keith summary document - urban...

Halcrow Group Limited

Keith Active Travel Regional Audit

Draft Summary Report

March 2008

The Moray Council

Halcrow Group Limited Camas House Fairways Business Park Inverness IV2 6AA Scotland

Tel +44 (0)1463 231707 Fax +44 (0)1463 243726

www.halcrow.com

Halcrow Group Limited has prepared this report in accordance with

the instructions of their client, HITRANS, for their sole and specific

use. Any other persons who use any information contained herein

do so at their own risk.

© Halcrow Group Limited 2008

Halcrow Group Limited



March 2008

The Moray Council

Halcrow Group Limited Camas House Fairways Business Park Inverness IV2 6AA Scotland

Tel +44 (0)1463 231707 Fax +44 (0)1463 243726

www.halcrow.com

HITRANS



March 2008

Contents Amendment Record This report has been issued and amended as follows:

Issue Revision Description Date Signed

- - Draft final report 13/3/08 CK

1 - Draft final report 13/3/08 JP

2

Keith Active Travel Audit Summary Document v1.doc Doc No 001 Rev: 0 Date: March 2008

Contents

1 Introduction 3 1.1 Background 3

2 Active Travel Methodology 4

2.1 What is the methodology? 4

3 Walking and Cycling in Keith 6 3.1 Current Conditions 6

3.2 Traffic Flow Data 9 3.3 Summary of Accident Data 9

3.4 Current Problems 10 3.6 SWOT (Strengths, Weaknesses, Opportunities and Threats)

Analysis of Active Travel in Keith 11

4 Proposed Keith Active Travel Network 12 4.1 Introduction 12

4.2 Active Travel Network 12

5 Prioritised Action Plan 13 5.1 The Solutions 13

5.2 Priority 1 Recommendation – A96 15 5.3 Priority 2 Recommendation – East to West Routes 16

5.4 Priority 3 Recommendation – The Lanes 17 5.5 Priority 4 Recommendation – Mid Street 18

5.6 Priority 5 Recommendation – Community Centre and

School Links 19

5.7 Priority 6 Recommendation – Paths to Nelson Brae and

Nelson Terrace 21

5.8 Priority 7 Recommendation – Route to Newmill 22 5.9 Priority 8 Recommendation – Keith Active Travel Promotion 23

6 Conclusions 25

Appendix A: Keith Active Travel Network – Suggested Improvements 27

3


1 Introduction

1.1 Background

1.1.1 Halcrow Group Ltd was commissioned by HITRANS, the Highlands and Islands

Regional Transport Partnership to;

• Develop a methodology to audit existing active travel infrastructure;

• Provide baseline information on existing infrastructure provision for active

travel; and,

• Recommend priorities for future investment.

1.1.2 The overall aim is to assess where best to apply available funding in order to

increase the potential for active travel, and ideally to see an increase in the

numbers of people choosing to walk or cycle.

1.1.3 In particular, the key purpose of the audits is to identify:

“A practical network of high quality routes suitable for cycling within each settlement that

provides convenient and safe access to all major destinations”

AND

“A network of routes for pedestrians focused upon railway stations, bus stations, major

employment areas, local shopping areas, leisure/recreation centres, hospitals and main trip

generators”

1.1.4 This document summarises the main findings of the methodology as applied to

Keith. A full technical annex report containing background information on the

audits and prioritisation methodology is available and can be obtained from The

Moray Council. The technical annex contains background data on the town with

detailed analysis of Census, public transport and accident data as well as the full

results from the Pedestrian Environment Review System (PERS) audit and

Institution of Highways and Transportation (IHT) cycle audit and the results from

the prioritisation filter.

4


2 Active Travel Methodology

2.1 What is the methodology?

2.1.1 Halcrow has developed a methodology to audit and assess existing and

proposed active travel infrastructure. This methodology is based on the following

key parameters:

• A desktop study including demographics, travel to work patterns, public

transport information, traffic and accident data;

• Analysis of main trip generators/attractors;

• Consultation with the Local Authority and other interested parties;

• On site audits; and,

• Application of a ‘prioritisation filter’.

2.1.2 The prioritisation filter is an analysis tool to identify those corridors where there is

the greatest potential for modal shift. The filter encompasses information from

the desktop study such as demographic data, trip generators and attractors,

planning proposals and the results of stakeholder consultation. The filter also

assesses the ‘implementability’ of a route compared to its potential usage.

2.1.3 On site audits are carried out utilising the TRL Pedestrian Environment Review

System (PERS) for walking route audit. Furthermore, an Institute of Highways

and Transport (IHT) cycle audit is undertaken to ensure that the condition of

existing facilities for pedestrians and cyclists is fully addressed and resulting

proposed measures effectively targeted.

2.1.4 The outputs from the application of the methodology are:

• An Active Travel Prioritised Action Plan

• An Active Travel Masterplan

2.1.5 The prioritised action plan includes budget cost estimates and also strategic

masterplans for walking and cycling. Core networks for pedestrians and cyclists

have been identified that provide direct, convenient, safe, attractive and coherent

links between journey origins and journey attractors.

2.1.6 Consultation played a major part in the identification of routes for walking and

cycling and also helped to pinpoint at a very local level, the barriers to active

travel. During this study the following groups were consulted:

• The Moray Council – Traffic Department, Access Officer, Public Transport

Department, Roads Department, School Travel Co-ordinator, Planning

• Sustrans

5


• Keith Community Council

• The Highland Cycle Campaign

• Keith Police Station

• Keith and Strathisla Regeneration Partnership

• Access Panel – Moray

• Moray Disability Forum

• Keith Neighbourhood Forum Support Worker

• Keith Heritage Group

• Keith Community Centre

• Health Improvement Officer

• Health Walk Co-ordinator

• Youth Services

• Rural Environmental Action Partnership

• Town Centre Manager

• Nick Brown Planning (Keith Urban Framework)

6


3 Walking and Cycling in Keith

3.1 Current Conditions

3.1.1 Data from the 2001 Scottish Census Results Online (SCROL) shows that the

population of Keith is just under 4,500, with approximately 2,000 people in

employment and 850 full time students. Census data has been used to provide

an indication of current travel patterns in the town. For the majority of people in

the town their preferred method of travel to work or school is walking. Within

Keith, over 50% of people walk to work in the town – more than the combined

amount of people driving or car sharing. Only 2.5% of people cycle to work which

is just above the national average for Scotland. Table 3-1 below shows the

modal split for journeys to work and study within Keith.

Table 3-1 Modal Split: Journeys to Work and Study within Keith

Method of Journey to Work

0

10

20

30

40

50

60

Train

Bus

Car d

river

Car p

asse

nger

Mot

orcy

cle

Bicyc

leW

alk

Oth

er

Form of Transport

Perc

en

tag

e o

f Jo

urn

eys i

n K

eit

h

3.1.2 The Census data shows that within Keith nearly 50% of all journeys are less than

5km which is an ideal distance for walking and cycling. With so many people

travelling very short distances, there is huge potential to encourage the transfer of

these journeys to more sustainable modes.

7


Table 3-2: Length of Journeys in Keith

Length of Journeys in Keith

0

5

10

15

20

25

30

35

40

45

50

Less than 5km 5-10km 10-20km 20-50km More than 50km

Length of Journey

Perc

en

tag

e o

f tr

ips

3.1.3 The grid layout of streets in Keith provides a highly permeable and convenient

network for pedestrians and could be the reason for the high levels of walking in

the town. The majority of the east to west routes (known locally as ‘the Lanes’)

are narrow roads with no footways. The Lanes are relatively traffic free and are

used mainly for access to private garages and off road parking. One of the main

town centre car parks is located on Cooper Lane and there is a one way system

in operation here to manage the increased traffic.

3.1.4 The main through route in Keith is also the strategic east to west trunk road – the

A96. This road also links the area of Fife Keith which is west of the River Isla to’

Old’ Keith. The functions of a trunk road and a local distributor road are very

different and for the most part, do not easily coexist: traffic counts from the A95

and the A96 on the outskirts of the town reveal that between 9% and 15% of all

traffic is heavy goods vehicles. As there is only one bridge across the River Isla,

all traffic, including cars, HGVs, pedestrians and cyclists have to use the A96.

3.1.5 There is only one signal controlled pedestrian crossing on the A96 complemented

by a number of crossing points consisting of refuges. The crossing point adjacent

to the main retail area at Mid Street and Banff Road on the A96 is a key location

as it is serves pupils from the Grammar School who congregates in Mid Street

during the lunchtime, and also residents from the north of the town.

8


3.1.6 Very few people riding bicycles were observed during the audit – the majority

were people leaving work from the Isla Bank Mills. Apart from approximately 15m

of off road cycle track in a residential area, there are no facilities to aid cyclists in

the town. However, the cycle racks at the Community Centre were observed to

be well used. The existing cycle parking at the Grammar school is rundown and

will remain empty and unused until it can be upgraded. There is high quality,

covered cycle parking at the main train station which is due to be complemented

by cycle lockers. The cycle parking at Keith Library are the ‘butterfly’ stands

variety , with which there are known to be problems since the wheel must take

the weight of the bicycle and can therefore buckle the wheel. These devices tend

to be unpopular with cyclists because the frame of the bicycle cannot be secured.

There is no designated cycle parking at the main supermarket and bicycles were

regularly observed locked to a drainpipe.

3.1.7 Planning permission for a new Tesco supermarket has been granted on a site in

the east of the town, very close to Mid Street – the main retail area. The main

issues of relevance to active travel are:

• The supermarket is built at the ‘back’ of the site, resulting in a considerable

walk from the main road to the front entrance

• The pedestrian route from the A96 to the main entrance is adjacent to the

most southerly boundary wall, not on a pedestrian desire line

• There are no pedestrian shortcuts to the site from the north or the south

resulting in a considerable detour for pedestrians to the main entrance on

the A96

• No cycle parking

• The lane opposite the main entrance will become one way for all vehicles –

thus cyclists exiting the supermarket will need to turn left or right onto the

A96

3.1.8 The existing Tesco supermarket near to the River Isla has high levels of people

walking to the shop and bicycles can also be observed parked outside. Any

reduced accessibility for active travel to the new supermarket may well

encourage more people to drive, increasing the number of cars being used for

short journeys.

9


3.2 Traffic Flow Data

3.2.1 Summary ATC data was examined using Transport Scotland’s web-browser and

from Moray Council data is shown below in Table 3-7. Although the flows are not

excessive for this type of strategic trunk road, the percentage of HGVs is

approaching the threshold within current design guidance for providing cycle

facilities segregated from traffic.

Table 3-7: Traffic Flows

Site Ref Location 2006 AADF % of HGVs

ATC02028 A95 West of Keith 1,494 10

ATC02035 A96 South of Keith 6,677 9

ATC020396 A96 North of Keith 7,749 10

Moray Council A95 Banff Road 2,333 15

3.3 Summary of Accident Data

3.3.1 Historical accident data was provided by The Moray Council for reported

accidents with Keith over a five year period from April 2002 to August 2007. The

summarised data showed fatalities, serious injury, slight injury and damage only

accidents. The level of sanitisation of the data precludes detailed analysis of the

information.

3.3.2 The location of recorded serious, slight injury and damage only accidents has

been plotted and shown in Figure 3-1. The incident involving a fatality took place

on the A96 outwith the study area.

3.3.3 The main clusters in which recorded accidents occurred were:

• Along the A96 through the town centre (1 serious and 8 slight)

• At the junction of the A95 and A96 (1 slight but several damage only)

• Along the B9014 – Fife Street (4 slight)

• The residential area around Land Street, Mid Street and Reidhaven

Square (damage only)

3.3.4 The clusters of accidents at these sites could be attributed to the following:

• Fife Street – traffic speeding up as it leaves the town

10


• Mid Street – poor visibility for vehicles leaving the lanes to join the main

carriageway

3.3.5 For the recorded accidents on the A96 it is not possible to draw exact conclusions

due to the lack of plain language descriptions of the events, however, there may

be conflict between strategic through traffic and local traffic along this section.

The number of accidents is not significantly high for the nature of the road traffic

or the volume.

3.4 Current Problems

The walking and cycling audit identified a number of key issues:

3.5

A96

• Prevalence of large numbers of HGVs

• Volume of traffic creates hostile environment for pedestrians and cyclists

• Difficult to cross the road

• Road markings and signing in the town out of place and detract from the

character of the town

Planning

• Proposed new Tesco supermarket appears to have poor pedestrian and

cyclist access and no cycle parking

Poor east to west links

• Pedestrians are forced to use the A96 to travel from Fife Keith to Keith

Cycle Facilities

• No facilities to aid cyclists, particularly on the A96

• No cycle parking in the town centre or at the main supermarket

Route to Newmill

• No footway or cycle track from Newmill to Keith

11


3.6 SWOT (Strengths, Weaknesses, Opportunities and Threats)

Analysis of Active Travel in Keith

Strengths Weaknesses

Relative high levels of walking

Availability of pedestrian footways

Low levels of crime

Good quality cycle parking at the

Community Centre

Excellent network of almost traffic free

lanes

Well researched and signposted

recreational walking routes with attractive

literature

Traffic on A96

Hills

Lack of cycle parking

One way streets

Lack of cycle facilities

Poor accessibility between Fife Keith and

Keith

Lack of dropped kerbs and tactile paving

Opportunities Threats

A bypass to the A96 would enable active

travel to be heavily promoted in Keith

New housing developments have

opportunity to ‘build in’ walking and

cycling

Potential to transfer large number of local

journeys to more sustainable modes

Cycle parking at the Grammar School

could be easily updated

Installation of dropped kerbs and tactile

paving is relatively inexpensive

New supermarket has potential to increase

journeys by car

Reluctance to reduce speed limits and

increase pedestrian crossings on the A96

will obstruct and restrict active travel in

Keith

12


4 Proposed Keith Active Travel Network

4.1 Introduction

4.1.1 Following the application of the Active Travel Methodology, a number of routes

for walking and cycling have been identified that link the residential areas to the

main trip generators/attractors to form a Keith wide strategic active travel

network. The main trip generators/attractors for Keith that were identified from

the audit are:

• Mid Street

• Keith train station

• Hospital and health centre on Turner Street

• Keith Community Centre and swimming Pool

• Keith Grammar School and Keith Primary School

• Existing Tesco supermarket and proposed new site

4.2 Active Travel Network

4.2.1 Through application of the methodology, the following routes have been identified

as providing the most direct and coherent routes to key destinations. The routes

will eventually provide a holistic network for Keith to enable people to make

journeys to all parts of the town. The routes are:

• Route 1 – Fife Keith

• Route 2 – The A96

• Route 3 – The Lanes

• Route 4 – Mid Street

• Route 5 – North to South

• Route 6 – East to West

• Route 7 – Community Centre and School Links

• Route 8 - Newmill

4.2.2 A full description of the routes along with suggested recommendations are

included in the full technical report, however they are shown on figure 4-1

overleaf. Detailed plans of the routes that highlight recommended improvements

are also contained in Appendix 1 of this report.

4.2.3 The Action Plan in the following section identifies the key priorities in the

development of the aforementioned routes along with ‘softer’ initiatives to

encourage active travel in Keith.

13


5 Prioritised Action Plan

5.1 The Solutions

5.1.1 This prioritised Active Travel Action Plan sets out the key measures needed to

encourage walking and cycling in Keith. As well as incorporating components of

the strategic Keith Active Travel Network, it also includes promotion, training and

similar ‘soft measures’ which are prominent in the most proactive towns and

cities where there have been increases in these modes.

5.1.2 The Prioritised Action Plan therefore encompasses infrastructure improvements

and promotional measures and has the following broad objectives:

• Objective 1::Mitigate the impact of the A96

• Objective 2: Work with partners, particularly health professionals to raise awareness of the

health benefits of Active Travel

• Objective 3: Increase the number of safe and convenient pedestrian/cycle crossing

facilities on desire lines

• Objective 4: Improve the contribution to active travel from other projects – particularly the

planning process

• Objective 5: Encourage Keith Grammar and the primary schools to promote active travel

in collaboration with the Active Schools Co-ordinators and the School Travel Co-ordinator

• Objective 6: Promote and encourage Active Travel as part of the development of the

tourism industry

14


5.1.3 The following measures are the key priorities for encouraging active travel in

Keith:

• Priority 1: A96

• Priority 2: East to West Routes

• Priority 3: The Lanes

• Priority 4: Mid Street

• Priority 5: Community Centre and School Links

• Priority 6: Paths to Nelson Brae and Nelson Terrace

• Priority 7: Route to Newmill

• Priority 8: Promotion

5.1.4 Each of these individual priorities are summarised below and form part of the

wider Keith Active Travel Network outlined in chapter 4.

15


5.2 Priority 1 Recommendation – A96

(Keith Active Travel Network reference Route 2)

5.2.1 The removal of through traffic from Keith, especially the large volumes of HGVs is

of fundamental importance to promoting and encouraging active travel through

the town. The importance of a Keith bypass is recognised in the Regional

Transport Strategy and Local Transport Strategy.

5.2.2 However, there are ways to reduce the impact of through traffic, but they may not

be acceptable, given the strategic importance of the road. Discussions should

take place with Transport Scotland to determine potential solutions. If the

recommendations cannot be implemented, alternative east to west routes from

Fife Keith to Keith which have been identified in this study should be investigated.

5.2.3 The recommendation is summarised below and presented in figure 5-1 overleaf.

Table 5-1: Summary of Priority 1 Recommendation – A96

Description

Work with Transport Scotland/BEAR to improve the A96 for vulnerable road users

Issues for consideration

As long as the A96 runs through Keith, it will be difficult to promote active travel, particularly cycling. The most appropriate solution to improve road safety for vulnerable road users is for the A96 to bypass Keith.

Recommended Intervention Indicative Cost

Improve existing crossings and provide new crossing points at key locations that support the active travel network

Works to be agreed with Transport Scotland

Potential to reduce the impact of the A96 by introducing gateway features and reducing the speed limit through the town

Works to be agreed with Transport Scotland

16


5.3 Priority 2 Recommendation – East to West Routes


5.3.1 A route for pedestrians and cyclists from Fife Keith to Keith should be developed.

All of the services and facilities of the town are based in Keith itself and at

present, residents to the west of the River Isla must use the A96 to access Keith.

5.3.2 A ‘high level’ bridge spanning the valley between Fife Keith and Keith would be a

vast and expensive structure which could become an icon for the town. A

potentially cheaper alternative is possible lower down the sides of the valley. A

route is already used regularly by people walking through Strathmill Distillery and

crossing the tracks of the Keith to Dufftown heritage railway.


Table 5-2: Summary of Priority 2 Recommendation – East to West Links

Description

• An alternative east to west route to the A96 for residents from Fife Keith to Keith should be investigated.


A bridge across the valley would require significant funding as it is such a large span. An informal route across the railway tracks close to Strathmill Distillery is clearly used as a short cut from Fife Keith to Keith. A smaller bridge following this informal desire line would be a cheaper option but would require access via distillery roads.


Carry out feasibility study to determine potential for two bridge options and budget estimates.

Officer time

Discuss proposals with Strathmill Distillery Officer time

Develop preliminary plans for wider consultation and planning application Officer time

17


5.4 Priority 3 Recommendation – The Lanes


5.4.1 The Lanes offer direct and level routes, east to west across Keith, that are almost

traffic free. Three lanes are recommended as becoming pedestrian and cyclist

priority as they provide access to some of the main journey attractors and

generators in the town such as the proposed new supermarket, health centre and

residential areas. To give emphasis to the changed priorities on The Lanes,

consultation should take place with local residents to determine if through vehicle

access can be restricted through carefully placed road closures that would

maintain access to garages.


Table 5-3: Summary of Priority 3 Recommendation – The Lanes

Description

Designate the identified lanes as pedestrian and cyclist priority. Seek to remove as much through traffic as possible with various measures such as road closures


Motor vehicle access for residents will need to be maintained


Carry out consultation exercises to gather public support for the scheme and identify potential locations for road closures

Officer time

18


5.5 Priority 4 Recommendation – Mid Street


5.5.1 The Keith Urban Study recommended that a shared space scheme should be

implemented on Mid Street from Reidhaven Square to its junction with the A96.

A shared space scheme removes the typical details from the streetscape such as

designated footways and carriageway and creates an environment where

everyone – pedestrians, cyclists and motorists must share the space available.

Evidence from shared space schemes show that the psychological effects of

removing designated areas for pedestrians and motorists result in lower traffic

speeds and fewer accidents. There are many demands on Mid Street; – parking

for residents and shopkeepers, loading and deliveries. It is essential that the

design of the scheme, including any restrictions, is developed through thorough

consultation.


Table 5-4: Summary of Priority 4 Recommendation – Mid Street

Description

Implement the recommendations from the Keith Urban Study for a shared space scheme on Mid Street


Consultation with businesses is required to ensure functions such as loading, unloading and short term parking can be carried out without compromising the proposals. Cyclists should be allowed to cycle in both directions.


Begin discussions with key stakeholders Officer time

Begin preliminary design to enable wider public consultation Officer time

19


5.6 Priority 5 Recommendation – Community Centre and School

Links


5.6.1 The Community Centre with swimming pool, Keith Grammar School and Keith

Primary School are all located on the same site in the northeast of the town. The

main access to the community centre is via Banff Road (A95). There are wide

footways on Banff Road, but pedestrian access is hindered on the approach by a

poor alignment of the boundary fence. Cyclists would be aided by the

introduction of on road cycle lanes on Banff Road.

5.6.2 For pupils, the main access to the schools is via School Road. At the southern

end, the road narrows to a lane without footways and due to this restriction, a one

way system has been introduced. This one way system hinders cyclist access to

the schools and also forces pedestrians to ‘squeeze’ past the many vehicles who

exit this way.

5.6.3 Ideally, the road should become access only for residents leaving with the narrow

section of School Road at it’s junction with Drum Road, closed to all vehicles

except cyclists. However, this recommendation will require careful consultation

with pupils, parents, teachers and residents.

5.6.4 The cycle parking at the Grammar School is in a poor state of repair and should

be upgraded to encourage teachers and pupils to consider cycling. A

comprehensive programme of on-road cycle training will help both children and

adults to cope with traffic in the town.

5.6.5 The recommendation is summarised below and presented in figure 5-5 overleaf

Table 5-5: Summary of Priority 5 Recommendation – Community Centre and School Links

Description

Improve access for vulnerable road users to the site, improve cycle parking at the Grammar school and offer on-road cycle training to pupils


Motorised vehicles should be restricted from using School Road; however this must be balanced with access for local residents. Cycle training is currently delivered through Grampian Police and they will need to be consulted with regards to increasing the amount of training offered.


Install new cycle parking sheds at the Grammar School £15,000

Install advisory cycle lanes on Banff Road where possible £4,000

20


Table 5-5: Summary of Priority 5 Recommendation – Community Centre and School Links

Install flush dropped crossings and tactile paving on all junction on Banff Road and School Road

£7,000

Investigate possibility of restricting school traffic on School Road Officer time

Improve continuity of footway on Banff Road adjacent to school boundary fence

£6,000

Develop an on-going promotional campaign to promote walking and cycling to school involving Active Schools co-ordinators and the School Travel Co-ordinator

Officer time

Offer cycle training to pupils in Keith Grammar School and Keith Primary School

Grampian Road Safety Officers

21


5.7 Priority 6 Recommendation – Paths to Nelson Brae and Nelson

Terrace


5.7.1 Two informal paths from Nelson Brae and Nelson Terrace are regularly used by

pedestrians as a short cut from Fife Keith to Keith. Both routes lead to the

access road to Strathmill Distillery. There is evidence from the consultation

undertaken during this study that these routes are also used for recreation as the

single track access road is in a very attractive location next to the River Isla. The

path to Nelson Terrace is very steep and would have to be a stepped access and

could include a wheeling ramp. The path to Nelson Brae could be graded to

make it acceptable for cyclists. A gate has been installed in the boundary fence

at Nelson Brae to allow access and with the building of over thirty houses to the

south of Nelson Brae, there will be increased demand for effective pedestrian and

cyclist networks.

5.7.2 If priority 1 and 2 recommendations cannot be implemented, these routes could

form part of an alternative route to Keith.


Table 5-6: Summary of Priority 6 Recommendation – Paths to Nelson Brae and Nelson Terrace

Description

Create formal routes for pedestrians and cyclists from Nelson Terrace and Nelson Brae to the River Isla if Priority 1 and 2 cannot be implemented.


Land ownership is not clear. HGVs use the road adjacent to the River Isla to access Strathmill Distillery and the cooperage.


Establish landownership Officer time

Discuss proposals with Strathmill Distillery and the cooperage and agree on mitigation measures such as signing and the introduction of new paths and passing places

Officer time


22


5.8 Priority 7 Recommendation – Route to Newmill


5.8.1 Newmill is only one mile from Keith, but despite the closeness of the settlements,

there is little active travel between them. Apart from the steep topography up to

Newmill, the main deterrent to walking and cycling between the settlements is the

lack of footway. Virtually all of the students from Newmill are bussed to Keith

Grammar School, but with the introduction of a shared use footway and cycle

track, it would be possible to promote walking and cycling to the school.

5.8.2 There are two potential routes; a flat, potentially on road route on Newmill Road

past the Newmill Road Industrial Estate and the Bonded Warehouse and a hilly,

off road route via Seafield Terrace that avoids the industrial traffic generators.

Consultation with residents of Newmill should be carried out to determine the

preferred option.


Table 5-7: Priority 7 Recommendation – Route to Newmill

Description

Develop an off road walking and cycling route from Newmill to Keith


There are two potential routes into Keith: a flat route past Newmill Industrial Estate and a hilly route from Newmill Road to Seafield Terrace


Establish landownership on preferred routes Officer time

Carry out consultation with residents of Newmill on preferred route Officer time


23


5.9 Priority 8 Recommendation – Keith Active Travel Promotion

5.9.1 If the local environment can be made safer and more conducive to walking and

cycling a comprehensive publicity campaign would help to promote the new

opportunities for active travel. There are strong links with the NHS in the town via

the healthy walks co-ordinator and health improvement officer. These links

should be developed to promote the health benefits of active travel. The Active

Schools Co-ordinators and School Travel Co-ordinator would also be able to

increase the level of promotion of walking and cycling to the school community.

5.9.2 A report from the Rural Environmental Action Partnership highlighted the tourism

benefits of the signed walks around Keith. Although people did not travel to Keith

specifically to use the paths, they were used while they were in the town. When

visitors walk and cycle in the town, they are likely to buy refreshments at local

shops and cafes and boost the local economy.

5.9.3 Very few people cycle regularly in Keith. There are few opportunities to provide

specific facilities for cyclists such as off road cycle tracks and on road cycle lanes

because of the compact nature of the town so, to encourage cycling and create a

culture of cycling there should be an emphasis on teaching people how to cycle

safely in traffic. ‘Invisible’ infrastructure such as road closures, traffic calming and

contraflows in one way streets will aid cyclists, but it is the psychological barriers

to cycling that need to be addressed. Cycle training for adults and young people

has been shown to provide the confidence to make more trips by bicycle.

5.9.4 To gauge the effectiveness of hard and soft measures, a monitoring programme

should be developed. This may consist of permanent counters on pedestrian and

cycle tracks as well as attitudinal surveys.

Table 5-8: Priority 8 Recommendation – Keith Active Travel Promotion

Description

Work with local partners to promote active travel to the residents of Keith and offer on road cycle training to help develop a culture of cycling. Selling the health benefits of active travel through local health practitioners will be key to the promotional campaign.


The steep topography of Keith is a psychological barrier to those who do not currently walk or cycle in Keith. NHS may not be able to commit local resources to a promotional campaign, similarly, the Grampian Road Safety Officers may not be able to deliver cycle training.


Identify potential partners Officer time

Develop promotional campaign including the existing ‘Keith Paths Network’ of recreational paths

Officer time and promotional

materials

24


Table 5-8: Priority 8 Recommendation – Keith Active Travel Promotion

Establish monitoring system to gauge effect of campaign Offer time

Offer cycle training to residents of Keith Grampian Road Safety Officers

25


6 Conclusions

6.1.1 With over 50% of all journeys to work on foot, Keith is clearly a walking town.

However, cycling is much less prevalent with cycling journeys just above the

national Scottish average. Improvements to the walking environment appear on

the surface to be very minor with the much needed provision of flush dropped

kerbs and tactile paving being the main issues. Existing infrastructure provision

for cyclists is currently a misnomer as there are very few opportunities to provide

new traffic free cycle tracks in the town and most streets are too narrow for on

road cycle lanes.

6.1.2 The A96 represents a barrier to increasing Active Travel in Keith. It is an

important strategic link, however, the presence of the A96 often makes walking

and especially cycling in the town a very unpleasant way to travel. Until strategic

through traffic and HGVs are removed from the town via a bypass it will be very

difficult to tempt people from their cars. It would be reprehensible to encourage

school pupils to cycle to school if any part of their journey takes them onto the

A96, and essentially, this is true for anyone who lives in Fife Keith

6.1.3 However, there is much that can be done to mitigate the impact of the A96 on the

town, for example speed reduction measures with improved and more pedestrian

crossings would do much to improve active travel, but these measures are not

generally conducive to a strategic trunk road. Discussions with Transport

Scotland and BEAR should take place to determine what measures could be

introduced to aid pedestrians and cyclists.

6.1.4 Furthermore, subject to feasibility studies it may be possible to link Keith and Fife

Keith via a new pedestrian and cyclist bridge over the River Isla that would avoid

the A96 – one option would be for a ‘high level’ bridge to span the entire valley. A

structure of this magnitude would put Keith ‘on the map’ and would obviously

require a considerable investment. A much cheaper option is a bridge lower

down the valley across the Keith to Dufftown railway line adjacent to Strathmill

Distillery. This is a desire line as can be seen from the well trodden path down

the sides of the cutting.

6.1.5 On the positive side, the grid layout of Keith with its dense network of lanes and

streets may explain the high levels of walking in the town. The lanes offer almost

traffic free routes east to west across the town that dissect the main shopping

area – Mid Street. The town should build on these assets by working to

designate some of them as having pedestrian and cyclist priority to further

encourage their use and to deter through vehicular traffic. The Keith Urban Study

suggests that an arts event led strategy for the lanes could be introduced to make

them more attractive to both residents and visitors.

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6.1.6 What is clear from the study that it is not the lack of walking or cycling

infrastructure that is the problem in Keith – it is a combination of physical and

social aspects: steep topography, the A96 and its inhospitable environment, that

has fostered a culture of not cycling. The first step to addressing these issues

has been discussed in detail, however, if the A96 continues to dominate the town,

the promotion of active travel should proceed with caution. It is also worthy of

note that if measures to relieve the town of HGVs and through traffic can be

introduced, physical measures alone are not likely to lead to modal shift. A

‘hearts and minds’ campaign with practical lessons in safe cycling will need to be

an elemental component to bring about a change in culture and habit.

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Appendix A: Keith Active Travel Network – Suggested Improvements

1.1 Route 1 – Fife Keith

Fife Keith lies west of the River Isla and rises steeply to the sought from the A96. The majority of housing in this area is post war

with generous gardens. The only facilities in the area are recreational: the golf course, squash courts, the Scout Hall and a café

and pub in Regent Square. The nearest shop is a Spar on the eA96. New housing is currently being built to the south of Nelson

Terrace.

The main active travel routes for this area are: Regent Square, Fife Street to Mar Place, Nelson Terrace, Mar Place and the un-

made paths from Nelson Brae and Nelson Terrace to the A96 via the access road to Strathmill Distillery.

1.1.1 Key Issues: Access to Keith from Fife Keith avoiding the A96. New housing developments could build in active travel infrastructure. Consultation required with Strathmill Distillery.

Route 1 – Fife Keith

Ref Street Start End Intervention

R1a Regent

Square - -

Public realm work required to reduce the dominance of cars. Footways need to be

defined and the entrance to the square to the east of the public toilets should be

closed to all traffic except bicycles.

R1b Nelson

Terrace Road closure Road closure

Provide a gap for pedestrians and cyclists in the existing road closure and improve

colour contrast on existing bollards.

Provide flush dropped crossings and tactile paving at all minor road crossings.

R1c Mar Place Nelson Terrace Mar Court Provide destination signing.


R1d Fife Street Regent Square Mar Place Provide destination signing.


R1e

Path from

Nelson

Brae/Terrace

to Strathmill

Distillery

access road

Nelson Terrace Access Road

Investigate land ownership. Seek to provide a well graded footway/cycle track from

gate at Nelson Brae to access road and provide stepped pedestrian access from

Nelson Terrace to the access road.

R1f

Strathmill

Distillery

access road

A96 Distillery Provide warning signs for HGV drivers and pedestrians/cyclists on access road to

warn of each other’s presence. Provide passing places where possible.

R1g

New housing

south of

Nelson

Terrace

- - Provide links from new housing to existing and proposed active travel networks.

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1.2 Route 2 – The A96

The A96 is a major barrier to increased active travel and is further complicated by the fact that the road is the principle east to

west route, managed by Transport Scotland/BEAR. Currently, the road has to meet the demands of a main strategic route as

well as function as a local route for the residents of Keith – these two functions are not compatible and the type of traffic currently

using the road is not conducive to walking or cycling. There is currently no suitable alternative to the A96 for pedestrians from

Regent Square to Moss Street. It is possible to use the bridge to the rear of the existing Tesco supermarket through Old Town

and Union Street, but this is a steep climb and not as direct for those people coming from Fife Keith. Walking along the road is

unpleasant due to the volume and type of traffic using the road. Having a conversation can be very difficult at times due to the

noise of traffic and in places where the footway is at its narrowest, the presence of HGVs is disconcerting. The Keith Urban

Study also suggests that the A96 should be visually ‘downgraded’ and greater priority given to pedestrians.

The footways are adequate for pedestrians, although the jigsaw of different materials is unattractive and uneven in places.

There are dropped crossings with tactile paving at some minor road junctions, but they are poor quality: the dropped kerbs are

far from flush and the type of tactile paving is wrong in some places.

Crossing the A96 is also problematic. There are a number of uncontrolled crossing points with refuges, but only one controlled

pedestrian crossing at the Spar shop close to Regent Square. Balloch Road and Mid Street are suitable alternative to using the

north to south section of the A96 on Moss Street, but crossing the road is particularly difficult. The junction of Mid Street, Banff

Road and the A96 is a key location and the existing uncontrolled crossing points do not support pedestrian desire lines.

The road is particularly unpleasant for cyclists: the physical difficulty of climbing hills combined with overtaking HGVs will deter all

but the most determined of cyclists.

1.2.1 Key Issues: Creating active travel friendly conditions on the A96 is key to encouraging a shift to sustainable modes.

Route 2 – The A96


R2a A96 Regent Square Dunnyduff

Road

Work with Transport Scotland and BEAR to reduce the visual and physical impact of traffic with interventions such as: Gateway features Reduced speed limits Improve existing crossing points, in particular the junction with Mid Street and Banff Road Introduce new crossing points

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1.3 Route 3 – The Lanes

The grid pattern of Keith provides a myriad of routs for pedestrians and cyclists, many of which are virtually traffic free. The

Lanes run from east to west from Land Street to Balloch Road with their main purpose to provide access to homes and garages.

The Lanes have no footways and are relatively narrow, providing room enough for a pedestrian or cyclist to pass a vehicle. The

narrowness of the Lanes and relatively poor visibility for motorists leaving them acts as an in-built traffic calming feature. Cooper

Lane links directly to the proposed junction for the new Tesco supermarket on the A96. It is proposed to make the lane one way

for vehicles which will be a distinct disadvantage to cyclists as it will force them to use the A96 when leaving the supermarket.

It is proposed that a number of lanes that link into a wider network should be regarded as having pedestrian and cyclist priority

and measures introduced where possible to reduce the opportunities for through motor vehicles, whilst still maintaining access to

existing garages.

1.3.1 Key Issues: Consultation with local residents and businesses is required to identify opportunities for reducing traffic.

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R3a The Lanes - -

Work with local residents to identify measures that would be acceptable in

creating pedestrian and cyclist priority lanes.

Provide crossing points on the A96 to ensure continuity of Lanes.

Allow two way cycling on all lanes, especially to and from the proposed new

supermarket.

R3b Cuthil Park - - Widen paths to at least 2m wide to allow for walking and cycling. Designate

paths to legally allow cycling. Provide dropped crossings and tactile paving.

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1.4 Route 4 – Mid Street

Mid Street is the heart of Keith. It is a narrow street with a healthy range of independent shops and a small supermarket. During

the day, the street is busy, lively and convivial with people spilling out onto the road from the narrow pavements. Currently, the

street is traffic calmed with a one way system and has unrestricted street parking. The Keith Strathisla Regeneration

Partnership, the Highlands and Island Enterprise Moray and The Moray Council instigated an urban study of Keith that

recommended that a ‘shared surface’ be implemented on Mid Street – this is where the traditional pavement and kerb separating

pedestrians and vehicles, and street crossings are removed. People’s behaviour in the street is more strongly affected by their

surroundings than by the existence of traffic signs and road markings so the change in surface from footway to road to shared

space creates uncertainty for drivers and forces them to be more aware of their speed and the presence of pedestrians and

other road users. Vertical elements like planting and trees can also create ‘obstacles’ to slow the driver and provide formal

parking for cars and bicycles.

The one way system on Mid Street is a deterrent to cycling and any shared space scheme should allow cycling in both

directions.

1.4.1 Key Issues: Further consultation is required to garner support for the scheme.

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R4a Mid Street A96 Reidhaven

Square

Begin consultation with local businesses and residents to implement a shared use

scheme with two way cycling.

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1.5 Route 5 – North to South

A number of routes to enable pedestrians and cyclists to travel from the north to the south of the town have been identified. The

main attractor in the north of the town is the railway station and businesses at Isla Bank Mills and from here, the routes take

people to the town centre and beyond. For pedestrians, the majority of footways are in good repair and have adequate width to

allow two people to walk side by side – the main problem is crossing the A96 which has been discussed in Route 2. For cyclists,

the problem is more complicated. There are very few opportunities in the town itself to build traffic free routes and in most cases,

the roads are not wide enough to provide on street cycle lanes. The most suitable options for Keith are to reduce the speed of

traffic combined with a cycle training programme to give residents the confidence to cycle safely in traffic.

The housing estate at Den Crescent seems somewhat isolated although it does have good pedestrian links to the town centre.

The footways are in good condition and there is a comprehensive network of traffic free footways within the estate. There is an

advisory 20mph speed limit on Den Crescent although the condensed echelon on street parking is an effective traffic calming

feature in itself.

A desire line from Wellington Terrace to St Rufus Church also exists. There is an existing path from Wellington Terrace down to

the River Isla where the path used to continue across the river using stepping stones, but these have since been fenced off. To

cross the river, people now walk across the Keith to Dufftown railway line. An existing path adjacent to the church leads to the

A96.

The railway line from Keith mainline station to Keith Town heritage railway is currently unused, and from the mainline station to

Strathisla Distillery, the train tracks have been removed and there exists a well used path. The Keith to Dufftown heritage railway

have aspirations to bring this part of the line back into use, but the organisation do not currently have funding to implement the

extension. In the meantime, the path and track could be improved and altered to allow pedestrian and cyclist access.

1.5.1 Key Issues: A number of opportunities for traffic free paths exist, some of which impact upon the disused railway track that forms part of the Keith to Dufftown heritage railway.

Route 5 – North to South


R5a Station Road Keith Train

Station A96 Provide flush dropped crossings and tactile paving at all minor road crossings.

R5b Station Road Bridge at

River Isla

Bridge at

River Isla Create priority give way and increase the width of the footway

R5c Seafield Avenue Station Road A96

Determine speed of traffic and consider traffic calming measures if surveys show

there is evidence of speeding traffic. Introduce cycle lanes where room allows.


Improve footway that has been damaged by tree roots adjacent to St Rufus Park

R5d Balloch Road Westerton

Road

Old Den

Road

New Tesco supermarket may increase the amount of traffic on Balloch Road.

Before and after counts should be taken to quantify effect.


R5e Police Lane/Cuthil

Road/Cuthil Avenue - -

All of these streets are suitable for walking and cycling. The main deterrent is the

steep topography. Signing is required to build a network.

R5f Dunnyduff Road Balloch Road Edindiach

Road Provide flush dropped crossings and tactile paving at all minor road crossings.

R5g Path to the Den Dunnyduff

Road

Den

Crescent

Widen paths to at least 2m wide to allow for walking and cycling. Designate paths

to legally allow cycling. Provide dropped crossings and tactile paving.

R6h

Path from

Wellington Terrace

to St Rufus Church

- - Create a crossing across the River Isla from Wellington Terrace to link into paths at

St Rufus Church.

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1.6 Route 6 – East to West

Outwith the Lanes, there are two east to west routes that have been identified for walking and cycling. The first one links the

existing Tesco supermarket, the hospital, health centre and library: the route along Old Town and Union Street is a narrow road

but with adequate footways and is level after the climb from the Keith to Dufftown railway bridge. Turner Street is similar to Union

Street, but it is much busier as the hospital, health centre and police station are housed here. There is a steep set of stairs that

link Turner Street to Old Town, and although they are very steep and need some maintenance, they are well used as they are a

convenient short cut to the existing supermarket. The steps would benefit from some maintenance and could be improved by

the introduction of a wheeling ramp or even a parallel ramp. Turner Street is another important east to west link as it where the

hospital, health centre and police station are situated and links directly into a lane.

The second east to west link is using Chapel Street, Reidhaven Square and Bridge Street. There is a regeneration project

underway in Reidhaven Square to improve pedestrians facilities and formalise car parking. There is a substation bus stop in the

square with real time information. Chapel Street is home to St Thomas Primary School and the street can be very congested at

school opening and closing times. There is no footway on the northern side of the road.

Residents from Fife Keith have created an informal path to Keith from Strathmill Distillery, across the train tracks of the Keith to

Dufftown railway. This is a clear indication of the desire and need for a shorter route between Fife Keith and Keith.

It is possible to create a pedestrian and cycle link between Fife Keith and Keith via bridge over the River Isla. The most direct

desire line for a bridge would be from near the road closure on Nelson Terrace to Quarryhill cul-de-sac. This would be a very

wide span bridge at a very high level and would be an expensive option, however, it would be a prominent structure that could

become an iconic landmark for the town.

A less expensive option for a traffic free bridge over the River Isla is a bridge lower down the valley sides that mimics the current

desire lines across the railway tracks. At present, pedestrians walk through Strathmill Distillery, across the railway tracks to join

the existing path to Old Town. Crossing the tracks is relatively safe as trains do not run in the winter and has a limited timetable

in the summer that the local people are familiar with.

1.6.1 Key Issues: A number of opportunities for traffic free paths exist for linking Fife Keith to Keith but they will require significant investment.

Route 6 – East to West


R6a Old Town

Bridge over

Keith to

Dufftown railway

- Consider closing the bridge to all vehicular traffic to provide a traffic free route to the

supermarket for pedestrians and cyclists.

R6b Old Town

Bridge over

Keith to

Dufftown railway

Union Street Provide flush dropped crossings and tactile paving at all minor road crossings.

R6c Union Street Old Town A96 Provide flush dropped crossings and tactile paving at all minor road crossings.

R6d Steps Old Town Turner Street

Carry out maintenance to steps to improve overall condition and environment.

Investigate opportunities to provide ramped access adjacent to steps and wheeling

ramp.

R6e Turner Street

Bridge over

Keith to

Dufftown railway

Lane at end

of Turner

Street

Continue to enforce waiting restrictions. Provide flush dropped crossing and tactile

paving at all minor road crossings.

R6f Low level

bridge link

Strathmill

Distillery

Existing track

to Old Town

Build a new bridge across the railway from Strathmill Distillery to existing track.

Formal access required through the distillery which may be objected to –

consultation required. Existing track to Old Town would need resurfacing.

R6g High level

bridge link

Road closure at

Nelson Terrace

Quarryhill cul

de sac Build a bridge across the valley to link Fife Keith to Keith.

1.7 Route 7 – Community Centre and School Links

The Community Centre and swimming pool, Keith Grammar School and Keith primary school are located on one site in the north

east of the town. School Road is the main access road fro the Grammar and Primary School which is a residential road and

suffers from the normal problems associated with the school run. At the southern end of School Road, the road narrows

considerably into a lane without footways and has been made into a one way road. The majority of vehicular traffic leaves

School Road through this narrow lane along with pedestrians and any cyclists.

Banff Road is a wide road with a gentle climb out of Keith. The footways are adequate for walking. Moray Council traffic counts

show that there are a high percentage of HGVs using the road. There are no cycle facilities from Broomhill Road to the

Community Centre, there is adequate room for on road cycle lanes.

For pupils from Newmill, a route through St Rufus Park is not only a convenient short cut, but also avoids the A96. Many of the

paths are not wide enough for pedestrians to pass comfortably and should be widened, especially for cyclists.

It is possible to define and construct a traffic free route to the school from the Den Estate using existing paths and a shortcut

through Westerton Industrial Estate.

1.7.1 Key Issues: Pinch point at School Road – preferred solution requires restriction on vehicle access which may be contentious.

Route 7 – Community Centre and School Links


R7a Banff Road Boundary Fence Residential

housing

Improve footway and desire lines by moving the boundary fence and removing the

‘corner’

R7b Banff Road Community

Centre A96 Provide flush dropped crossings and tactile paving at all minor road crossings.

R7c School Road Banff Road Drum Road Investigate possibility of closing School Road at Drum Road and restrict traffic to

access for residents only

R7d St Rufus

Park - -

Widen paths to at least 2m wide to allow for walking and cycling. Designate paths

to legally allow cycling. Provide dropped crossings and tactile paving.

Provide ramped path as an alternative to steps to Broomhill Road

R7e

Traffic free

route from

the Den to

schools

- - Investigate traffic free path from the Den Estate to schools using existing paths off

Edindiach Road and shortcut through Westerton Industrial Estate.

1.8 Route 8 – Newmill

Newmill is only one mile from Keith, but there exists a psychological distance which is much greater. This is due to the fact there

is no footway from Newmill Road Industrial Estate to the village. People do walk between the settlements, but as they have to

walk ‘in the road’ it is not a popular route when the speed limit is 60mph. The majority of pupils from Newmill Primary School

attend Keith Grammar School, but even though the one mile distance between the settlements is an ideal distance for walking or

cycling, most pupils take the bus.

There are two potential traffic free routes into Keith, one that uses the flat road past the industrial estate which carries a

significant number of HGVs or an alternative hilly route across a field to Seafield Terrace.

1.8.1 Key Issues: This is an important link that was raised frequently during consultation. Consultation with residents of Newmill is needed to identify a preferred route.

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R8a - Newmill Keith Provide an off road footway/cycle track from Newmill to Keith

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