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Stirling’s Local Transport Strategy:

Review

Stirling’s Local Transport Strategy (LTS) was published in 2006 and subject to a mid-term review in 2011. The

LTS sets out the Council’s strategic objectives for transport in the Council area and provides a framework for

subsidiary delivery plans focused on Stirling City (City Transport Plan), other areas of the Council area (Towns,

Villages and Rural Areas Transport Plan), Road Safety (Road Safety Action Plan) and Road Maintenance.

The mid-term review suggested that the Local Transport Strategy remains an appropriate framework to

bring forward transport improvements in line with local, regional and national objectives. Nonetheless

improvements were made, including:

• Developing Supplementary Guidance to address travel demands to ensure new developments consider

sustainable and active travel options where applicable

• Reviewing the City Transport and Towns, Villages and Rural Area delivery packages

• Preparing a LTS addendum which considers potential improvements where there may be opportunities

for improvements

• Ensuring the LTS and its delivery programme retain the ability to identify and respond to threats,

weaknesses and opportunities by adopting a monitoring and review process

The LTS is now ten years old, and a review has taken place in order to determine:

• Changes since the mid-term review in 2011

• What the LTS has delivered over its ten year lifespan

• Progress made against LTS objectives

Changes Since The Lts Mid-Term Review, 2011

Since the LTS mid-term review in 2011, there are a number of issues to take into account when considering its

relevance:

• National, regional and local policy and strategy introduced or updated since 2011

• Accommodating future growth

• Proposed infrastructure projects

National policy and strategy introduced or updated since 2011

A summary of all relevant legislation and guidance introduced since 2011, together with implications for

the LTS going forward can be found in Appendix A, with more information relating to the most significant

documents below:

Going forward we need to ensure that our LTS objectives are aligned with the following documents:

National Transport Strategy (NTS) (Scottish Government, 2016) sets out the Scottish Government’s long term

vision for transport. The NTS introduced three key strategic outcomes, which are to:

• improve journey times and connections between our cities and towns and our global markets to tackle

congestion and provide access to key markets

• reduce emissions to tackle climate change

• improve quality, accessibility and affordability of transport, to give people the choice of public transport

and real alternatives to the car

1. Introduction

Stirling’s Local Transport Strategy: Review 1

2 Stirling’s Local Transport Strategy: Review

Cleaner Air for Scotland – The Road to a Healthier Future (Scottish Government, 2015) introduces the National

Low Emissions Framework, which sets out a procedure for local authorities to determine effective measures for

addressing air quality issues in their areas.

Transportation Noise Action Plan (Scottish Government, 2014) is aimed at meeting obligations under the EU

Environmental Noise Directive with respect to transportation noise in Scotland. Ten locations within Stirling

(out of 122 nationally) have been designated as Candidate Noise Management Areas for further study as they

are in the top 1% of locations for road noise in Scotland.

Community Empowerment (Scotland) Act 2015 (Scottish Government, 2015)

The Act strengthens the position of local community groups, including community councils and Community

Planning Partnerships, through the ownership or control of land and buildings and in determining the

provision of and priorities for public services.

Cycling Action Plan for Scotland (CAPS) (Scottish Government, 2013) has the vision that by 2020, 10% of

everyday journeys taken in Scotland will be by bike.

Let’s Get Scotland Walking - National Walking Strategy (NWS) (Scottish Government, 2014) outlines the Scottish

Government’s vision to create a walking culture where everyone benefits from walking as part of their everyday

journeys, enjoys walking in the outdoors and where places are well designed to encourage walking.

More Active Scotland – Building a Legacy from the Commonwealth Games (Scottish Government, 2014) aims to

encourage people in Scotland to enjoy more active and healthier lives

Road Traffic Reduction Act (UK Government, 1997) places a duty on local authorities to set targets for road

traffic reduction in their area at such time as the Government directs, unless local authorities consider it

inappropriate. Local transport strategies should be designed to meet the objective of reducing road traffic.

If local authorities decide not to set road traffic reduction targets, the local transport strategy should set out

clearly why this is so.

While this work was not undertaken for the LTS when it was developed, the modelling currently being

undertaken to assess the likely traffic impact of development growth scenarios, will enable road traffic

reduction targets to be based on the City Transport Plan.

Regional policy and strategy introduced or updated since 2011

Tayside and Central Scotland (Tactran) Regional Transport Strategy (2015) sets out a vision and strategy for

improving the region’s transport infrastructure, services and other facilities, over the period 2008 to 2023.

The Strategy has three key strategic themes:

• delivering economic prosperity

• connecting communities and being socially inclusive

• environmental sustainability and promoting health and well-being.

Tactran Health and Transport Framework has four main themes:

• Promoting Active Travel

• Transport and Public Health

• Access to Healthcare

• NHS Staff Travel


Loch Lomond and Trossachs National Park (LLTNPS) National Park Partnership Plan, 2012-2017

The LLTNPS National Park Partnership Plan sets out in detail how the National Park, what it offers to the people

of Scotland and visitors, will be enhanced over the next few years.

The priorities relating to sustainable traffic management, must be taken into account when revising the LTS.

These priorities include:

• Reducing carbon emissions from cars whilst enhancing the visitor experience.

• On a number of roads in the National Park putting in place enhanced public transport where applicable

Local policy and strategy introduced or updated since 2011

Stirling Single Outcome Agreement (SOA) (2013) prioritises the main changes that need to be made in Stirling’s

communities between 2013 and 2023, and commits community-planning partners to harnessing collaborative

effort, in partnership with communities, to delivering the step change required.

The current LTS objectives are aligned to the previous SOA objectives. Going forward the LTS objectives will be

developed to reflect the more recent SOA objectives

Stirling City Development Framework (2015) creates an overarching plan for Stirling’s city infrastructure

investment, as well as:

• ensures Stirling’s assets are used for maximum return

• produces an increase in high quality, sustainable jobs

• creates a place of vibrancy

Stirling Economic Strategy (2014) provides the focus for the city’s growth and investment ambitions. As Stirling

is at the hub of Scotland’s transport network by road, rail and air, the LTS will be developed to help maintain the

transport network both externally (to help encourage business / visitors to come to Stirling) and internally (to

help connect rural and other communities with job opportunities)

Stirling City Strategic Infrastructure Plan (2014) presents Stirling’s infrastructure ambitions to support the

sustainable expansion of the City, and grow and diversify the local economy. Ten infrastructure projects have

been identified and prioritised on the basis of generating the greatest economic and social benefits, including:

• Stirling Station Gateway Street Enhancement

• Durieshill and South Stirling Gateway Transport Improvements

• Viewforth Link Road and Public Realm Improvements to Adjacent City Centre Streets

Stirling Sports, Physical Activity and Wellbeing Strategy (2015) represents a commitment to provide

opportunities and access to physical activity for all, including walking and cycling as leisure and commuter

activities.

The LTS promotes ‘active travel’ as a healthy means of transport, leisure and means of access to services and

opportunities. It will also provide a delivery framework that helps to prioritise active travel projects and spend,

as well as increase the amount of people walking and cycling in Stirling.

Stirling Local Development Plan (LDP) (2014) covers the whole of the Stirling LDP area. It contains a vision

looking ahead 20 years to 2034, which focusses on maintaining and building on the character and quality

of Stirling and the other places in the area, as well as meeting the Council’s aspirations for new housing and


business space. Currently only approximately 60% of LDP housing allocations can be built out before frequent

and severe congestion occurs (predicted 2024): to avoid this, both road capacity improvements and significant

modal shift are required.

Stirling City Transport Plan (CTP) (2013) replaced the City Transport Strategy which had been in place since

2007. The primary objective of the CTP for the period between adoption and the end of 2021/22 was to

‘Improve the attractiveness of Stirling and its sustainability’, from 2022/23 onwards the focus shifted to

‘Accommodating growth’ due to the forecast build out rate of the Local Development Plan (LDP). The CTP

contains a draft programme of works designed to enable these objectives to be met.

The Towns, Villages and Rural Area (TVRA) Plan (2013) sets out the problems and opportunities relating to

transport and access in the towns, villages and rural area as identified in Community Plans, and local regional

and national strategies.

Both the CTP and the TVRA are ‘daughter’ documents of the LTS setting out the programmes for delivering the

objectives of the LTS.

Accommodating future growth

A range of scenarios have been modelled using the Council’s PARAMICS traffic micro-simulation model.

These scenarios have focused on the likely traffic impact of three levels of build-out of the adopted Local

Development Plan (LDP) (2014):

• 20%;

• approximately 60%;

• 100%

and are based upon the expected phasing in the LDP of sites being promoted for construction by developers.

Across most of the scenarios, the routes with the greatest increases in journey time are:

• A91

• Kerse Rd

• St Ninians Rd

• Bannockburn Rd

• Glasgow Rd

• Alloa Rd

NB: any already congested route(s) is unlikely to be highlighted using this indicator

Two mitigation factors have been modelled in order to identify potential and most cost effective methods to

mitigate the effects of the increased traffic forecast. These mitigation factors are:

• Modal shift: reducing the percentage of local journeys within Stirling undertaken by private car. This

will require the implementation of a substantial and sustained package of modal shift measures

including public realm works, active travel and public transport network improvements and behaviour

change work.

• Increasing road capacity within the Stirling area, including links into the strategic road network: e.g. M9/

M80, construction of significant new roads including the Viewforth Link and Kildean to Bridge of Allan

Corridor, and substantial road improvements on existing key routes including Kerse Road and the A91.


It is important to note that this modelling work only looks at road traffic and does not forecast likely impacts of,

or necessary mitigation to manage/encourage, changes in walking, cycling or public transport use.

Modal shift away from private car has been included in the model by reducing traffic growth by 5% and 10%

to allow sensitivity tests of the impact of such reductions on road traffic flows and journey times. To achieve

a substantial 10% modal shift will require a strong, integrated and funded package of modal shift measures

targeting both infrastructure improvements and behaviour change.

It can be seen from Figure 1 that the Stirling City Traffic Model indicates there are likely to be frequent and

severe levels of congestion in the afternoon peak periods (between 3pm and 7pm) by construction of 60% of

the development planned in the Council’s adopted LDP (2014) unless a significant change in people’s travel

habits away from private car is created or major road improvements are put in place.

By 100% buildout of the LDP, major road improvements require to be put in place to ensure that journey times

remain commensurate with those currently experienced. While the full package of road improvements appears

in the model to manage the forecast road traffic increases without need for an modal shift away from private

cars, a combination of road improvements and modal shift would help to minimise journey time increases and/

or allow a scaled-back package of road improvements deliver the necessary capacity increases to maintain

current journey times.

Full details of the key road network improvements included in each of the City Transport Plan (CTP) packages

are listed in the Proposed Infrastructure Projects section of this report on page 12.

Figure 1: Summary of model results

LDP build-out level 20% LDP Approx. 60% LDP 100% LDP

Road Capacity Improvements

Modal Shift

0% 5% 10% 0% 5% 10% 0% 5% 10%

No capacity improvements

PM only PM only PM only PM only

CTP 2019 Improvements

PM only PM only PM only PM only


PM only PM only PM only


Key

Model runs completed

Model ‘gridlocked’ [Where stated “PM only”, the model ran in the AM tests but ‘gridlocked’ in the PM tests]

Scenario not modelled


20% build out of the adopted Local Development Plan (LDP)

No significant road improvements and No modal shift

The maps below (Fig 2 and Fig 3) show the travel time changes forecast to be caused by construction of 20% of

the units in the Council’s adopted LDP with no significant road improvements and no modal shift from private

car to other modes. As can be seen, the morning peak (0700 – 1000) journey time increases are wider spread

but less severe than those experienced in the afternoon peak (1500 – 1900). Significant journey time increases

are forecast to occur in the morning peak on Burghmuir Road where journey times are forecast to more than

double and in the afternoon peak on the A91 between Muirton and Manor Powis and Greencornhills to Skeoch,

both of which have forecast journey times more than double those currently experienced.

Fig 2: Journey Time increases over 75% in the AM peak (0700 – 1000) with 20% LDP buildout and no significant road improvements or modal shift.

Fig 3: Journey time increases over 75% in the PM peak (1500 – 1900) with 20% LDP buildout and no significant road improvements or modal shift.


Approx. 60% build out of adopted Local Development Plan

No significant road improvements and 10% modal shift

Fig 4 and Fig 5 show the travel time changes forecast to be caused by construction of 60% of the units in the

Council’s adopted LDP with no significant road improvements and a 10% modal shift from private car to more

sustainable modes such as walking, cycling and public transport. As can be seen, the morning peak (0700 –

1000) journey time increases are wider spread but less severe than those experienced in the afternoon peak

(1500 – 1900) which are all on the A91. The most significant journey time increase forecast is in the afternoon

on the A91 between Muirton and Manor Powis, with an increase of over 3 times the current journey time.

Fig 4: Journey Time increases over 75% in the AM peak (0700 – 1000) with 60% LDP buildout, no significant road improvements and a 10% modal shift.

Fig 5: Journey time increases over 75% in the PM peak (1500 – 1900) with 60% LDP buildout, no significant road improvements and a 10% modal shift.


Significant road improvements (2024 City Transport Plan package) and No modal shift

The maps below (Fig 6 and Fig 7) show the travel time changes forecast to be caused by construction of 60%

of the units in the Council’s adopted LDP with significant road improvements (based on the 2024 CTP package)

and no modal shift from private car to other modes. As can be seen, the journey time increases are larger in the

morning on Kerse Road and the A91 as traffic is attracted to these routes rather than routes through the City. In

the afternoon peak routes around the A91, on city bound on Kerse Road and out of the city on St Ninian’s Road

all experience significant journey time increases as traffic seeks to find the quickest route to their destination.

Fig 6: Journey Time increases over 75% in the AM peak (0700 – 1000) with 60% LDP buildout, significant road improvements (2024 CTP package) and no modal shift.

Fig 7: Journey time increases over 75% in the PM peak (1500 – 1900) with 60% LDP buildout, significant road improvements (2024 CTP package) and no modal shift.


100% build out of adopted Local Development Plan

Significant road improvements (2032 City Transport Plan (CTP) package) and No modal shift

Fig 8 and Fig 9 show the travel time changes forecast to be caused by construction of 100% of the units

in the Council’s adopted LDP. This modelling includes the full 2032 CTP road improvement package but

no modal shift from private car to alternative modes. Both morning and afternoon peak periods show

significant journey time increases on most main routes into/out of and within the City. The majority of

the A91 experiences significant journey time increases in both the morning and afternoon peak periods,

particularly into the City in the morning and out of the City in the afternoon. Wellgreen Road, Kerse

Road and Bannockburn Road also experience significant journey time increases in both the morning

and afternoon.

Fig 8: Journey Time increases over 75% in the AM peak (0700 – 1000) with 100% LDP buildout, significant road improvements (2032 CTP package) and no modal shift.

Fig 9: Journey time increases over 75% in the PM peak (1500 – 1900) with 100% LDP buildout, significant road improvements (2032 CTP package) and no modal shift.


Significant road improvements (2032 City Transport Plan (CTP) package) and 10% modal shift

The journey time forecast increases shown in Fig 10 and Fig 11 are based on the construction of 100% of the

units in the Council’s adopted LDP with the full 2032 CTP road improvement package and a 10% modal shift

from private car to alternative modes such as walking, cycling and public transport. From these maps when

compared to Fig 8 and Fig 9 above, it can be seen that while creating a 10% modal shift does not remove the

journey time increases the move away from private cars for journeys within the City can significantly reduce the

journey time increases experienced by all motorists and on all routes.

Fig 10: Journey Time increases over 75% in the AM peak (0700 – 1000) with 100% LDP buildout, significant road improvements (2032 CTP package) and a 10% modal shift.

Fig 11: Journey time increases over 75% in the PM peak (1500 – 1900) with 100% LDP buildout, significant road improvements (2032 CTP package) and a 10% modal shift.


Proposed infrastructure projects

There has been progress in the development of new transport infrastructure since 2011 with a clear

programme of future development of the regional transport network set out in the Tactran Regional

Transport Strategy and for the strategic transport network in a range of documents, particularly the

refreshed National Transport Strategy developed by Transport Scotland and Network Rail’s Scotland

Route Network Study. Stirling City Transport Plan also identifies packages of works to improve the

attractiveness of Stirling and its sustainability (see figure 12).

The main proposed projects are:

• Stirling Station Gateway

• Durieshill and South Stirling Gateway

• Kerse Road

• Viewforth Link Road

• Kildean to Bridge of Allan Corridor

• Cornton Crossing (Network Rail) to be replaced by bridge, subject to detailed design and

planning consent

• Electrification of rail routes between central belt and Dunblane / Alloa (EGIP)

As referenced in the modelling work to forecast likely journey time impacts of the construction of the

Council’s adopted (2014) Local Development Plan, the City Transport Plan road improvement packages

included in the modelling are as follows:

• 2019 package includes:

• Viewforth link road

• Pirnhall Junction improvements (phase 1)

• A905 Kerse Road improvements

• 2024 package includes, in addition to 2019 package:

• Kildean to Cornton link road


• Muirton – Millhall roundabout improvements

• Manor Powis roundabout upgrade

• Greencornhills roundabout upgrade

• Causewayhead / Airthrey Road junction upgrade

• 2032 package includes, in addition to 2024 package:

• Cornton to Airthrey link road

• Goosecroft Road to Burghmuir Road link road

• Clock Roundabout area improvements


• Muirton roundabout upgrade

• Skeoch roundabout upgrade

• Hillfoots Road improvements


Figure 12: City Transport Plan Key Projects


2. LTS PERFORMANCE 2006 - 2015This section indicates whether the LTS policy framework has been successful, by:

• Assessing whether we have delivered what we said we would deliver

• Assessing performance against headline indicators

Table One summarises the key deliverables, which includes significant schemes such as:

• Park and ride schemes at Springkerse and Castleview

• City ring road and radial route improvements at:

• A811 Kings Knot

• Stirling Western Access Rd (Drip Road / Back o’ Hill Road)

• Victoria Place / Queen Street Traffic Calming

• Greenyards, Logie and Millhall roundabouts

• City Centre improvement schemes at Port Street, King Street and Friars Street / Baker Street

• Implementation of A81 and A811 Road Safety Route Action Plan

• Supporting works including the refurbishment and replacement of bridges to enable the electrification

of the rail network (the EGIP project) as far north as Dunblane, expected to be delivered by December

2018.

In addition to the major schemes, packages of smaller measures to support achievement of the LTS objectives

have included:

• 62 accident remediation and safety schemes

• 74 pedestrian and cycle schemes

• 48 20mph zones and safer routes schemes

• The provision of annual support for 12 bus services, and 5 demand responsive transport services.

• Maintaining Stirling Bus Station and concessionary travel scheme

• From 2015 every school in Stirling Council has a school travel plan in place

The majority of the above schemes are capital schemes. Those areas of LTS delivery which have not been as

successfully delivered include:

• Employee travel plans

• Travel awareness and modal shift initiatives

Many of these areas are reliant on revenue funding.


In addition to the above schemes, we also worked with partners, including Paths for All, Living Streets, Sustrans,

University of Stirling, Forth Valley College to launch ‘Walkable Stirling’ in 2014 to help promote Stirling as a

walkable place.

Joint working with Children, Young People, Education Service has resulted in every school in Stirling Council

having a school travel plan in place. Likewise, 88% of schools are engaged in the Bikeability programme, as of

2014/15.

Transport Scotland launched a cycle hub at Stirling Rail Station in 2013. It has since been involved with

installing a public bike share scheme, with 100 bikes spread over 11 stations around the city.

At the same time:

• There has been as reduction of 54% in the number of supported bus services provided between

2010/11 and 2014/15.

• There has been a reduction of approximately 50% in funding of accident remedial schemes since

the mid-term review in 2011, hence a large reduction in the number of main schemes implemented

between 2011/12 and 2014/15.

• Although there appears to be a large reduction in the number of safer routes to schools schemes,

including 20mph zones, all schools have a minimum of part-time 20mph zones outside them,

depending on the location of the school.


Duration 2005/06 - 2010/11 2011/12 - 2014/15 2005/06 - 2014/15

LTS Objective Scheme Type Number of main schemes / services

Cost

(£ ‘000)

No of main schemes services

Cost

(£ ‘000)

Total no of main schemes /services

Total costs

(£ ‘000)

PO1 Promote safer travel for all

Accident remediation and safety schemes

30 £1,217 4 £686 51 £4,667

PO2 Maintain and manage the existing transport network effectively

Traffic management

16 £564 17 £2,764 27 £1,950

City Ring and Radial Roads

10 £4,839 0 £0 10 £4,839

Park and Ride and Park and Walk schemes

3 £1,713 0 £0 3 £1,713

Controlled parking zones

12 £436 0 £0 12 £436

Km of roads maintained

179.7km £14,179 175.69km £13,842 374

(11/12 – 14/15)

£28,021

PO3 Increase transport accessibility for people with restricted options

DRT Services 12 £175 15 £527 27 £702

Supported services

173 £3,688 49 £1,819 222 £5,508

PO4 Increase travel choices and enhance linkages between different means of travel to reduce the need for car use

School travel plans

23 out of 48 schools have school travel plans. ‘How to get to school’ website launched.

By end of 2014/15 all 48 schools have working school travel plans

All 48 schools have working school travel plans

Safer routes to schools (incl. 20mph zones)

53 £1,990 1 £65 54 £2,055

Pedestrian and cycle improvements

54 £2,098 33 £1,567 87 £3,665

Bus infrastructure and priority measures

11 £2,033 0 £0 11 £2,033

Travel awareness schemes

Liftshare scheme adopted and occasional radio campaigns.

Give me Cycle Space media campaign

Travel plans Council and University travel plans adopted

Forth Valley College and Waitrose travel plans adopted

PO5 Support and enable future development through sustainable transportation

City centre pedestrian zone

10 £2,431 0 £0 10 £2,431

Forthside transport (excl. bridge)

5 £399 0 £0 5 £399

Road Network Improvements

CTS developer contributions process introduced

2 £4,580 2 £4,580

Table One: Summary of LTS Delivery n.b.: cost = cost to Council + any external funding


Review of progress against LTS Objectives: Outcomes

Appendix B shows that progress towards achieving the LTS objectives is largely positive. For more specific

information, please see Appendix C.

School Travel

• Whilst the percentage of children walking to school has remained steady between 2008 and 2014, there

has been an increase in the percentage of children cycling to school (3.6% in 2008 compared to 5.4% in

2014)

Walking and Cycling

• There has been an increase in adults walking and cycling when travelling to work (11.4% in 2007/08

and 15% in 2014)

• The percentage of adults who walk as a means of transport has increased, with 54.9% walking 1+days in

2007/08 compared to 86% walking 1+days in 2014

• The percentage of journeys made using a bicycle as the main mode of transport has remained steady

between 2007/08 and 2014 (1% and 0.9% respectively)

Road Network

• Traffic counts on key routes show traffic volumes in Stirling decreased by 9.2% between 2007 and 2014.

This in part as a result of the delivery of local (e.g. Park & Ride, radial and ring road improvements) and

national (opening of Clackmannanshire Bridge and the Stirling to Alloa passenger rail service) transport

programmes.

• There has been a small decrease in the percentage of all roads in Stirling likely to require maintenance

• Road safety continues to improve, with an overall decrease of 27.4% in killed and seriously injured

casualties between the 5 year average period of 2004-2008 and 2010-2014. In the same time period,

there were no child deaths and a decrease of 46.9% in serious child casualties.

Rail and public transport

• Passenger rail journeys at Stirling have increased (2028 thousand in 2007/08 and 2260 thousand in

2013/14). Passenger figures at Bridge of Allan have increased slightly (224,000 in 2007/08 and 259,000

in 2013/14), while the passenger figures at Dunblane have remained steady (512,000 in 2007/08 and

509, 000 in 2013/14).

• Although there has been a small decrease in the people using the train services every day, there has

been an increase in people using the train services 2-3 times per week (2.3% in 2007/08 and 4.7% in

2014)

• Demand Responsive Transport (DRT) passenger journeys have increased by almost one third between

2011/12 and 2014/15


At the same time, not all progress has resulted in positive outcomes

• There has been a decrease in Stirling residents travelling for work in Stirling (73.1% in 2001, compared

to 68.3% in 2011) and an increase in Stirling residents travelling for work in: Edinburgh (+0.7%); Glasgow

(+1%); Falkirk (+1%); Perth and Kinross (+0.8%) and North Lanark (+0.4%).

• There has been a decrease in the use of local bus services (9.7% used it everyday or almost everyday in

2007/08 compared to 6.7% in 2014; 9.2% used it 2-3 times per week in 2007/08 compared to 8.1% in

2014; 8.4% used it about once per week in 2007/08 compared to 6.3% in 2014)

School Travel

• The percentage of children being driven to school has remained steady between 2008 and 2014

(20.8 compared to 19.3, respectively), with there being a small decrease in the percentage of children

travelling by bus to school in this same time period (21.6% compared to 18.1%, respectively).

Travel to work

• There has been an increase in adults travelling to work by car or van (66% in 2007/08 compared to

74.8% in 2014)

• There has been a decrease in bus use (10.8% in 2007/08 compared to 4% in 2014) and train use (5.8% in

2007/08 compared to 3.9% in 2014) by adults travelling to work.

Network

• Between 2008 and 2013 journey times have increased on specified routes

Also of concern is the fact that we do not have a full set of indicators for the LTS outcomes. ‘Missing’ indicators

include:

• Parking

• Transport Schemes assisting sustainable development

• Street Environments accessible by all


3. SUMMARY OF REVIEWChanges since the mid term review in 2011

New policy, strategy and guidance at a national, regional and local level has been produced since the mid-term

review in 2011, and as such the LTS document will have to be revised to reflect this; of particular relevance are

the following documents:

National

• National Transport Strategy

• Cleaner Air for Scotland

• Transportation Noise Plan

• Community Empowerment (Scotland) Act

• Let’s Get Scotland Walking

• More Active Scotland

• Cycling Action Plan for Scotland

Regional

• Tactran Regional Transport Strategy

• Tactran Health and Transport Framework

• LLTNPA National Park Partnership Plan

Local

• Stirling Single Outcome Agreement

• Stirling Economic Strategy

• Stirling City Strategic Infrastructure Plan

• Stirling Sports, Physical Activity and Wellbeing Strategy

• Stirling Local Development Plan

Road traffic reduction targets, to be based on the Stirling City Transport Plan, will also have to be included in the

document going forward.

Accommodating future growth

Results from traffic-modelling show that currently only approximately 60% of LDP housing allocations can

be built out before frequent and severe congestion occurs (predicted 2024): to avoid this, both road capacity

improvements and significant modal shift are required.

To mitigate against this, and at the same time improve the attractiveness and sustainability of Stirling, packages

of measures have been developed and are included in Stirling City Transport Plan.

There is also a clear programme of future development of the regional transport network and for the strategic

transport network in a range of documents, including the Regional and National Transport Strategies.


What the LTS has delivered over its ten year lifespan

The LTS has delivered a number of significant key schemes over the last ten years, including:

• Park and Ride sites

• City ring road and radial improvements

• City Centre improvement schemes

• Implementation of A81 and A811 Road Safety Route Action Plan

• Supporting works regarding the EGIP project

Packages of smaller measures have also been implemented to support achievement of the LTS objectives.

However, the areas that have not been so successfully delivered included employee travel plans and travel

awareness and modal shift initiatives, as many of these are reliant on revenue funding.

Between 2011/12 and 2014/15 there has also been a large reduction in the:

• number supported bus services provided (54%); and

• funding of accident remedial schemes (approximately 50%)

Progress made against LTS objectives

Progress against achieving the LTS objectives is largely positive:

Active Travel

• Walking and cycling when travelling to work or as a main mode of transport have increased.

• Cycling to school has increased

Sustainable Travel

• Rail passenger journeys have either increased or remained steady at the three main stations in Stirling:

Stirling; Bridge of Allan; and Dunblane

• There has been an increase in people using the train services 2-3 times per week

• There has been an increase in people using Demand Responsive Transport

Road Network

• Road safety is continuing to improve

• Traffic counts on key routes show traffic volumes are decreasing

• The percentage of all roads likely to require maintenance has decreased slightly

However:

• There has been an increase in people commuting to work by car or van and a decrease in those

travelling by bus

• There has been an increase in journey times if specified routes

• There is not a full set of indicators for the LTS Outcomes


4. Strengths, Weaknesses, Opportunities And ThreatsTo help inform the conclusions of this review, this section summarises the findings by grouping them as

strengths, weaknesses, opportunities and threats.

Strengths Weaknesses

• Increase in active travel for commuting

• Increase in children cycling to school

• Increase in adults who walk as a means of transport

• Passenger rail journeys at Stirling have increased

• Increase in people using the train service 2-3 times per week

• Increase in Demand Responsive Transport (DRT)passenger journeys

• Road safety continues to improve

• Decrease in traffic volumes on key routes in Stirling

• Small decrease in the percentage of all roads in Stirling likely to require maintenance

• Joint working with Children, Young People, Education Service has resulted in every school in Stirling Council having a school travel plan in place

• Decrease in the use of local bus services

• Decrease in bus use for commuting

• Number of supported bus services has decreased by over 50% between 2010/11 and 2014/15

• Increase in car/van use for commuting trips

• Increase in journey times on specified routes

• Decrease in Stirling residents travelling for work in Stirling

• Lack of revenue funding to support Employee Travel Plans and Modal Shift Initiatives

• Funding for accident remedial schemes has decreased by 50% between 2010/11 and 2014/15

• Gaps in data collection with respect to LTS outcomes

• LTS does not take into account the Road Traffic Reduction Act

Opportunities Threats

• LTS objectives to be revised to include new national, regional and local strategies including:

• National Low Emissions Framework

• More emphasis on active travel and modal shift

• Transportation Noise Plan

• Transport Scotland’s Cycle Hub, based at Stirling Rail Station

• Walkable Stirling

• Cuts to capital funding

• Require significant modal shift and road capacity improvements if we are to build beyond 60% of LDP housing allocation without frequent and severe congestion


ConclusionsThe LTS has delivered a large number of schemes and the key indicators, particularly in relation to active travel,

road safety, rail travel and DRT numbers are on track.

However, to ensure that the LTS remains relevant and able to support the environmental, economic and social

objectives of the Council and Community Planning Partnerships we need to:

• revise the document in line with new policy, strategy and guidance at a national, regional and local

level.

• ensure the key indicators fully support the national low emissions framework, the transportation noise

plan, and the road traffic reduction act

• fill the ‘missing’ gaps regarding key indicator data

• ensure more emphasis is place on active travel and sustainable travel, in particular as road building

on its own will not be enough to ensure traffic moves efficiently on the network in the coming years

(modal shift is also required)


APPENDIX A: Changes in Local, Regional and National Policy and Strategy since 2011 mid-term reviewNational and Regional Policy and Strategy Context

Policy / Strategy Outline LTS Implications

High Level Scottish Government Objectives

Scottish Government Strategic Objectives

(Scottish Government, 2007)

The Scottish Government’s five Strategic Objectives underpin all Government strategies and policies. The objectives are; Wealthier and Fairer, Smarter, Healthier, Safer and Stronger and Greener.

The LTS will require to demonstrate that it supports the Strategic Objectives and contributes towards the achievement of these objectives.

Scottish Government Economic Strategy


Scotland’s Economic Summary sets an over-arching framework for achieving the Scottish Government’s aim to increase competitiveness and tackle inequality in Scotland.

The Strategy focuses on increasing competitiveness and tackling inequality, supported by four priorities:

• Investing in our people and our infrastructure in a sustainable way;

• Fostering a culture of innovation and research and development;

• Promoting inclusive growth and creating opportunity through a fair and inclusive jobs market and regional cohesion; and,

• Promoting Scotland on the international stage to boost our trade and investment, influence and networks.

Strong and efficient transport links are essential to achieving the priorities identified in the Economic Strategy. The LTS has a role in identifying and supporting the development of these links.

Land Use Planning

National Planning Framework 3 (NPF3)


The third National Planning Framework (NPF3) was published by the Scottish Government in June 2014 and sets out a long term vision for the development of Scotland, and highlights the distinctive opportunities for sustainable growth in cities, towns and rural areas. NPF3 provides wider context and direction for the Council’s Local Development Plan.

Of the fourteen national developments identified across Scotland, two are relevant to Stirling. These are:

• Central Scotland Green Network

• National Long Distance Cycling and Walking Network

Indirect effect.

Directs the Council’s and LLTNP’s LDPs. The application of the LDP has a direct impact on the LTS.

Scottish Planning Policy (SPP)


Scottish Planning Policy is a statement of Scottish Government policy on how nationally important land use planning matters should be addressed across the country. Scottish Planning Policy is reflected in the Council’s planning system managing the development and use of land.

Indirect effect.

Directs the Council’s and LLTNP’s LDPs. The application of the LDP has a direct impact on the LTS.



Loch Lomond and Trossachs National Park Local Plan 2010-2015

(LLTNP, 2011)

The Loch Lomond & the Trossachs National Park (LLTNP) Local Plan (LP) and its supporting documents guide planning decisions, ensuring that new development is of the highest quality, is in the right places and delivers the aspirations of communities and aims of the National Park. The LLTNP LDP covers those areas of Stirling within the National Park boundary. This includes; Aberfoyle, Callander, Crianlarach, Drymen, Killin, Loch Lomondside, Lochearnhead, Stratheyre, The Trossachs and Tyndrum.

Note: the replacement to the LLTNP LP is currently at proposed plan stage (Autumn 2015) with the finalised plan due to be adopted December 2016.

The application of the LLTNP LP has a direct effect on the transport network, in particular, additional demand for travel due to new developments.

The LTS will require to take account of the level and location of development planned to ensure an appropriate range of mode(s) of transport are available and attractive to these developments.

Transportation

National Transport Strategy (NTS)


The National Transport Strategy (NTS) sets out the Scottish Government’s long term vision for transport.

The NTS introduced three key strategic outcomes, which are to:

• improve journey times and connections between our cities and towns and our global markets to tackle congestion and provide access to key markets

• reduce emissions to tackle climate change

• improve quality, accessibility and affordability of transport, to give people the choice of public transport and real alternatives to the car

The NTS provides a framework of national strategic transport objectives which will require to take cognisance of when developing the objectives for the LTS.

Strategic Transport Projects Review (STPR)


The Strategic Transport Projects Review (STPR) sets out the Scottish Government’s 29 key transport investment priorities for the period to 2032.

The outcomes of the STPR are based on the priorities of:

• maintaining and safely operating existing assets

• promoting a range of measures, including innovative solutions, that make better use of existing capacity; and,

• promoting targeted infrastructure improvements where these are necessary, affordable and practicable.

STPR investment priorities relevant to Stirling include:

1. Improvements to road standards between Glasgow and Oban/Fort William.

2. Route management on selected road corridors.

3. Further electrification of the strategic rail network.

4. Reconfiguration of the National Rail network timetable.

5. Strategic Park and Ride strategy.

6. Integrated ticketing.

7. Enhancing rail capacity.

8. A9 upgrade.

9. Rail Enhancements on the Highland Main Line.

10. Rail service enhancements between Aberdeen and the central belt.

The focus provided by the STPR on national level transport projects provides a level of strategic context to transport projects that will enable the LTS to build upon the STPR interventions at a local level to maximise the local benefits derived.



Transportation Noise Action Plan


The Transport Noise Action Plan is aimed at meeting obligations under the EU Environmental Noise Directive with respect to Transportation noise in Scotland.

Ten locations within Stirling (out of 122 nationally) have been designated as Candidate Noise Management Areas for further study as they are in the top 1% of locations for road noise in Scotland.

The Transport Noise Action Plan will require the LTS to take account of noise and, in particular, not to exacerbate the noise levels at or in the vicinity of the candidate noise management areas.

Road Safety Framework to 2020


The Road Safety Framework sets the Scottish Government’s road safety targets to 2020 and identifies key priorities to assist in the achievement of the targets. The target reductions set are 40% for adult road deaths and 55% for adults seriously injured (50% and 65% respectively for children) and a reduction of 10% for slight injuries to both adults and children.

The LTS will require to continue to have an emphasis on the safety of all modes, including road safety. This will support the targets set in the Road Safety Framework.

Rail: High Level Output Specification

(Transport Scotland, 2012)

The Scottish Government’s High Level Output Specification (HLOS) sets out a programme of the Government’s requirements of Network Rail over the period 2014 to 2019 and informs Network Rail’s plan for Control Period 5 (CP5).

The HLOS includes a number of rail interventions which will improve services for those in the Stirling area. Projects include Journey Time and Connectivity improvements and the post-EGIP rolling electrification programme.

Projects specified within the HLOS will improve the service provision for those in the Stirling area and may increase the modal share of rail. These changes will require to be taken account of when developing the LTS to ensure appropriate access to stations is provided to maximise the local benefits of these changes.

Network Rail: Scotland Route Plan

(Network Rail, 2010)

The Scotland Route Plan details Network Rail’s strategy and plans for the safe and efficient management and operation of the rail network for the period April 2014 to March 2019 (CP5) and beyond.

The Route Plan outlines how Network Rail plans to deliver the expectations and requirements of Scottish Ministers and other stakeholders for the control period. It also details specific enhancements, such as the Electrification Rolling Programme (post EGIP) which includes Stirling, Dunblane and Alloa.

Network Rail’s commitment to the post-EGIP rolling electrification programme, allied with service improvements, will require to be taken account of when developing the LTS to ensure the conditions are in place to maximise the local benefits of these changes.



Regional Transport Strategy 2008-2023

(TACTRAN, 2008)

TACTRAN’s Regional Transport Strategy sets out a vision and strategy for improving the region’s transport infrastructure, services and other facilities, over the period 2008 to 2023.

The Strategy has three key strategic themes:

• delivering economic prosperity

• connecting communities and being socially inclusive

• environmental sustainability and promoting health and well-being.

Objectives have been defined under six broad themes: Economy; Accessibility, Equity and Social Inclusion; Environment; Health and Well-being; Safety and Security; and Integration.

Note: The Regional Transport Strategy is currently under review with the aspiration of extending the life of the strategy to 2032, and will be the subject to further review on a quadrennial (4 yearly) basis.

The RTS forms the link in scale between the NTS and LTS and confirms key projects which have a regional significance. The LTS will require to take regional projects into account where these effect the Stirling area.

Loch Lomond and Trossachs National Park (LLTNPS) National Park Partnership Plan, 2012-2017

The LLTNPS National Park Partnership Plan sets out in detail how the National Park, what it offers to the people of Scotland and visitors, will be enhanced over the next few years.

A number of strategies and policies at a national, regional and local level provide context for the development of the National Park Partnership Plan, including:

• National Transport Strategy

• Regional Transport Strategies

• Local Authorities’ Transport Strategies

The priorities relating to sustainable traffic management, must be taken into account when revising the LTS. These priorities include:

Reducing carbon emissions from cars whilst enhancing the visitor experience.

On a number of roads in the National Park putting in place enhanced public transport where applicable

Audit Scotland: Transport for Health and Social Care

(Audit Scotland, 2011)

Short Life Working Group Healthcare Transport Recommendations


The links between transport and access to health services have been identified by the Audit Scotland: Transport for Health and Social Care report and the Short Life Working Group Healthcare Transport Recommendations.

Links have also been developed between the challenges to increase active travel (walking and cycling) and the increasing societal health problems caused by obesity and related illnesses.

Relevant to this TACTRAN has a regional Health and Transport Action Plan.

The LTS will require to make provision to ensure the resident population are able to access healthcare services by a range of appropriate modes and in suitable journey times.



Climate Change

Climate Change (Scotland) Act 2009

(Scottish Parliament, 2009)

Public Bodies Climate Change Duties: Putting Them Into Practice


The Climate Change (Scotland) Act 2009 requires the Scottish Government to work towards reducing Scotland’s greenhouse gas emissions by 80% for 2050 with an interim target of 42% for 2020, measured against a 1990 baseline.

The subordinate guidance published in 2011 places a duty on public bodies, including Stirling Council, to act:

• in the way best calculated to contribute to delivery of the emission reduction targets set in the Act;

• in the way best calculated to deliver and statutory adaption programme; and,

• in a way that it considers most sustainable.

This has significant implications for transport which accounted for 24.4% of Scotland’s total greenhouse gas emissions in 2013.

Requires the Council to consider the environmental impacts of the LTS alongside the economic and social outcomes. Mitigation may also be required to ensure the LTS objectives are the most sustainable appropriate.

Climate Change Delivery Plan


The Climate Change Delivery Plan sets out the measures required to meet the statutory climate change target for 2020, and the work to be done to prepare for the more radical changes needed if the emissions reduction target for 2050 is to be achieved.

The plan aims for almost complete decarbonisation of road transport by 2050 with significant progress by 2030 through wholesale adoption of electric cars and vans, and significant decarbonisation of rail by 2050.

The importance of and level of emissions reductions required from transport necessitate the LTS to take cognisance of these when developing proposals and demonstrating that these will support the actions detailed in the Climate Change Delivery Plan as appropriate.

Second Report on Proposals and Policies (RPP2)


This is the Scottish Government’s second report on proposals and policies for meeting its climate change targets. It sets out the actions required to achieve Scotland’s statutory annual targets for reductions in greenhouse gas emissions for the period 2013–2027 as set through the Climate Change (Scotland) Act 2009.

The LTS should demonstrate that it will support the actions detailed in the RPP2 as appropriate.

Cleaner Air for Scotland – The Road to a Healthier Future


Introduces reduced targets for PM2.5 and PM10 particulates based on World Health Organisation (WHO) guidance. Introduces the National Low Emissions Framework which sets out a procedure for local authorities to determine effective measures for addressing air quality issues in their areas.

The LTS should demonstrate that it will support the transport related actions detailed in Cleaner Air for Scotland and that actions in the LTS will not cause detriment to air quality.



Active Travel

Cycling Action Plan for Scotland (CAPS)


This updated Cycling Action Plan for Scotland has the vision that by 2020, 10% of everyday journeys taken in Scotland will be by bike. To support the vision, a series of actions are proposed. Key amongst these are:

1. Continue to promote a national training programme on cycling-integration design, through the promotion of land use of planning policy - Designing Streets and Cycling by Design guidance.

2. Encourage all employers across all sectors to become Cycle Friendly

3. Develop local monitoring, using data from local cycle counts and surveys, and to report national indicators of cycling participation annually.

4. Each local area is to support cycling including the appropriate infrastructure improvements required along with supporting promotional work.

5. Continue to develop and maintain community links and the National Cycle Network

6. Develop better integration with public transport, including establishing the Cycle Hub pilot at Stirling Station.

7. Promote the implementation of 20 mph schemes in all residential areas

8. Promote cycling for young people including continue the roll-out of Bikeability Scotland cycle training through schools and projects which encourage primary school pupils to continue cycling when progressing to secondary schools

9. Develop Adult Cycle Training resources and develop approaches to promoting access to bikes

The cycling target set in CAPS and the associated cycling improvements required the LTS to take cognisance these and, where possible, plan to support and maximise the benefits arising from the relevant projects.

Let’s Get Scotland Walking - National Walking Strategy (NWS)


The National Walking Strategy outlines the Scottish Government’s vision to create a walking culture where everyone benefits from walking as part of their everyday journeys, enjoys walking in the outdoors and where places are well designed to encourage walking.

The aims of the Strategy are:

• Create a culture of walking where everyone walks more often as part of their everyday travel and for recreation and well-being;

• Better quality walking environments with attractive, well designed and managed built and natural spaces for everyone; and,

• Enable easy, convenient and safe independent mobility for everyone

Walking is a key mode of transport for short distance journeys, especially in more congested areas. The LTS should seek to support the principles of the NWS and include local interventions to further promote walking as a mode of transport.



More Active Scotland – Building a Legacy from the Commonwealth Games


Published by the Scottish Government in Feb 2014, this ten year plan runs until 2024 and forms part of the legacy for the 2014 Commonwealth Games.

The programme aims to encourage people in Scotland to enjoy more active and healthier lives and is being delivered by a wide range of organisations including the Scottish Government, Local Authorities, NHS Health Boards, NHS Health Scotland, and Education, Environment, and Sport and Transport bodies.

Active travel is a key set of modes, especially for shorter journeys, in town centres and to support reduced traffic congestion and emissions, in addition to the health benefits. As such, the LTS will consider active travel alongside all other modes of travel.

Other relevant National and Regional context documents

Equality Act 2010

(UK Government, 2010)

The Equality Act 2010 (Specific Duties) (Scotland) Regulations 2012


A new Equality Act came into force on 1 October 2010. The Act brings together separate pieces of existing legislation into one single Act to provide a legal framework to protect the rights of individuals and advance equality of opportunity for all.

The regulations accompanying the Act impose specific duties on local authorities to ensure authorities have regard to the specific need to eliminate discrimination, harassment, victimisation and any other conduct prohibited by the Act. Public bodies are also required to advance equality of opportunity and to foster good relations between those who share a protected characteristic and those who don’t share it.

An Equality Impact Assessment (EIA) will be undertaken for revised LTS as per Council’s regulations.

Infrastructure Investment Plan 2015


The Infrastructure Investment Plan 2015 sets out the Scottish Government’s priorities for investment and a long term strategy for the development of public infrastructure. It is intended to complement the Draft Budget 2016-17 and support the objectives set out in Scotland’s Economic Strategy and the Programme for Government.

In relation to transport key commitments in the plan include, to complete the upgrading of road connections between Scotland’s cities to dual carriageway, have an efficient rail and road network and further investment in all travel modes to allow people to make informed choices on the carbon impacts of their travel and to ensure opportunities for everyone to contribute to a successful economy.

The LTS requires to take cognisance of the Infrastructure Investment Plan in relation to where investment specified in the plan will be in or have an effect on travel and transport in the Stirling area. Where possible, the LTS should identify opportunities to enhance the positive effects of national investment for Stirling.



Community Empowerment (Scotland) Act 2015


The Act strengthens the position of local community groups, including community councils and CPPs, through the ownership or control of land and buildings and in determining the provision of and priorities for public services. The target of increased community engagement and participation has the objective of the delivery of better, more responsive services and better outcomes for communities.

1. There are 11 topics covered by the Act:

2. National Outcomes

3. Community Planning

4. Participation Requests

5. Community Rights to Buy Land

6. Asset Transfer Requests

7. Delegation of Forestry Commissioners’ Functions

8. Football Clubs

9. Common Good Property

10. Allotments

11. Participation in Public Decision-Making

12. Non-Domestic Rates

The Act aims to derive a range of benefits from empowering community bodies including: boosting local democratic participation; increasing confidence and skills among local people; increased number of people volunteering in their communities; and more satisfaction with quality of life in the local neighbourhood.

The LTS will ensure engagement of the public at key decision making stages of the process including defining the focus of the LTS, determining the priorities for transport and deciding which projects will best serve the needs of residents, businesses and visitors in Stirling.

Scotland’s Cities: Delivering for Scotland


Cities and their regions contribute to sustainable economic growth for all of Scotland. Scotland’s Cities supports growth and effective ‘place making’, allowing Scottish cities to capitalise on investment opportunities and support delivery on the national economic targets.

Many of the assets which underpin success across the economy are concentrated in or near cities: knowledge based businesses; universities and research centres; cultural, retail and tourist attractions; and key transport hubs. Cities and their regions are home to many of Scotland’s growth sectors and wider employment opportunities.

The LTS will ensure the transport provision place is in to support sustainable development and growth within Stirling City and across the Council area.



Tourism Development Framework for Scotland

(Visit Scotland, 2013)

The Framework has been prepared to assist and promote growth in Scotland’s visitor economy to 2020 and in particular the role of the planning system in delivering the Visitor Economy. In particular, the focus is to:

Provide guidance to planning authorities to help secure growth in the visitor economy.

• Highlight future opportunities for investment and development to all councils and other stakeholders.

• Promotes actions needed to support growth in a structured and consistent manner to the Scottish planning system.

• Projects relevant to Stirling include; Callander Public Realm Improvements, New Junction at M9/A811, The Hillfoot Way, South Stirling Park & Ride, Ring of Breadalbane Explorer, Road and Public Realm Improvements, Stirling Heritage Park and Stirling Station Gateway Street Enhancement.

Tourism as a key industry within the Stirling area and the current LTS includes a number of the projects listed in the Tourism Development Framework. The revised LTS will continue to promote appropriate transport interventions to support tourism.

Town Centre Action Plan – the Scottish Government response


Recognises the importance of securing the future of town centres. The relationship between economic development and regeneration is co-dependent; equitable economic growth cannot be delivered without improving under-performing areas, and successful regeneration cannot be delivered without investing in development, growing local economies and delivering sustainable employment. The Scottish Government will continue to work with local authorities to support local economic development activity in order to encourage town centre growth.

Town centres are a key element of the economic and social fabric of Scotland and can be a central component of successful local economies and offer a base for small businesses and jobs. Town centres are often at the core of community life, offering spaces to meet and interact with access to facilities and services that people require. It is important that town centres are functioning, well-maintained assets that develop to support the needs of their residents, businesses and visitors.

Vibrant town centers require to be accessible by a range of appropriate transport modes from as wide a range of locations as practicable.

The LTS will support town centers in Stirling by ensuring appropriate transport opportunities are in place.


Local Policy and Strategy Context


Stirling’s Single Outcome Agreement

(2013)

The Single Outcome Agreement prioritises the main changes that need to be made in Stirling’s communities between 2013 and 2023, and commits community-planning partners to harnessing collaborative effort, in partnership with communities, to delivering the step change required.

The SOA directly impacts on the LTS:

At a local level walking and cycling as part of an active lifestyle can contribute to Stirling’s SOA. They are also important elements of the SOA’s identified prevention and intervention activity, and assist with:

• Improving accessibility of facilities and services

• Maintaining the quality of the environment and adapting to climate change

• Tackling inequalities in health, income and housing

Stirling’s Local Development Plan

(2014)

The Local Development Plan (LDP) covers the whole of the Stirling LDP area. It contains a vision looking ahead 20 years to 2034, which focusses on maintaining and building on the character and quality of Stirling and the other places in the area, as well as meeting the Council’s aspirations for new housing and business space.

Currently only approximately 60% of LDP housing allocations can be built out before frequent and severe congestion occurs (predicted 2024): to avoid this, both road capacity improvements and significant modal shift are required.

The LTS will therefore continue to address infrastructure requirements and active travel needs, to ensure the transport network continues to run effectively



Stirling City Development Framework

(2015)

This Framework creates an overarching plan for Stirling’s city infrastructure investment, as well as to:

ensure Stirling’s assets are used for maximum return

produce an increase in high quality, sustainable jobs

create a place of vibrancy

The LTS will support the projects in this Framework, to ensure that Stirling has a first class transport network that supports the city.

Stirling Economic Strategy

(2014)

The Economic Strategy provides the focus for the city’s growth and investment ambitions.

It includes aspirational activities to support new business start-ups, faster growth of successful businesses, the attraction of inward investment and international business development, in both the city and the rural community, as well as the further exploitation of the knowledge base at the University of Stirling and Forth Valley College. The

key objectives of Stirling’s Economic Strategy are set out in five strategic themes:

1. Promoting Stirling’s Advantage creating confidence in Stirling’s economy, marketing the area’s unique advantages and advancing investment opportunities.

2. Supporting Business ensuring a high level of tailored support for all businesses in the area.

3. Skills Development and Access to Jobs enabling people to access sustainable employment through up-skilling

4. Supporting the Rural Economy growing thriving and diverse rural economic communities

5. Investing in Infrastructure accommodating growth through investment in infrastructure

This strategy has a direct impact on the development of the LTS:

As Stirling is at the hub of Scotland’s transport network by road, rail and air, the LTS will be developed to help maintain the transport network both externally (to help encourage business / visitors to come to Stirling) and internally (to help connect rural and other communities with job opportunities).

Stirling City Strategic Infrastructure Plan

(2014)

Stirling’s City Strategic Infrastructure Plan presents Stirling’s infrastructure ambitions to support the sustainable expansion of the City, and grow and diversify the local economy. Ten infrastructure projects have been identified and prioritised on the basis of generating the greatest economic and social benefits, including:

• Stirling Station Gateway Street Enhancement

• Durieshill and South Stirling Gateway Transport Improvements

• Viewforth Link Road and Public Realm Improvements to Adjacent City Centre Streets

This plan has a direct impact on the LTS, which will be developed to support the identified infrastructure projects.



Stirling City Centre Strategy and Action Plan

(2014)

The City Centre Strategy describes the vision for the City Centre for 2018 and beyond. It describes the fundamental objectives to improve its economic vibrancy, cultural vitality and overall resilience with direct benefits to existing City Centre businesses and residents.

Some of the objectives within this Strategy are

strongly linked to the LTS and will be taken into account when developing the document, for example:

• Improving linkage between Stirling Castle and the retail/ commercial core

• Enhancing existing and identifying new pedestrian, cycle and public transport into the City Centre from neighbouring areas

• Enhancing the quality of the physical environment and experience, making it safer and more pleasant for users.

Sports, Physical Activity and Wellbeing Strategy

(2015)

This strategy, which was adopted in Summer 2015, sets out Stirling’s aim to be the sport and wellbeing capital of Scotland. It represents a commitment to provide opportunities and access to physical activity for all, including walking and cycling as leisure and commuter activities.

The LTS promotes ‘active travel’ as a healthy means of transport, leisure and means of access to services and opportunities.

It will also provide a delivery framework that helps to prioritise active travel projects and spend, as well as increase the amount of people walking and cycling in Stirling.

Serving Stirling Priorities for Stirling Council

These objectives form the political priorities of the partnership administration on Stirling Council, up until 2017 and include undertaking a full review of transport strategies and transport networks to ensure that they serve pedestrians, cyclists and motorist.

The relevant priorities influence the LTS directly, with a review of the LTS taking place in 2015/16

Transformational Changes

Priority Based Budgeting (PBB)

Working more closely with the communities / different departments

These changes should ensure close cross-departmental working to review and deliver the LTS.


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3.2%

Edin

bu

rgh

3.

1%3.

8%

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anar

k1.

6%2.

0%

(ii) h

om

e o

rig

ins

of t

ho

se e

mp

loye

d/

stu

dyi

ng

in S

tirl

ing

n.b

. 201

1 d

ata

for w

ork

on

ly

Stir

ling

68.9

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cks

9.8%

12.1

%

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irk

8.8%

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%

N. L

anar

k2.

0%2.

9%

Pert

h &

Kin

ross

1.9%

2.3%

Fife

1.7%

1.7%

avg

mile

s/km

tra

velle

d

(fo

r wo

rk/e

du

cati

on

)B

etw

een

200

7/08

an

d 2

014:

% tr

ips

un

der

1km

d

ecre

ased

fro

m 2

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26%

; % tr

ips

bet

wee

n 5

an

d 1

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s in

crea

sed

fro

m 1

2% to

14%

; %tr

ips o

ver

10km

rem

ain

ed a

pp

roxi

mat

ely

the

sam

e at

5%


SOA

Str

ateg

ic

Top

icR

elev

ant

LTS

ob

ject

ive(

s)Su

bje

ctR

efO

utc

om

e In

dic

ato

rs

Co

re (y

ello

w) /

Su

pp

ort

ing

(wh

ite)

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tco

mes

ST1:

Mak

ing

St

irlin

g a

pla

ce

wit

h a

vib

ran

t ec

on

om

y th

at’s

op

en fo

r b

usi

nes

s

PO2:

Mai

nta

in

and

man

age

the

exis

tin

g

tran

spo

rt

net

wo

rk

effe

ctiv

ely

3. O

ther

Tra

vel

Pat

tern

sPu

rpo

se o

f Tri

p%

of t

rip

s m

ade

for c

om

mu

tin

g p

urp

ose

s h

as

dec

reas

ed fr

om

26%

to 2

2% b

etw

een

200

7/08

an

d 2

014.

4. P

ark

ing

Ind

icat

or t

o b

e d

eter

min

edIn

dic

ato

r to

be

det

erm

ined

5. C

on

dit

ion

of

road

net

wo

rk5.

1R

oad

Co

nd

itio

n: R

oad

Co

nd

itio

n

Ind

icat

or (

RC

I): %

of a

ll ro

ads

likel

y to

re

qu

ire

mai

nte

nan

ce.

2005

/06

2014

/15

RC

I45

.643

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Stir

ling’

s R

ank

2827

5.2

Ro

ad C

on

dit

ion

: % o

f (i)

all (

ii) A

(iii)

B

(iv)

C (v

) un

clas

sifie

d re

qu

irin

g o

r lik

ely

to re

qu

ire

trea

tmen

t.

2008

/09

2014

/15

(i) a

ll St

irlin

g45

29

(i) a

ll Sc

otl

and

3429

(ii) A

Sti

rlin

g33

22

(ii) A

Sco

tlan

d28

24

(iii)

B S

tirl

ing

4125

(iii)

B S

cotl

and

3428

(iv) C

Sti

rlin

g48

29

(iv) C

Sco

tlan

d33

28

(v) U

ncl

assi

fied

Sti

rlin

g50

30

(v) U

ncl

assi

fied

Sco

tlan

d27

30

6.

Co

nn

ecti

vity

6.1

Jou

rney

tim

e an

d s

ervi

ce fr

equ

ency

to

key

maj

or c

entr

es b

y co

ach

/ ra

il /

road

2009

2015

Dir

ect

serv

ice

jou

rney

tim

es fr

om

St

irlin

g b

y C

oac

h (

Ho

urs

:min

ute

s)

Ab

erd

een

N/A

N/A

Edin

bu

rgh

01

:04

01:0

4

Gla

sgo

w00

:43

00:4

3

Lon

do

n09

:15

09:1

5

SOA

Str

ateg

ic

Top

icR

elev

ant

LTS

ob

ject

ive(

s)Su

bje

ctR

efO

utc

om

e In

dic

ato

rs

Co

re (y

ello

w) /

Su

pp

ort

ing

(wh

ite)

Key

Ou

tco

mes

ST1:

Mak

ing

St

irlin

g a

pla

ce

wit

h a

vib

ran

t ec

on

om

y th

at’s

op

en fo

r b

usi

nes

s

PO2:

Mai

nta

in

and

man

age

the

exis

tin

g

tran

spo

rt

net

wo

rk

effe

ctiv

ely

1. T

raffi

c G

row

th

1.1

An

nu

al A

vera

ge

Dai

ly T

raffi

c (A

AD

T)

(i) T

ota

l (ii)

Cit

y (ii

i) To

wn

s, V

illag

es

and

Ru

ral A

rea

(TV

RA

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) Tru

nk

Ro

ad

B

etw

een

200

7 an

d 2

014

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ota

l9.

2% d

ecre

ase

(ii) C

ity

10%

dec

reas

e

(iii)

TV

RA

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dec

reas

e

(iv) T

run

k R

oad

s1.

7 %

dec

reas

e

1.2

Mill

ion

veh

icle

kilo

met

res

(i) T

run

k ro

ads

(ii) L

A ro

ads

(iii)

All

road

s

Bet

wee

n 2

007

and

201

3

(i) T

run

k ro

ads

Stir

ling

8.8%

dec

reas

e

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run

k ro

ads

Sco

tlan

d2.

6% in

crea

se

(ii) L

A ro

ads

Stir

ling

5.9%

dec

reas

e

(ii) L

A ro

ads

Sco

tlan

d4.

5% d

ecre

ase

(iii)

All

road

s St

irlin

g7.

1% d

ecre

ase

(iii)

All

road

s Sc

otl

and

1.8%

dec

reas

e

1.3

Petr

ol a

nd

die

sel c

on

sum

pti

on

of

road

veh

icle

s

Bet

wee

n 2

007

and

201

4

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tirl

ing

13%

dec

reas

e

(ii) S

cotl

and

11%

dec

reas

e

2. T

raffi

c C

on

ges

tio

n2.

1C

on

ges

tio

n: a

vera

ge

jou

rney

tim

e o

n id

enti

fied

rou

tes

B

etw

een

200

8 an

d 2

013

jou

rney

tim

es h

ave

incr

ease

d o

n a

ll id

enti

fied

rou

tes

3. O

ther

Tra

vel

Pat

tern

s3.

1Tr

avel

to w

ork

/stu

dy

(i) d

esti

nat

ion

of S

tirl

ing

resi

den

ts

n.b

. 201

1 d

ata

for w

ork

on

ly

20

0120

11

Stir

ling

73.1

%68

.3%

Gla

sgo

w6.

5%7.

5%

Falk

irk

6.0%

7.0%

Cla

cks

3.2%

3.2%

Edin

bu

rgh

3.

1%3.

8%

N. L

anar

k1.

6%2.

0%

(ii) h

om

e o

rig

ins

of t

ho

se e

mp

loye

d/

stu

dyi

ng

in S

tirl

ing

n.b

. 201

1 d

ata

for w

ork

on

ly

Stir

ling

68.9

%57

.7%

Cla

cks

9.8%

12.1

%

Falk

irk

8.8%

13.8

%

N. L

anar

k2.

0%2.

9%

Pert

h &

Kin

ross

1.9%

2.3%

Fife

1.7%

1.7%

avg

mile

s/km

tra

velle

d

(fo

r wo

rk/e

du

cati

on

)B

etw

een

200

7/08

an

d 2

014:

% tr

ips

un

der

1km

d

ecre

ased

fro

m 2

9% to

26%

; % tr

ips

bet

wee

n 5

an

d 1

0km

s in

crea

sed

fro

m 1

2% to

14%

; %tr

ips o

ver

10km

rem

ain

ed a

pp

roxi

mat

ely

the

sam

e at

5%


SOA

Str

ateg

ic

Top

icR

elev

ant

LTS

ob

ject

ive(

s)Su

bje

ctR

efO

utc

om

e In

dic

ato

rs

Co

re (y

ello

w) /

Su

pp

ort

ing

(wh

ite)

Key

Ou

tco

mes

ST1:

Mak

ing

St

irlin

g a

pla

ce

wit

h a

vib

ran

t ec

on

om

y th

at’s

op

en fo

r b

usi

nes

s

PO2:

Mai

nta

in

and

man

age

the

exis

tin

g

tran

spo

rt

net

wo

rk

effe

ctiv

ely

6.

Co

nn

ecti

vity

6.1

Jou

rney

tim

e an

d s

ervi

ce fr

equ

ency

to

key

maj

or c

entr

es b

y co

ach

/ ra

il /

road

2009

2015

Dir

ect

serv

ice

jou

rney

tim

es fr

om

St

irlin

g b

y R

ail

(Ho

urs

:min

ute

s)A

ber

dee

n02

:11

02:1

4

Edin

bu

rgh

00

:55

00:5

6

Gla

sgo

w00

:39

00:3

8

Lon

do

n05

:20

05:1

9

Jou

rney

tim

es fr

om

Sti

rlin

g b

y C

ar

(Ho

urs

:min

ute

s)A

ber

dee

n02

:38

02:3

8

Edin

bu

rgh

01

:18

01:1

8

Gla

sgo

w00

:50

00:5

0

Lon

do

n07

:34

07:3

4

PO5:

Su

pp

ort

an

d e

nab

le

futu

re

dev

elo

pm

ent

thro

ug

h

sust

ain

able

tr

ansp

ort

atio

n

7.

Dev

elo

pm

ent

mee

tin

g

tran

spo

rt

req

uir

emen

ts

% o

f dev

saf

ely

and

real

isti

cally

ac

cess

ible

by,

eac

h o

f, w

alki

ng,

cy

clin

g, p

ub

lic t

ran

spo

rt, c

ar

TBD

Tran

spo

rt

Sch

emes

as

sist

ing

d

evel

op

men

t

Ind

icat

or t

o b

e d

eter

min

edIn

dic

ato

r to

be

det

erm

ined

Ind

icat

or t

o b

e d

eter

min

edIn

dic

ato

r to

be

d

eter

min

ed

ST2:

Mak

ing

St

irlin

g a

pla

ce

wit

h jo

bs

and

o

pp

ort

un

itie

s fo

r all

PO3:

Incr

ease

tr

ansp

ort

ac

cess

ibili

ty

for p

eop

le

wit

h re

stri

cted

o

pti

on

s

8. C

ar

Ow

ner

ship

C

ar O

wn

ersh

ip: %

of h

ou

seh

old

s w

ith

acc

ess

to n

o; o

ne;

mo

re t

han

1

car o

r van

for S

tirl

ing

% o

f ho

use

ho

lds

wit

h

acce

ss to

:20

05/0

620

14

0 ca

r22

%23

%

1 ca

r45

%41

%

2 ca

rs

26%

31%

3+ c

ars

7%4%


SOA

Str

ateg

ic

Top

icR

elev

ant

LTS

ob

ject

ive(

s)Su

bje

ctR

efO

utc

om

e In

dic

ato

rs

Co

re (y

ello

w) /

Su

pp

ort

ing

(wh

ite)

Key

Ou

tco

mes

ST2:

Mak

ing

St

irlin

g a

pla

ce

wit

h jo

bs

and

o

pp

ort

un

itie

s fo

r all

PO3:

Incr

ease

tr

ansp

ort

ac

cess

ibili

ty

for p

eop

le

wit

h re

stri

cted

o

pti

on

s

9a.

Acc

ess

to

Serv

ices

an

d

Op

po

rtu

nit

ies

9.1

Acc

ess

to e

mp

loym

ent:

% o

f tar

get

g

rou

ps

wit

hin

30

/ 60

min

s o

f em

plo

ymen

t (d

efin

e) b

y p

ub

lic

tran

spo

rt

% w

ith

in 3

0min

s o

f Sti

rlin

g

Cit

y C

entr

e 20

0920

15

69.0

%65

.0%

9.2

Acc

ess

to lo

cal c

entr

es %

of

ho

use

ho

lds

wit

hin

30

min

s b

y p

ub

lic t

ran

spo

rt o

f a p

ost

offi

ce

(bas

ic g

roce

ry fa

cilit

ies)

% w

ho

hav

e ac

cess

to p

ost

o

ffice

wit

hin

30

min

s b

y p

ub

lic t

ran

spo

rt

( 200

8) 9

7%(2

015)

96%

9.3

Acc

ess

to h

ealt

hca

re %

of p

eop

le

wit

hin

60m

ins

by

pu

blic

tra

nsp

ort

of

any

ho

spit

al

% o

f peo

ple

wit

hin

60m

ins

by

pu

blic

tra

nsp

ort

of a

ny

ho

spit

al

(200

8) 8

3%(2

015)

75%

10

. Usa

ge

of

com

mu

nit

y tr

ansp

ort

an

d

sub

sid

ised

se

rvic

es

10.1

DR

T U

sag

e: n

o. o

f pas

sen

ger

s (p

asse

ng

er jo

urn

eys)

usi

ng

DR

T se

rvic

es

2011

/12

2013

/14

2014

/15

2532

637

515

3269

6

11

. Pro

visi

on

o

f a s

tree

t en

viro

nm

ent

usa

ble

by

all

A

cces

s au

dit

s o

f lo

cal c

entr

es c

om

men

ced

. Pro

po

sed

ind

icat

or:

% o

f au

dit

ed ro

ute

s in

loca

l cen

tres

wh

ich

are

fully

ac

cess

ible

Pro

visi

on

of

dis

able

d p

ark

ing

n

o o

f dis

able

d s

pac

es o

n-s

tree

t /

pu

blic

off

-str

eet

/ %

of t

ota

l su

pp

lyTB

D

ST3:

Mak

ing

St

irlin

g a

pla

ce

wh

ere

lifel

on

g

lear

nin

g is

va

lued

an

d

enco

ura

ged

PO3:

Incr

ease

tr

ansp

ort

ac

cess

ibili

ty

for p

eop

le

wit

h re

stri

cted

o

pti

on

s

9b

. Acc

ess

to

Serv

ices

an

d

Op

po

rtu

nit

ies

A

cces

s to

furt

her

ed

uca

tio

n %

16-

19yr

old

s w

ith

in 6

0 m

ins

of

furt

her

ed

uca

tio

n b

y p

ub

lic t

ran

spo

rt

(200

9)

81%

(60

min

s)(2

015)

88

% (6

0 m

ins)

SOA

Str

ateg

ic

Top

icR

elev

ant

LTS

ob

ject

ive(

s)Su

bje

ctR

efO

utc

om

e In

dic

ato

rs

Co

re (y

ello

w) /

Su

pp

ort

ing

(wh

ite)

Key

Ou

tco

mes

ST1:

Mak

ing

St

irlin

g a

pla

ce

wit

h a

vib

ran

t ec

on

om

y th

at’s

op

en fo

r b

usi

nes

s

PO2:

Mai

nta

in

and

man

age

the

exis

tin

g

tran

spo

rt

net

wo

rk

effe

ctiv

ely

6.

Co

nn

ecti

vity

6.1

Jou

rney

tim

e an

d s

ervi

ce fr

equ

ency

to

key

maj

or c

entr

es b

y co

ach

/ ra

il /

road

2009

2015

Dir

ect

serv

ice

jou

rney

tim

es fr

om

St

irlin

g b

y R

ail

(Ho

urs

:min

ute

s)A

ber

dee

n02

:11

02:1

4

Edin

bu

rgh

00

:55

00:5

6

Gla

sgo

w00

:39

00:3

8

Lon

do

n05

:20

05:1

9

Jou

rney

tim

es fr

om

Sti

rlin

g b

y C

ar

(Ho

urs

:min

ute

s)A

ber

dee

n02

:38

02:3

8

Edin

bu

rgh

01

:18

01:1

8

Gla

sgo

w00

:50

00:5

0

Lon

do

n07

:34

07:3

4

PO5:

Su

pp

ort

an

d e

nab

le

futu

re

dev

elo

pm

ent

thro

ug

h

sust

ain

able

tr

ansp

ort

atio

n

7.

Dev

elo

pm

ent

mee

tin

g

tran

spo

rt

req

uir

emen

ts

% o

f dev

saf

ely

and

real

isti

cally

ac

cess

ible

by,

eac

h o

f, w

alki

ng,

cy

clin

g, p

ub

lic t

ran

spo

rt, c

ar

TBD

Tran

spo

rt

Sch

emes

as

sist

ing

d

evel

op

men

t

Ind

icat

or t

o b

e d

eter

min

edIn

dic

ato

r to

be

det

erm

ined

Ind

icat

or t

o b

e d

eter

min

edIn

dic

ato

r to

be

d

eter

min

ed

ST2:

Mak

ing

St

irlin

g a

pla

ce

wit

h jo

bs

and

o

pp

ort

un

itie

s fo

r all

PO3:

Incr

ease

tr

ansp

ort

ac

cess

ibili

ty

for p

eop

le

wit

h re

stri

cted

o

pti

on

s

8. C

ar

Ow

ner

ship

C

ar O

wn

ersh

ip: %

of h

ou

seh

old

s w

ith

acc

ess

to n

o; o

ne;

mo

re t

han

1

car o

r van

for S

tirl

ing

% o

f ho

use

ho

lds

wit

h

acce

ss to

:20

05/0

620

14

0 ca

r22

%23

%

1 ca

r45

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rs

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ars

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k &

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APPENDIX C: LTS Outcomes Trends – travel to school and workTable One: Travel to School

Main mode of travel to school 2008 2009 2010 2011 2012 2013 2014

Walk 44.9 41.8 45.6 49.5 50.3 43.9 44.7

Cycle 3.6 3.8 4.7 6.7 6.8 6.7 5.4

Scooter / Skate 1.1 0.9 1.4 1.8 1.4 3.8 3.4

Park & Stride 5.8 5.7 9.7 10.4 8.6 8.2 7.5

Driven 20.8 22.2 21.7 22.7 21.9 18.5 19.3

Bus 21.6 23.9 15.1 7.2 9.0 16.9 18.1

Taxi 1.9 1.6 1.3 1.1 1.8 * 1.4

Other 0.4 0.1 0.4 0.5 0.3 * 0.1

Source: Sustrans Hands Up Survey

Table Two: Travel to Work

Main mode of travel to work 2007/08 2009/10 2012 2012/13 2014

Walk 9.5 15.9 10.3 10.9 14.2

Cycle 1.9 1.1 2.6 3.8 0.8

Bus 10.8 10.0 7.0 8.2 4.0

Train 5.8 7.7 3.8 3.4 3.9

Other 2.5 1.3 0.0 0.3 1.2

Car / Van (Driver) 66.0 59.5 70.2 67.6 74.8

Car / Van (Passenger) 3.5 4.4 6.1 5.8 1.1

Source: Scottish Household Survey


APPENDIX C: LTS Outcomes Trends – rail and public transportTable Three Use of local bus services in previous month

Use of local bus services in previous month 2007/08 2009/10 2012 2012/13 2014

every day or almost every day 9.7 9.1 7.4 8.0 6.7

2-3 times per week 9.2 11.7 4.6 8.6 8.1

about once a week 8.4 6.9 9.0 7.8 6.3

about once a fortnight or once a month 13.4 9.3 11.6 11.7 11.1

not used in past month 59.3 63.0 67.3 63.8 68.0


Table Four: Use of train services in previous month

Use of train services in previous month 2007/08 2009/10 2012 2012/13 2014

every day or almost every day 2.5 3.1 1.2 1.1 2.3

2-3 times per week 2.3 3.7 2.5 3.2 4.7

about once a week 5.1 6.5 6.3 5.5 5.6

about once a fortnight or once a month 23.0 21.7 26.8 24.4 23.5

not used in past month 67.2 65.0 63.2 65.7 63.9


Table Five: Passenger Rail Journeys

Passenger journeys to and from rail stations (thousands)

2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14

Stirling 2028 2132 2155 2267 2261 2238 2260

Dunblane 512 516 497 498 495 504 509

Bridge of Allan 224 225 235 227 244 248 259

Source: Scottish Transport Statistics


APPENDIX C: LTS Outcomes Trends – Demand Responsive Transport; Road Traffic Network; and Travel BehaviourTable Six: Annual number of passengers using Demand Responsive Transport (DRT) services

2009 2010 2011/12 2013/14 2014/15

Number of DRT Services 1 5 5 5 5

Annual number of passengers using DRT services 318 5486 25,326 37,515 32,696

Source: Stirling Council Public Transport Unit

Table Seven: Annual Average Daily Traffic (AADT) (i) All Stirling (ii) City (iii) Towns, Villages and Rural Area (TVRA) areas

Traffic Growth 2007 2008 2009 2010 2011 2012 2013 2014

AADT (All Stirling) 481,641 470,834 451,079 443,093 437,297 427,851 0 437,378

AADT (City only) 433,364 423,671 403,431 397,006 390,657 383,169 0 389,967

AADT (TVRA only) 48,277 47,163 47,648 46,278 46,640 44,682 0 47,411

Trunk Roads 21,776 21,103 21,806 21,617 21,265 20,918 20,912 21,414

Source: Stirling Council Traffic Count Data

Table Eight: Stirling residents travelling beyond Stirling for work

Destination 2001 2011

Stirling 73.1 68.3

Falkirk 6.0 7.0

Glasgow 6.5 7.5

Edinburgh 3.1 3.8

Clackmannanshire 3.2 3.2

North Lanarkshire 1.6 2.0

Perth & Kinross 1.1 1.9

Source: Census

Table Nine: Road Traffic Casualties

5 year average period

Casualties Casualty severity 2004-’08 2010-’14 %age change

All Casualties Killed 7.2 5 -30.6

Serious 81.2 59.2 -27.1

Total 303.4 220.4 -27.4

Children Killed 0 0 No children killed

Serious 6.4 3.4 -46.9

Total 37.8 21.2 -43.9

Slight Injuries N/A 303.40 163.00 -46.3

Source: Transport Scotland Scottish Statistics

stirling.gov.uk phone 0845 277 7000 text 07717 990 001 minicom 01786 464599Stirling Council Environment Services Viewforth Stirling FK8 2ETemail: [email protected] text: 0771 799 0001 phone: 0845 277 7000 web: stirling.gov.uk

If you need help or this information supplied in an alternative format please call 0845 277 700.

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