-residential development. The move from minimum parking standards to maximum parking standards will be an important factor in encouraging a shift to more sustainable travel patterns, in conjunction with public transport improvements (such as the reopening of the Alloa-Stirling railway to passenger services) and continuing investment in pedestrian and cycle facilities during the Local Plan period. The revised standards will be related to the introduction of a requirement for Green Travel Plans for new developments and will complement the existing requirements for Transport Assessments. The Maximum Parking Standards for Clackmannanshire are prepared and will be included in the Local Transport Strategy in due course. In the interim, developers will be required to adhere to the following National Maximum Car parking Standards for larger developments:

Sector	National Maximum Parking Standard	Threshold from and above which Standard applies
Retail (Food)	1 space per 14m²	1000m²
Retail (Non-food)	1 space per 20m²	1000m²
Business	1 space per 30m²	2500m²
Cinemas and Conference Facilities	1 space per 5 seats	1000m²
Stadia	1 space per 15 seats (see note 1)	1500 seats
Leisure (other than Cinemas, Conference Facilities and Stadia)	1 space per 22m²	1000m²
Higher and Further Education	1 space per 2 staff plus 1 space per 15 students (see note 2)	2500m²

Note 1: Sufficient coach parking should be provided to the satisfaction of the planning authority and treated separately from car parking. Coach parking needs to be designed and managed so it will not be used for car parking.
Note 2: The standard for students relates to the total number of students attending an educational establishment, rather than full-time equivalents.

Policy INF4 - Development Standards

New developments will only be permitted where the provisions of the Council’s Development Roads Guidelines and Specification can be fully met, including vehicle parking and turning facilities. Provision in excess of the Maximum Parking Standards will not normally be supported.

Development proposals that are likely to significantly affect traffic flows will require Transport Assessments to be carried out by an independent consultant for submission with a planning application. Parking, roads, footpaths and cycleways in all new developments should conform with, and contribute to, the Council’s Local Transport Strategy objectives. Each development will be assessed to take account of its appropriate local context. Under certain circumstances, the Council may accept a contribution (commuted payment) towards the provision of public parking spaces nearby in lieu of parking provision within the curtilage of a development.

Access for the Less Mobile and those with Mobility Impairment

4.17: Social inclusion is a priority for both central government and Clackmannanshire Council. An important aspect of this is ensuring access for all to transport and buildings. The Council have an ongoing programme of improving safety and convenience for wheelchair users and those with other mobility impairments through the provision of facilities such as drop-kerbs and pelican crossings. The “blue badge” scheme also assists the disabled to park conveniently to enable ease of access to services. However, the Council’s Planning, Roads and Building Standards Service have an important role in working together to ensure that new development is as convenient and barrier free as possible for those with mobility impairments. The introduction of Part III of the Disability Discrimination Act will also begin to improve disabled access in existing buildings. Where buildings are designed or adapted to assist those with mobility impairments, considerable additional safety and access benefits are also provided to other members of the public such as those with young children.

Policy INF5 - Access for the Less Mobile

Proposals for new buildings or extensions to existing buildings which will be open to the public shall incorporate convenient and safe, barrier free access for all users including the elderly, those accompanied by young children and those with mobility impairments.

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