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SOUTH AYRSHIRE COUNCILLocal Transport Strategy 2009-2014

MARCH 2009

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Our new Local Transport Strategy comes into effectfollowing a time of significant change in transportation.

The national delivery agency, Transport Scotland, hasnow established itself and has completed the StrategicTransport Projects Review setting out the major schemedelivery plan over a long-term framework.

The new statutory Regional Transport Partnerships havebeen in operation since April 2006. We look forward tocontinuing to work with our colleagues in StrathclydePartnership for Transport and our fellow local authoritiesto bring forward projects that maintain the economicand social vitality in the west of Scotland.

Within South Ayrshire Council, we have brought ourtransport and planning functions under the sameservice, reflecting the ever greater need for integration.We also continue to work closely with our neighbours inEast and North Ayrshire, on pan-Ayrshire matters andwith colleagues in Dumfries and Galloway on timbertransport, with the North Channel Partnership and theA77 Safety Group.

This Local Transport Strategy sets out the transportpolicy position of the Council and the transport projectprogramme up to 2014 and identifies longer-termschemes beyond this date that we need to beginconsidering now with our partners in Transport Scotlandand Strathclyde Partnership for Transport.

Delivering improvements to our transport network is abenefit to the whole community and we look forward toworking with our various partners and with the peopleof South Ayrshire in implementing this strategy.

FOREWORD

Cllr Hugh R HunterLeader of South Ayrshire Council

Graham PeterkinDepute Chief Executive and

Executive Director of Development &Environment South Ayrshire Council

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MEET YOUR COUNCILLOR

South Ayrshire Council has 30 local Councillorswho represent the eight new wards that wereintroduced at the May 2007 elections.Some wards have four councillors and somehave three, based on the number of people inthose wards. All the councillors are picturedbelow, and you can approach any one of them in

your ward if there are matters you would like todiscuss or bring to their attention.Each councillor holds a regular surgery and youcan find details by logging onto:www.south-ayrshire.gov.uk/council/surgeriesor by telephoning 01292 612484

PeterConvery

NanMcFarlane

BillMcIntosh

PhilipSaxton

BillGrant

ElaineLittle

MikePeddie

RobinReid

StanFisher

HughHunter

HelenMoonie

MargaretToner

BrianConnolly

AnnGalbraith

SandraGoldie

MairiLow

DouglasCampbell

IanCavana

JohnHampton

TomSlider

EddieBulik

IanDouglas

MaryKilpatrick

WinifredSloan

JohnAllan

AndyCampbell

HywelDavies

IanFitzsimmons

JohnMcDowall

AlecOattes

TROON

AYRWEST

PRESTWICK

MAYBOLE, NORTH CARRICK & COYLTON

AYR NORTH

AYR EAST

KYLE

GIRVAN & SOUTH CARRICK

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CONTENTS

Contents

1. Introduction 2

2. Review of the 2001 Local Transport Strategy 4

3. Achievements 8

4. Demographic issues 10

5. Review of the transport network 19

6. National and local policy framework 40

7. Implications of the Road Traffic Reduction Act 47

8. Problems, causes, constraints and opportunities 55

9. Vision and objectives 69

10. Initial consultation 71

11. Committed schemes 82

12. Interventions and projects 83

13. Parking standards 86

14. Action plans 88

15. Monitoring and evaluation 100

16. Glossary 102

Appendix A – Previous LTS performance assessment 104

Appendix B – Town Centre car parks 109

1

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1. INTRODUCTION

This Local Transport Strategy (LTS) has been prepared inaccordance with the Scottish Government’s “Guidanceon Local Transport Strategies”1. This strategy follows onfrom the previous strategy, developed in 2001.

The LTS is structured to comply with the methodologyof the Scottish Transport Appraisal Guidance (STAG).The aim of this strategy is to review the currentsituation, identify problems, causes, constraints andopportunities, setmeaningful objectives, generateintervention options, appraise the plan and develop amonitoring regime.

This LTS is accompanied by a Strategic EnvironmentalAssessment (SEA) and a STAG Appraisal in accordancewith current legislative requirements. The SEA examinesthe policies and programmes of the LTS within a widerenvironmental context and the STAG appraises severalpackages of interventions that have been proposed todeal with identified problems and facilitate growth.Electronic copies of the LTS and associated documents

can be found on a USB card at the back of this report.This document complements the LTS SummaryDocument and provides more detailed backgroundinformation to support the summary document.

As this is a technical document, there are manyabbreviations used. We have included a comprehensiveglossary at the back of the document that referencesthe abbreviations used within this report.

The main elements of the LTS and its relationship withother documents and policies are detailed in the figureon the following page.

1“Guidance on Local Transport Strategies”, the Scottish Executive (SE), March 2005

2


3

National Transport StrategyRegional Transport Strategy

Transport White PaperSTPR

National Planning FrameworkAyrshire Joint Structure Plan

South Ayrshire Local Plan

Policy Context

StrategicEnvironmentalAssessment

Problems & Opportunities

Vision & Objectives

Action Plans

LTS

Monitor & Review

Other National andLocal Policy

Identify Options

Appraise Options

Road TrafficReduction Report


2. REVIEWOF THE 2001 LOCALTRANSPORT STRATEGY

The South Ayrshire Transport Initiative (SATIN)was theCouncil’s first LTS and was published in 2001.SATIN identified a number of programmes and policiesfor implementation during the LTS period of operation.A table of these is contained in Appendix A together witha grading of the success or otherwise in implementation.

In terms of the major intervention projects, there areonly two that were not delivered during the LTS period.These are the multi-modal interchange projects atBarassie railway station and Ayr railway station.At Barassie, it has been sensible to await the outcomeof investigations into potential improvements on theKilmarnock branch line, as these may impact on thepotential size and layout of the Park-&-Ride facility.In addition, a new major land release at NE Troon hasbeen in preparation and this shall financially contributeto the improvements identified. At Ayr station, worktaken forward by Strathclyde Partnership for Transport(SPT) in June 2002 to examine options has not beentaken to the next level of assessment. The station doespresent a difficult site due to the constraints ofneighbouring roads, the number of parties involved andthe need to interface with bus services.

The Council, as Appendix A shows, has been successfulin delivering planned improvements. The Council hasalso delivered a number of projects that did not appearin the original LTS. In general, this has been due toeither the LTS not giving a level of detail down to theindividual project in that specific area, or where aspecific funding stream has been made availablefollowing the preparation of the LTS.

Multi-Modal Travel StationsTen railway stations were planned for conversion tomulti-modal travel stations.These were:• Barassie • Troon • GPA• Prestwick Town • Newton-on Ayr • Ayr• Maybole • Girvan • Barrhill

Quality Transport Corridors (QTCs)Seven bus based corridors and three rail basedcorridors were identified as proposed QTCs.

The bus based corridors identified were:• Whitletts Road (A719);• Ayr to Prestwick road (A79);• Castlehill/Dalmellington Road (A713);• Maybole Road (A79 South);• Holmston Road (A70);• Monument Road (B7024); and• Racecourse/Doonfoot/Dunure Road (A719 South).

4


5

The bus corridors identified have been implemented interms of infrastructure improvements, but no ‘real time’travel information has been provided following unfavourableresponses from public consultation. The technology andoperator issues associated with this service need a regionalfocus and at present this is not considered to be a priority.The upgrading of stops to provide level access, the provisionof new shelters and where appropriate the use of bus prioritylanes have improved facilities for public transport users.

The rail based corridors identified were:• Glasgow Prestwick Airport (GPA) to Prestwick and Ayr;• Ayr Hospital to the town of Ayr and the north; and• Heathfield to the town of Ayr and the north.

The rail-based schemes have, in general, not beendelivered. The scheme at GPA has not been effectivelytrialled and has limited impact. It is expected that theAyr Hospital scheme will be brought forward as part ofthe SE Ayr development, although this is in the mediumterm. Having worked through the issues associated withthe Ayr Hospital scheme, which already has a passingtrain service, we believe that the potential for a railbased scheme at Heathfield is not realistic in the currentregulatory and financial climate.

Urban Transport Management and Control (UTMC)South Ayrshire has continued to develop its UTMCsystem through the period of the LTS to improve trafficflow and the response of traffic signals to the varyingdemands of traffic. An adaptive traffic control systemwas introduced in Ayr and Prestwick to reduce trafficcongestion and minimise delay to traffic on the roadnetwork. In addition, a traffic signal remote monitoringsystem was developed to automatically report signallamp failures and faults. The combination of these twodynamic systems allow operational staff within the officeenvironment to receive system alerts immediately andassist in efficient fault reporting and systemmaintenance whilst ensuring the efficient optimisationof signal timings.

Traffic Regulation EnforcementAutomatic detection of bus lane violation on QTCs hasnot been introduced. Relative to the overall length ofthe QTCs, the length of bus lane is small due to the lackof available road space. The bus lane sections haveproven to be relatively ‘self-policing’ with othermotorists obeying the restrictions. Occasionalenforcement by police officers is needed, but this levelof intervention is considered to be acceptable.

Public Transport InformationFollowing recommendations made through the previousLTS, timetable information on QTCs is now attached tothe bus stop pole. The infrastructure is provided by SPTand the information is provided by the bus operators.The requirements on operators to provide timetableinformation for their routes generally operatessatisfactorily. At GPA, we have worked with the airportoperators to provide high quality public transportinformation covering bus, rail, taxi and ferry operationsfor air passengers. The system at GPA won the ScottishTransport Award for Travel Information in 2005.

Pre-Trip Journey PlanningSATIN included pre-trip journey planning schemes atnational, regional and local level. In reality, the ScottishGovernment has taken a lead in providing thisinformation with the formation of ‘traveline’, whichprovides both on-line and telephone based planning.This has superseded the need to provide a system atregional level. In tandem with this, SPT and the ScottishGovernment have embarked on advertising campaignsto raise awareness and encourage journeys by non-carmodes. In particular, this has linked into the healthyliving agenda promoted by the Scottish Government.


6

Walking and Cycling NetworksIndividual schemes have been taken forward as part ofour Cycling, Walking and Safer Streets (CWSS) fundingfrom the Scottish Government. Figure 2.1 below showsthe National Byway cycle routes in South Ayrshire.

Figure 2.1 National Byway Cycle Routes

Figure 2.2 below details cycle routes that have beendeveloped in and around Ayr.

Figure 2.2 Local Cycle Routes in Ayr


7

Road SafetyRoad safety improvements have been deliveredthroughout the Council area, especially around schools.Projects have included:• School Travel Plans have been introduced at 70% of

schools in the Council area;• Extensive introduction of 20mph speed limits

throughout South Ayrshire;• On-road cycle training has been introduced at primary

schools;• Junior Road Safety Officers have been introduced at

84% of all primary schools;• Vehicle activated warning signs have been introduced

at locations with high instances of collisions;• “Reckless driving wrecks lives” presentation has been

given to senior school pupils; and• Pedestrian and cyclist safety has been promoted

through the West of Scotland Road Safety Forum.

South Ayrshire to Glasgow Long DistanceTransport CorridorNew Class 334 trains have been introduced on theAyrshire electric services. Many refurbished Class 318units have also been deployed on the line, givingenhanced passenger facilities and information.The delivery of a 20-minute frequency rail service is not

within the remit of the Council, and requires bottlenecksoutside the control of South Ayrshire Council to beaddressed. Most notably, this means providingadditional capacity between Paisley and GlasgowCentral. Until such issues are addressed, it appearsunlikely that additional services will be able to beprovided. However, the Glasgow Airport Rail Link(GARL) scheme is expected to provide some additionalcapacity, allowing improvements to Ayrshire services.

Parking Amendments and Enforcement in TownsA dynamic car parking guidance control system hasbeen introduced in Ayr Town Centre displaying realtime car park occupancy levels. Funding was secured toallow a parking study in Prestwick to consider thecompeting demands in this busy part of South Ayrshire.However, we have not been able to carry out studies inother areas. Further studies are required to identifyother parking issues in the South Ayrshire area.

Rural Transport InitiativesWorking in partnership with SPT, the Carrick ‘Ring n'Ride’ has been a major boost to rural accessibility and apopular choice. Rural bus stop infrastructureimprovements have been introduced to improve publictransport patronage within rural areas. The introductionof bus services remains within the commercial sectorand many locations do have good levels of service andpatronage. However, potential new express servicescould remove locally important services from smallerintermediate settlements. The diversity of origins anddestinations in the rural context can make it difficult forbus services to compete effectively with often only oneservice provider operating a route.

Other ProjectsThere is potential for a new Park-&-Ride facility at AyrHospital as part of the SE Ayr development. This facilitywill be delivered by the private sector. The overalltransport remit of SPT will make it easier to deliver suchprojects going forward.

Monitoring and PolicyA network of automatic traffic control counters has beenintroduced at strategic locations enabling growth ratesto be quantified.


Scottish Transport Awards – Walking and CyclingAward, 2007In the 2007 Scottish Transport Awards, South AyrshireCouncil was awarded the Walking and Cycling Award.This award recognises the Council’s innovative andexciting work that has led to an extensive number ofcycle and walking routes being created in South Ayrshire.

The Scottish Transport Awards 2007, which aresupported by the Scottish Government, the ScottishTransport Studies Group, Transport Scotland, SPT andTransport Times, acknowledge real improvements tolocal transport.

The Council’s Transportation section submitted theirLocal Cycle Feeder Routes scheme for consideration forthe Scottish Transport Awards 2007.

Some of the projects that helped South Ayrshire to winthe award are:• Joint partnership working to develop cycle routes in

the South Ayrshire area to feed in to National CycleRoute 7;

• Meeting public demand for safe and direct routes toschools;

• Designating over 11 kilometres of road space to newlocal cycle routes along main arterial roads to Ayr;

• Introducing cycle routes to schools and incorporatingthem in school transport plans;

• Creating rural routes for recreational purposes andincreased access to the countryside;

• Encouraging Council employees to cycle to work;• Reducing car usage, which benefits the environment;

and• Creating a safe environment along cycle routes to

encourage men, women and children to use the routes.

Scottish Transport Awards - Travel InformationAward, 2005South Ayrshire Council came out top in a ”travelinformation” section at the 2005 Scottish Transport Awards.The award was in recognition of the Council's work with anintegrated transport information system at GPA.

Special Events

The council has been involved in the planning of anumber of special events of varying levels of magnitudeincluding:• Open Golf Championship – (Troon and Turnberry);• Seniors Golf Championship – (Troon and Turnberry);• Ladies Golf Championship – (Turnberry);• Home International Golf – (Old Prestwick);• Ayr County Show – (Ayr Racecourse);• Northfield Bowling Events;• Burns Festival – (generally within Wellington Squareand Ayr Racecourse);

• Ayr Flower Show – (Rozelle Park);• Girvan Cycle Race;• Glasgow Taxis’ visit to Troon;• Continental Market – (River Street, Ayr);• Football Tournaments – (Old Racecourse and RozellePark);

• Rugby Tournaments – (Millbrae and Doonholm);• Vintage Commercial Vehicle Road Run – (Low Greenand Ayr Town Centre);

• Harley Davison Motorcycles (HOGS) – (AyrRacecourse);

• Kite Festival – (Low Green);• Dundonald Games;• Burns Homecoming Event – (Various locations);• Concerts and special events at Culzean and Ayr

Racecourse;• Pipers’ Trail – (Low Green and Ayr Town Centre); and• Ayr Town Centre Christmas Lights Switch On.

3. ACHIEVEMENTS

8


SPECIAL EVENTS GALLERY


4. DEMOGRAPHIC ISSUES

10

Location and PopulationSouth Ayrshire is located on the West Coast of Scotlandto the SW of Glasgow. It covers an area of 1,222 squarekilometres and has a resident population of 111,7002.The South Ayrshire population projection for year 2024,based on 2004 population figures, estimates a 2.4%reduction in population compared to a 0.2% increase inScotland as a whole3. The main centres and theirestimated 2004 populations are:

Table 4.1 Population of Main Settlements (2006)

The towns of Ayr, Prestwick and Troon together accountfor almost 70% of the population and form a relativelydensely populated coastal strip. Conversely, asignificant proportion of the population lives outwiththe main settlements in smaller villages and rural areas.This is particularly the case in Carrick, in the south of theCouncil area. The Council area therefore has a widerange of locational characteristics from urban to sparserural, making the provision of effective rural transportlinks both an issue of necessity and a major challenge.

In 2004, there were 49,880 households in South Ayrshire;the housing stock estimate predicts a further increase of7% by 20244. Home ownership in the area has alsoincreased since the last census from 62% to 71%.

The distribution of people and jobs within Ayrshiremeans that it is important to understand the transportnetwork across the region, as well as within SouthAyrshire itself. The Joint Structure Plan andTransportation Committee, that considers issues acrossthe three Ayrshire authorities, has undertaken a reviewof regional performance indicators. These results areprovided below along with some commentary.

EmploymentThe number of people within South Ayrshire who areeconomically active was estimated at 53,800 in 20075.Out of the total working age population, 76.0% peopleare in employment, which is marginally above theScottish average of 75.9%5. Unemployment in SouthAyrshire is 5.2%, which is higher than the Scottishaverage of 5.0%5. For those in employment the grossweekly pay earned in 2007 was £474.50, which was7.6% higher than the Scottish average5.

Not only is employment forecast to decline but theworking age population within Ayrshire, as shown in thefollowing table, is expected to decline. This is consistentwith the move towards an increasingly ageingpopulation, as previously identified. It is noted thatSouth Ayrshire is predicted to show the lowest level ofdecrease of all the Ayrshire authorities.

TOWN POPULATIONAYR 46,050PRESTWICK 14,680TROON 14,510GIRVAN 6,790MAYBOLE 4,710DUNDONALD 2,510COYLTON 2,740MOSSBLOWN 2,030Source: General Register Office for Scotland

2General Register for Scotland mid-2006 population estimates3General Register for Scotland 2004 based population projections4General Register for Scotland Household projections for Scotland5National Statistics


Table 4.2 Working Age Population

11

However, what is of concern to the area is its reliance on itstraditional industries and the growing necessity for thoseliving in South Ayrshire to commute longer distances toareas of employment outside the authority boundary.Employment figures show that the traditional industriesemploy the greatest majority in South Ayrshire.In 2005, the percentages of people working in theseindustries were as follows:• Manufacturing (13%);• Public administration, education and health (34%);• Distribution, hotels and restaurants (28%); and• Tourism related (12%);

Employment in these industries is higher than theirrespective Scottish averages. In comparison, servicebased industries such as Finance, IT and other businessactivities comprises of just 7% of jobs in South Ayrshireas opposed to the Scottish average of 18.5%.”

Figure 4.1 displays the employment distribution byindustry in South Ayrshire.

COUNCIL AREA 2005 2006 2010 2015 NET CHANGEEAST AYRSHIRE 75,500 75,400 73,700 70,600 -4,900NORTH AYRSHIRE 84,800 84,800 82,800 79,600 -5,200SOUTH AYRSHIRE 68,400 68,400 67,100 64,700 -3,700AYRSHIRE 228,700 228,600 223,600 214,900 -13,800Source: SLIMS, 2005

Othernon-services

2%

Transport &Communications

7%

Finance, IT, OtherBusiness Activities

7%

Public Admin,Education & Health

34%

Manufacturing13%

Distribution, Hotels& Restaurants

28%

Construction4%

Otherservices5%

Figure 4.1 Employee Jobs by Industry (2007) Source: NOMIS

Employee Jobs by Industry


12

Figure 4.2 shows the net change in employment byindustry from 1997 to 2005. What is apparent from thisgraph is the rise of 4,600 jobs within publicadministration, education and health and a drop ofapproximately 3,000 jobs in manufacturing.

Car OwnershipFigure 4.3 shows the breakdown of car ownership inSouth Ayrshire. Although 71% of households in SouthAyrshire own at least one car there are 29% that do notown a car and therefore rely on other means of transportto connect to vital services. It is important that thissection of society is not excluded and have access topublic transport.

-3000-4000-5000 -2000 -1000 0 1000 2000 3000 4000

Figure 4.2 Change in Employment by Industry -1995-2007Source: Nomis Official Labour Market Statistics

Other

Public administration, education & health

Transport & Communications

Distribution, hotels & restaurants

Tourism related

Construction

Banking, finance and insurance

Manufacturing

146%

None29%

2+25%

Figure 4.3 Car Ownership in South Ayrshire by HouseholdSource: Scotland’s Census 2001

Car Ownership South Ayrshire

Change in Employment by industryChange in Employment by industry

Change in Employment Numbers


Travel to Work/Place of StudyOf the working population and full time students ineducation, the proportion of those commuting in 2001was 86%6.

The commuting patterns shown in Figure 4.5 indicatethe difference of those commuting from a rural or urbanorigin as well as for all of South Ayrshire.What these trends show is that rural commuters travel agreater distance to work or study in comparison tothose commuting from an urban location.

13

Figure 4.5 Distance Travelled to Place of Work/StudySource: Scotland’s Census 2001

Distance Travelled to Place of Work/Study

Figure 4.4 Car Ownership Comparison of AreasSource: Scotland’s Census 2001

Car Ownership

50

40

30

20

10

0

40%

35%

30%

25%

20%

15%

10%

5%

0%

None

Origin Rural Origin Urban

Distance (km)

Origin All

Scotland

1Car

2+

South Ayrshire South Ayrshire (Rural)

0-5 5-10 10+

South Ayrshire (Urban)

6 Scotland’s Census 2001

PercentageofHouseholds

PercentageofSACWorkingPopulation


14

Figure 4.6 shows that 31% of those commuting livewithin a 5km distance of their place of work or study.Those living within the lower end of this travellingdistance should be encouraged to either walk or cycleto work; both decreasing unnecessary vehicle travel andincreasing personal health by exercise. 61% ofcommuters travel a distance of 5 to 10km daily.

Those living within this travelling distance should beencouraged to commute either by public transport orcar sharing. Those living more than 10km from theirplace of work or study may be beyond a reasonablepublic transport route to commute on a daily basis;however, public transport, car sharing or working fromhome for a proportion out of their commuting scheduleshould be encouraged.

Travel to work trends ScotlandAs can be seen from Figure 4.7, the percentage of thosecommuting by car has stayed constant at 69% between1997 and 2007 in Scotland. During the same periodthose using public transport and cycling have continuedto stay constant at 15% and 2% respectively. However,those walking to work have declined by 2% between1997 and 2007.

8%

61%

31%

Distance travelled to work in South Ayrshire

Figure 4.6 Distance travelled towork in South AyrshireSource: Scotland’s Census 2001

0-5 km

10+ km

5-10 km

1997 20072001

70

80

90

100

60

50

40

30

20

10

0Car Public

TransportWalk Cycle Other

Figure 4.7 Travel to Work Trends in Scotland(percentages by mode)Source: Scottish Transport Statistics 27

Percentage


As shown in Figure 4.8, the 2001 census indicates that13% of South Ayrshire residents walk to work incomparison to 69% who commute via car to work.A further 15% of work trips were made using publictransport signifying a walking stage to and from thestation or bus stop. The historical decline in trips madeby foot can be attributed to the rise in car ownershipand consequent increase in car trips.

Car ownership in South Ayrshire, in 2001, was 71% incomparison to 60% in 1991. Out of those who commuteto work in South Ayrshire, 47% live within a distance of5km of their destination. Those living within thisdistance should be encouraged to walk or cycle to workto help increase personal health by exercising anddecrease unnecessary vehicle travel.

Travel to school trends ScotlandSchool journeys account for a significant proportion oftraffic congestion. However, in the period between1995 and 2005, car trips to school in Scotland reducedat first and then returned to a level just below that in1995. Walking trips to school over the same periodremained relatively stable. Figure 4.9 highlights themodal split of trips to school between 1995 and 2006.

15

Other1%

Car60%

Car Passenger9%

Public Transport15%

Bicycle1%

Foot13% Taxi

1%

Motor Cycle0%

Figure 4.8 Method of travel to work in South AyrshireSource: Scotland’s Census 2001

Method of travel to work 1995/97 2005/062002/03

70

80

90

100

60

50

40

30

20

10

0Car Public

TransportWalk Cycle Other

Figure 4.9 Travel to School Trends in Scotland(percentages by mode)Source: Scottish Transport Statistics 27 Table 12.16

Percentage


Traffic surveys have shown that school related trafficaccounts for over half of morning peak hour traffic inparts of South Ayrshire7. As indicated in Figure 4.10, in2001, 39% of pupils walked to school, lower than theScottish average of 42%. At same time, a fifth of pupilswere transported to school by car; many of these tripsinvolved short journeys which could be easily done bywalking or cycling. Preventing children from walking orcycling to school inhibits exercise and the developmentof practical road safety skills.

The Local EconomyThe South Ayrshire economy is broad based, with a strong,but declining, manufacturing sector, a well developedservice sector encompassing retail, offices and tourism anda growing international freight and passenger airportfacility. Particular challenges faced by the local economyinclude the decline of traditionally important sectors suchas engineering, textiles, coal mining and fishing. Certainareas which depended heavily on these industries havesuffered particularly noticeable decline with individualareas affected disproportionately; the Newton, McCallsAvenue and West Sanquhar Road areas of Ayr being suchexamples. In addition, many of the modern hightechnology manufacturing sector companies are externallyowned and vulnerable to changes in highly competitiveglobal markets, and significant job losses have also

occurred within this sector. The industries associated withGPA, including those in the aerospace sector, perform wellin niche markets. Given the status of the Port of Ayr as theonly remaining Lift on Lift off port in South West Scotland, itplays a essential role in servicing the demands of industryand agriculture in the South West.

Whilst unemployment rates recorded in South Ayrshire asat June 2008 (5%) compare equitably with other areas ofScotland, economic restructuring has resulted in localisedareas of high unemployment, with this most evident inGirvan and North Ayr, where priority partnership areas havebeen designated to encourage new investment. Tarbolton,Mossblown and Annbank are also recognised as requiringpriority investment to aid economic regeneration.

16

Other6%

Car20%

Foot39%

Train4%

Bicycle1%

Bus22%

Taxi8%

Figure 4.10 Method of travel to place of study in South AyrshireSource: Scotland’s Census 2001

Method of travel to place of study

Source: Rail/Bus - Traveline, Car - Transport Direct

FROM

AYR1

IRVINE2

KILMARNOCK3

AYR1

20

25

IRVINE2

17

N/A

K’NOCK3

27

N/A

AYR1

27

26

IRVINE2

27

27

K’NOCK3

26

27

AYR1

21

23

IRVINE2

21

13

K’NOCK3

21

12

RAIL TO BUS TO CAR TO

Table 4.3 Average Journey Times by Mode between core settlements (minutes)

7 South Ayrshire Council


Although there are undoubted concerns with regard tospecific elements of the South Ayrshire economy, thereare many opportunities to strengthen its base throughconsolidation, diversification and a commitment to thecontinued emphasis of town centres as the focal pointfor commercial and social activity.

Transport, in general, mirrors the economy. When theeconomy grows, the demand to travel and the demandfor goods also grows. Although, the future direction ofthe economy at the present time is unpredictable, thisLTS covers a period of five years and we therefore haveto plan for this timescale.

The Council is seeking to build on the existing strengthsof the local economy, and maximise opportunities toreduce unemployment and to promote growth andinward investment. It is considered that a fundamentalelement of addressing the issues of economicdevelopment will be the co-operation and co-ordinationof a wide range of public and private sectororganisations. This co-operation will ensure that themost benefit can be gained from the identification of,and investment in, development opportunities whichmight otherwise be lost.

Gross Domestic Product (GDP) and TransportGDP is one of the ways of measuring the size of acountry’s economy. Growth in transport is related to thegrowth in GDP with more goods being transported andmore people making economic trips in a growingeconomy.

Figure 4.11 to 4.14 compare transport growth withindex values for seasonally adjusted GDP growth. (GDPgrowth is in constant 2004 prices, hence the reason whyit has the index value of 100 to transport growth in

Scotland. Data analysis shows that during the period2002 to 2007:• Total vehicular traffic has grown by 4%;• Car traffic has grown by 4%;• Rail traffic has grown by 3%;• Bus passengers have grown by 3%; and• GDP has grown by 12%.

Figure 4.11 shows the relationship between GDP andtotal vehicular traffic between 2002 and 2007.The increase in vehicular traffic has reduced incomparison to GDP after 2004. This could be due toincreased congestion and environmental issues resultingfrom increased choice of alternative travel modes.

17

110

105

100

95

0

Figure 4.11 GDP vs Total Vehicular Traffic (2004 GDPWeighting)Source: Scottish Transport Statistics 27 and the Scottish Government

GDP vs Total Vehicular Traffic GDP

2002 2003 2004 2005 2006 2007

TVT

PercentageChange


Figure 4.12 shows the relationship between GDP and cartraffic growth between 2002 and 2007. The increase in cartraffic was above that of GDP between 2002 and 2004 butbelow GDP between 2004 and 2007, again probably aresult of increased use of other modes due to congestionand increased awareness of environmental issues.

Figure 4.13 shows the relationship between GDP andbus passenger growth between 2002 and 2007. Buspassenger growth has not been as strong as the growthin GDP, however, with the introduction of free travel forconcessionary travel and improvements to services andvehicles, passenger growth has started to pick up.

Figure 4.14 shows the relationship between GDP andrail traffic growth between 2002 and 2007. Rail trafficover the period has generally increased above the rateof GDP growth. The dip in rail growth between 2002and 2004 was due to the Hatfield rail crash and theresultant collapse of Railtrack. Since 2004, rail traffic hasseen growth considerably over GDP growth.

18

110

105

100

95

0

Figure 4.13 GDP vs Bus Passenger Growth (2004 GDPWeighting)Source: Scottish Transport Statistics 27 and the Scottish Government

GDP vs Bus Passenger Growth

2002 2003 2004 2005 2006 2007

110

105

120

115

100

95

0

Figure 4.14 GDP vs Rail Traffic Growth (2004 GDPWeighing)Source: Scottish Transport Statistics 27 and the Scottish Government

GDP vs Rail Traffic Growth

2002 2003 2004 2005 2006 2007

110

105

100

95

0

Figure 4.12 GDP vs Car Traffic Growth (2004 GDPWeighting)Source: Scottish Transport Statistics 27 and the Scottish Government

GDP vs Car Traffic Growth

2002 2003 2004 2005 2006 2007

GDP CTG GDP BPG

GDP RTG

PercentageChange

PercentageChange

PercentageChange


5.REVIEWOF THE TRANSPORTNETWORK

IntroductionThis section provides a review of the existing transportnetwork in South Ayrshire and related issues. The topicscovered are:• Walking network; • Cycling network;• Public transport including bus and rail services;• GPA; • Transport safety;• Energy consumption of transport; • Freight transport;• Parking; and • Network maintenance.

Walking NetworkThe principal walking network that is provided in SouthAyrshire comprises of the pedestrian routes associatedwith the Council’s public road network. This isaugmented by a network of off-road pedestrian routesand links throughout the Council area. The Council iscurrently working to produce a Core Path Plan in line withits duties under the Land Reform (Scotland) Act 2003.

Walking is the most sustainable means of transport, hasthe least impact on the environment and its availabilityis free. Nearly all journeys made include some amountof walking; most often walking is used as a connector toother modes of transport. However since 1991 thenumber of walking trips to work in South Ayrshire hasfallen by 4%8. Short journeys that were once made byfoot are now being made by car as it is consideredquicker, more convenient and comfortable. This hasresulted in additional traffic using the road network andless people walking due to the safety risk associatedwith high traffic movements and speed.

To counteract this declining trend, people should beencouraged to favour walking trips rather than vehicle

trips particularly for short journeys. Provision of goodinformation and quality facilities will encourage peopleto make walking a regular activity. The effect ofpromoting people to walk rather than use privatetransport can be beneficial to the environment byreducing carbon emissions, improving health byincreased exercise, and encouraging a safer and morepleasant community through a reduction of car usage.In South Ayrshire, 29% of householders do not havedirect access to a car8, and where public transport maynot always be an option some form of social exclusionmay be experienced. Well designed walking facilitiesthat are inter-linked can help reduce social exclusion byimproved accessibility. Local economic growth can alsobenefit through increased walking as those makingthese trips will become more aware of local businessesor may be attracted back to shopping in areas that wereonce congested by traffic.

Table 5.1 below details the frequency that peoplewalked in a seven day period as a means of transportand for pleasure purposes.

19

8Scotland’s Census 2001

1-2 DAYS 3-5 DAYS 6-7 DAYS 1-2 DAYS 3-5 DAYS 6-7 DAYSSOUTH AYRSHIRE 21% 20% 16% 21% 15% 14%SCOTLAND 15% 21% 16% 16% 14% 16%Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007

As a means of Transport (i.e. to gosomewhere – e.g. work, shopping or friends)

Just for pleasure or to keep fit

Table 5.1 Adults (16+) Frequency of walking in previous 7 days


South Ayrshire has a wide range of safe and convenientleisure walking pursuits available to residents andtourists alike. Walking within the urban and ruralenvironment is catered for by the expansion of existingwalkways in line with the Land Reform (Scotland) Act2003 Development of a Core Path Plan. The Act placesa duty on the Council to develop a Core Path Plan that is“sufficient for the purpose of giving the publicreasonable access throughout the area”. The basicframework of routes will link into and support the widernetwork of pedestrian routes in the area and will helpstructure the existing pedestrian route networkencouraging promotion and greater use of the mostimportant routes. In addition, the Core Path Plan willconsider the effective integration of all modes oftransport. To achieve this, the core path system is likelyto consist of existing and new pedestrian routes of whichthe surface may vary from earth to surfaced routes.

Cycle NetworkThe cycle network in South Ayrshire comprises theNational Cycle Route 7, which runs north-south throughthe area, augmented by localised routes and spurs.The cycle route is also well used by pedestrians.

Cycling is the most environmental friendly mode oftransport after walking. Most of South Ayrshire and itstowns and villages are ideal for cycling. Cycling offers agood alternative to the private car for short to mediumlength trips and great method of exercise.South Ayrshire Council is committed to increasing thelevel of cycling by providing and promoting itsadvantages of being a sustainable means of transportthat benefits the environment. Further details on the

past achievements or provisions are presented inChapters 2 and 3.

The principal deterrents to cycling are the dangerassociated with accidents, lack of storage, the weather,road conditions, theft and social issues. To counteractthe real and perceived danger issues associated withcycling the Council encourages more people toparticipate in cycling activities and help create astronger, safer and cycle-friendly environment that willhelp promote cycling to future generations.

Cycling promotes enhanced health and sustainabletravel whilst reducing noise pollution and congestion onthe road network. A number of recreational andfunctional cycling routes that are proposed will serve toencourage this. South Ayrshire Council aims to achievethe objectives set out in The South Ayrshire CommunityPlan 2006-2010, “A Better Future Together” and theAyrshire Joint Structure Plan to improve the quality oflife in South Ayrshire.

20


South Ayrshire Council works in partnership withnumber of bodies including SPT, Sustrans and CyclingScotland, to improve the cycling infrastructure andpromote cycling as a sustainable mode of transport inSouth Ayrshire.

Table 5.2 below details the frequency that peoplecycled in a seven day period as a means of transportand for pleasure purposes in South Ayrshire andScotland as a whole.

After the perceived risk to cyclists, cycle parking isconsidered the next greatest deterrent to cycling. Aspart of the improvement made over the period ofSATIN1 increased cycle parking facilities have beenimplemented at a number of locations throughout theAuthority, including town centres and multi-modalinterchanges. The Council will continue to monitor theneed for more cycle parking where there is an actual orpotential future demand.

Cyclists are vulnerable road users; because of this theCouncil will continue to work on improving cycle safetyso that risks involved with cycling can be reduced.Since 1999 cycle casualties have dropped overall by33%, falling from 6% in 1999 to 4% in 2006.Accident statistics from 2003 to 2005 (shown in Table5.3) show a steady decline in total accidents involvingcyclists. However, data for 2006 indicates an increase inthe total accidents involving injury and a decrease in thenumber of cycling related accidents.

The number of cyclists involved in road accidents needsto be reduced further. To make this possible the Councilis determined to provide better, safer, cycling facilitiesfor South Ayrshire, projects such as local cycle feeder

routes, which are off road and segregated wherepractical, and cycle training for children will serve tomake cyclists and motorists more aware of one anotherresulting in a further reduction in the number ofaccidents involving cyclists.

21

Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007

As a means of Transport (i.e. to gosomewhere – e.g. work, shopping or friends)

Just for pleasure or to keep fit

Table 5.2 Adults (16+) Frequency of cycling in previous 7 days

Table 5.3 Collisions Involving Cyclists

1-2 DAYS 3-5 DAYS 6-7 DAYS 1-2 DAYS 3-5 DAYS 6-7 DAYSSOUTH AYRSHIRE 2% 1% 0% 3% 2% 0%SCOTLAND 1% 1% 1% 3% 1% 0%

Year Total % Involving Number ofCollisions Cyclists Cyclists

2003 46,120 7 212004 14,800 8 232005 14,430 8 242006 6,900 5 15Source: South Ayrshire Council


A number of off road, recreational and functional cyclingroutes that are being built will serve to encourage andpromote cycling’s health and sustainable travel benefitswhilst reducing noise pollution and congestion on theroad network. Together with the benefits from theseprojects, and a reduction in accidents involving cyclists,cycling will become a realistic travel choice for thepopulation of South Ayrshire.

Funding for cycle related projects will be sought fromthe South Ayrshire Council Capital Budget and a numberof other sources such as SPT, Sustrans and the CWSSInitiative.

Public Transport: BusesBus services in South Ayrshire are operated by a numberof commercial operators. The majority of bus services inSouth Ayrshire are operated by Stagecoach WestScotland. Although most routes are operated on a fullycommercial basis, funding is provided to supportservices that would otherwise be uneconomic toprovide, such as those serving many rural areas. In thesouth of the Council area, the Carrick ‘Ring n’ Ride’

service is provided. This is a ‘ring-&-ride’ service thatprovides a public transport service in an area whereconventional timetabled services would not be efficientor effective in responding to the needs of the travellingpublic.

The bulk of the bus services in the area radiate from Ayrwhich also has an extensive town network. Services alsoprovide links to North Ayrshire, East Ayrshire, Glasgow,Lanarkshire and Dumfries and Galloway.

22

Table 5.4 Bus Services on major routes

No. OF BUSES PER HOUR PER DIRECTIONTOWN LOCATION MON-FRI SAT SUNAYR/PRESTWICK A79 Prestwick Road at McCalls 14 14 5AYR A719 Whitletts Road at Craigie 15 15 4AYR A70 Holmston Road at Mill Brae 8 8 1AYR A713 Castlehill Road at Chalmers 16 16 7AYR A79 Maybole Road at Belmont 6 6 3AYR B7024 Monument Road at Coreshill 2 2 1AYR A719 Doonfoot Road at Seafield 2 2 0TROON B749 Craigend Road 4 4 1TROON A759 Loans Road 2 2 1TROON B746 North Shore Road 3 3 1GIRVAN A77 Henrietta Street 2 2 1GIRVAN A77 Glendoune Street 1 1 1 every 2 hoursMAYBOLE A77 Cassillis Road 3 3 1DUNDONALD B750 Kilmarnock Road 4 4 2DUNDONALD B730 Main Street 4 4 2COYLTON A70 Joppa Road 6 6 1MOSSBLOWN B743 Mauchline Road 5 5 2Source: StagecoachWest Scotland and SPT Bus Timetables


An average of 30% of households within South Ayrshirehave no access to private transport, this figure howeverranges from 16% to 41% within individual settlements inthe area9. The residents of these households thereforerely on other forms of transport, including publictransport.

Table 5.5 below shows that bus usage in South Ayrshireis generally below the Scottish average, this willhowever vary across the area depending on a variety offactors including the availability of alternative publictransport (e.g. rail service), availability of privatetransport and frequency of bus service.

Table 5.6 shows the number of bus services annually forthe 10 year period between 1995-96 and 2005-06 andthe percentage increase/decrease in passenger trendsfor the 5 year period between 2002/03 and 2007/08.

From examining Table 5.6, the number of bus servicesin South Ayrshire has fallen from 507 in 1995/96 to 491in 2005/06, albeit with fluctuations. Commercialisedbus services in the region have decreased from 295 to293 for the same time period while the number ofsubsidised bus services has increased from 54 to 56.To prevent social exclusion from occurring, the Councilprovides financial support to maintain bus serviceswhich serve rural areas.

RailRail services in the area are operated by First Scotrailsupported by Transport Scotland. A half hourly serviceoperates between Ayr and Glasgow with an hourly servicebetween Girvan and Kilmarnock and less frequentservices to Newcastle, Carlisle and Stranraer. The linebetween Ayr and Glasgow was electrified in the 1980’sand rolling stock has also been upgraded with theintroduction of Class 334 Juniper electric units. Servicesbetween Girvan and Kilmarnock and those to Newcastle,Carlisle and Stranraer are formed of diesel units. Ayrstation is the 11th busiest station in Scotland with around1.2 million journeys annually10. There are also a number ofroutes used for freight movements only.

Services between Ayr and Glasgow suffer fromovercrowding, especially between Irvine and GlasgowCentral. The opening of the GARL is expected to providebetween one and two additional train paths in the peakbetween Paisley Gilmour Street and Glasgow from the endof 2010. There is in addition, capacity available in the off-peak which is particularly beneficial to freight traffic.

23

Table 5.5 (Adults 16+) Use of Local Bus services

SOUTH AYRSHIRE 9% 14% 8% 8% 61%SCOTLAND 12% 12% 8% 12% 56%

Every day or 2 or 3 times About once Once a fortnight Not used inalmost every day per week a week or once a month the past month

Source: Transport across Scotland in 2005 and 2006: some Scottish Household Survey results for parts of Scotland, Scottish Government, 2007.

Table 5.6 Total Bus Services in South Ayrshire

1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05 2005-06LOCAL BUS SERVICE 352 368 368 358 363 369 368 374 369 357 357OTHER (NON LOCAL) SERVICES 155 166 178 160 131 161 145 143 166 149 134ALL SERVICES 507 534 546 518 494 530 513 516 535 506 491COMMERCIAL 295 311 310 298 307 314 306 311 302 301 293SUBSIDISED 54 57 58 60 56 56 62 63 67 56 56

Source: Bus and Coach Statistics

9 Scotland’s Census 2001 www.scrol.gov.uk Table KS17 10 Office of Rail Regulation Station Usage Statistics 2005/2006


Use of these services by air passengers from GPA canalso result in capacity problems, however, at presentmost of the stations on the line are unable toaccommodate more than the present maximum 6 coachtrain lengths.

Table 5.7 below shows that rail usage in South Ayrshireis above the Scottish average, reflecting the relativelygood rail service. Rail usage is, however, likely to beconcentrated on the settlements with rail serves i.e. Ayr,Prestwick, Troon, Barassie, Maybole and Girvan.

Table 5.8 shows that all rail stations in the South Ayrshireregion have experienced considerable passengergrowth due to a variety of factors including increasedcongestion on the road network towards Glasgow andan increase in commuter traffic to Glasgow. Rail serviceshave experienced improved reliability rates over this

period which promotes rail transport. GPA rail stationhas experienced the largest passenger growth out of allthe stations in South Ayrshire. This is a result of theincreasing number of passengers choosing to fly fromGPA on budget airlines.

The station provides an excellent interchange facility forpassengers travelling between the airport and Glasgow.Overall rail passenger growth for South Ayrshire hasincreased by 30%.

24

Table 5.7 (Adults 16+) Use of Train services


Every day or 2 or 3 times About once Once a fortnight Not used inalmost every day per week a week or once a month the past month


Table 5.8 Total Number of Rail Passengers travelling through South Ayrshire’s railway stations

Growthexperiencedbetween %Growth2004-05& 2004-2005&

2004-05 2005-06 2006-07 2007-08 2007-08 2007-08AYR 1,256,500 1,365,500 1,417,081 1,384,604 128,104 10%NEWTON-ON-AYR 31,200 36,000 36,825 36,389 5,189 17%PRESTWICK TOWN 254,000 280,100 282,061 275,649 21,649 9%GLASGOWPRESTWICK AIRPORT 254,014 280,090 113,747 569,708 482,408 190%TROON 509,300 539,200 561,803 569,318 60,018 12%BARASSIE 106,700 110,800 115,655 121,452 14,752 14%MAYBOLE 48,900 50,100 50,336 52,672 3,772 8%GIRVAN 99,200 106,400 104,128 101,438 2,238 2%TOTAL 2,393,100 2,583,400 2,681,636 3,111,230 718,130 30%Source: Lennon


Access to Public TransportTable 5.9 below highlights that 88% of the population ofSouth Ayrshire are within a 6 minute walk of a bus stopwhich is broadly similar to the national equivalent.

Table 5.10 below highlights that the service frequency ishowever perceived to be lower than the nationalaverage reflecting the more rural areas of South Ayrshire.

The potential for increasing trips on public transport ishighlighted in Table 5.11 below. From Table 5.5 and 5.7 itcan be established that currently (2005/2006), 11% ofadults use the bus or the train every day in South Ayrshire.

Table 5.11 below shows that 43% of employed adultswho work in South Ayrshire could use public transportfor commuting.

25

Table 5.9 Walking Time to the Nearest Bus Stop

UP TO 4 TO 7 TO 14+ DON’T NO3 MINS 6 MINS 13 MINS MINS KNOW BUS

SOUTH AYRSHIRE 54% 34% 8% 2% 1% 1%SCOTLAND 55% 31% 9% 3% 1% 1%

Source: Scottish Transport Statistics No.27

Table 5.10 Frequency of Bus Service (number per hour)

5 OR 3 OR 1 OR LESS DON’TMORE MORE 2 FREQ KNOW



Table 5.11 Employed adults, car/van commuters – could they use public transport?

WORKS DOES NOT WORK COULD USE COULD NOT USEFROM HOME FROM HOME PUBLIC TRANSPORT PUBLIC TRANSPORT

SOUTH AYRSHIRE 8% 92% 43% 56%SCOTLAND 11% 89% 43% 55%



Taxis and Private Hire Cars (PHC’s)Taxis and PHC’s function as an important element ofpublic transport. They provide residents and tourists alikea means of travelling either to or from other forms ofpublic transport. They supply a necessary service formany disabled persons and those travelling during timesof the day when other forms of public transport arelimited, such as night time/early morning avoiding theneed to use a private car. For taxis to perform to the bestof their ability it is fundamental that they are placed atkey passenger interchanges such as train and busstations, GPA, shopping centres and other areas wherepotential customers congregate.

South Ayrshire Council is the authorising body for issuingtaxi and PHC’s licences by virtue of the Civic Government(Scotland) Act 1982. In order to be licensed as taxisvehicles must either be purpose-built as a taxi having M1European Whole Vehicle Type Approval via the VehicleCertification Agency (VCA) or be custom-built as a taxihaving both Low Volume Type Approval from the VCAand written approval from the Director of Development,Safety & Regulation. PHC’s are required to be a saloon,estate or MPV (multi purpose vehicle) capable of carryingfour passengers in comfort with a minimum width acrossthe back seat of 48 inches at its narrowest point and anengine capacity of what is commonly known as 1600cc atleast.

Purpose built taxis require to be tested annually up to sixyears old and thereafter every six months, they must bereplaced by nine years after original registration. Custombuilt taxis and PHC’s are required to be tested annuallyup to six years at which point they must be replaced. Thelocal authority ensures that all policies and proceduresare being maintained and any violations are reported tothe Council. Spot checks are carried out by StrathclydePolice and the Taxi monitoring officer for South Ayrshire.

All drivers are required to under go driver training andpass the Driving Standards Agency’s HackneyCarriage/Private Hire Test Assessment prior to obtaininga taxi or private hire driver’s licence. All non UK drivershave to provide evidence of their English language skillswhen applying to the Council for a taxi or private hire

driver’s licence.

The council currently has 122 taxis and 185 PHC’s11

licensed vehicles in the South Ayrshire. PHC’s differ totaxis as they are not required to have mobility accessibleramps/facilities for disabled users. PHC’s can only behired by advance booking and not be flagged like a taxiin the street, they cannot wait in a taxi rank and are notauthorized to use bus lanes as a taxi would.

As part of the “Safe Ayr Zone” community safetypartnership, taxi marshals work in Ayr, at specific areas ofhigh demand, between 11:00pm and 4:00am on Fridayand Saturday nights. Their role has helped to assist in thequicker and more efficient dispersal of queues from taxiranks. Taxi drivers have been encouraged by theincreased personal safety and better road environmentto drive in. Strathclyde Police have commended thefaster clearing of streets in Ayr by up to 30 minutes.

The location of taxi ranks is the responsibility of theCouncil. The location and design of ranks should takeinto account the requirements of taxi operators, otherstakeholders and the maintenance of traffic flow.The following table details the current number of taxirank space throughout South Ayrshire.

Increased taxi rank spaces are particularly needed inTroon, Prestwick and Girvan.

26

FULL TIME TAXI RANKS AVAILABLE SPACESAYR 7 24

PART TIMEAYR 10 27GIRVAN 1 2PRESTWICK 1 4TROON 2 8

Source: South Ayrshire Council

Table 5.12 Taxi Ranks in South Ayrshire

11 South Ayrshire Council


Glasgow Prestwick Airport (GPA)

Population CatchmentApproximately two million people live within a one hourdrive of GPA and four million within two hours.The airport is currently the only one in Scotland with adirect rail link and GPA delivers proportionately moretourists into Scotland than any other airport12.

Passenger and FreightGPA is currently the 4th busiest airport in Scotland andoverall it is 15th busiest airport in the UK13. Figure 5.1indicates the total aircraft movements at the airportbetween 1996 and 2007.

The airport has continued to grow as well as developthe economic position of South Ayrshire by offeringdirect passenger flights to 36 international destinations(June 2007)14.

27

70,000

60,000

50,000

40,000

30,000

20,000

10,000

01996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

GlasgowPrestwickAirport TotalAircraftMovements

NumberofAircraftMovements

Figure 5.1 Total Aircraft Movements at Glasgow Prestwick AirportSource: Scottish Transport Statistics 27

12 Infratil – GPA Profile http://www.infratil.com/content/view/1922/100/ 13 Civil Aviation Authority14 Glasgow Prestwick International Airport 15 Ayrshire Joint Structure Plan ‘Economy’


This has resulted in a 426% increase in passengernumbers from 1996, as displayed in Figure 5.2, withapproximately 2.4 million passengers using the airportin 2006/07. It is expected that GPA will handle at least 6million passengers per year by 203015.

GPA has a dedicated rail station on the main Glasgow toAyr line which is served by the half-hourly Glasgow toAyr electric service and less frequent diesel servicesbetween Kilmarnock and Girvan. Rail fares for airpassengers are subsidised by the Scottish Government,entitling them to half price rail travel.

Stagecoach buses also serve the bus stops on the mainroad outside the airport providing services to Ayr,Glasgow, Hamilton, Troon, Kilmarnock, Irvine andGreenock. GPA operates a coach link to/fromEdinburgh and Glasgow to link in with the first flights ofthe morning and the last flights of the evening which areoutwith the operating times of the scheduled train andbus services.

GPA has also developed a considerable freight baseand handles more 747 freighter movements than anyother airport in Scotland. The airport is also developing

a centre of excellence in the aircraft maintenance andaerospace industries. Located at the airport arecompanies such as BAe Systems, GE Caledonian,Goodrich Corporation and Woodward Aircraft Controls,specialising in the aerospace structures, componentsand systems sectors and is home to a Boeing 747maintenance facility operated by Polar Air Cargo and aBoeing 737-800 double-bay facility for Ryanair.

Airport freight increased rapidly from 1996 to a peak in2001. Although this increase has tailed off, freight levelsat the airport are 31% higher than those in 1996.

28

Passengers(000)

3,000

2,500

2,000

1,500

1,000

500

01996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

GPATerminal Passengers

Figure 5.2 Terminal Passenger Totals at Glasgow Prestwick AirportSource: Scottish Transport Statistics 27


Figure 5.3 represents the change in freight growth for GPA.

GPA has the potential for continued future growth dueto its population catchment areas of Ayrshire, Glasgow,Lanarkshire and as far away as Edinburgh, increaseddestination opportunities, transport accessibility andavailability for increased runway expansion.

South Ayrshire Council recognises the importance ofGPA’s role in developing economic prosperity within theregion. The AJSP recognises the potential of GPA withthere being opportunities for future development andair travel as a result of additional runway capacity.

29

GPA has produced a draft Masterplan which comments“our goal is to move from the current year projection of2.5 million passengers to around 5.7 million passengersin 2018 and around 12 million by 2033. Our freightbusiness is also expected to grow at an average of 4%per year.

We will invest in the airport to ensure the necessaryfacilities and services are in place to meet thisgrowth.”16 The Draft Masterplan also details proposalsto develop the freight hub to the southeast of the mainrunway, releasing space for development of thepassenger handling areas.

Transport SafetySafety and security on public transport, especially in theevening, is often a significant factor of travel choice. TheScottish Household Survey publishes data on perceptionsof safety while travelling by bus and train, however, thebreakdown of figures for South Ayrshire is incomplete.

50,000

40,000

30,000

20,000

10,000

01996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007

FreightGrowthGPA

Figure 5.3 Freight Levels at Glasgow Prestwick AirportSource: Scottish Transport Statistics 27

16 Glasgow Prestwick Airport Draft Masterplan 2008

Tonnes


Table 5.13 provides a breakdown of accidents, severity and associated costs on a yearly basis between 2001 and 2006.

30

Road SafetyDuring 2007, there were 261 recorded road crashes inSouth Ayrshire that resulted in 350 casualties. This is a2.5% reduction from the 2006 level of casualties;17

however these casualty figures do not indicate the level ofpain and grief suffered plus the human cost and the direct

economic cost caused by road collisions. The estimatedcost of road casualties in South Ayrshire has beenestimated as being in excess of £26 million Department ofTransport, Local Government and the Regions (DTLR)Highway Economic Note Number 1, 2005 prices).

ACCIDENTCASUALTIES 2001 2002 2003 2004 2005 2006 COSTPERCASUALITY

NUMBERS AT2007PRICESFATAL 7 4 1 5 4 6 £1,648,390SERIOUS 67 62 63 40 35 36 £185,220SLIGHT 260 256 243 243 230 236 £14,280TOTAL 322 322 307 288 269 278COSTSFATAL £11,538,730 £6,593,560 £1,648,390 £8,241,950 £6,593,560 £9,890,340SERIOUS £12,409,740 £11,483,640 £11,668,860 £7,408,800 £6,482,700 £6,667,920SLIGHT £3,712,800 £655,680 £3,470,040 £3,470,040 £3,284,400 £3,370,080TOTAL £27,661,270 £21,732,880 £16,787,290 £19,120,790 £16,360,660 £19,928,340

Source: Road Accidents Scotland 2007

Table 5.13 Casualties on South Ayrshire Council RoadsNote: years 2001 to 2005 have been taken from ’Road Accidents in Scotland’, the Scottish Executive (SE) Year 2006 was provided by SAC

Table 5.14 provides a breakdown of casualties, severity and associated costs for the trunk road network in SouthAyrshire on a yearly basis between 2001 and 2006.

CASUALTIESONCOUNCIL ROADS


NUMBERS AT2007PRICESFATAL 3 6 8 6 1 4 £1,648,390SERIOUS 19 34 24 19 18 14 £185,220SLIGHT 114 92 116 64 101 67 £14,280TOTAL 136 132 148 89 120 85COSTSFATAL £4,945,170 £9,890,340 £13,187,120 £9,890,340 £1,648,390 £6,593,560SERIOUS £3,519,180 £6,297,480 £4,445,280 £3,519,180 £3,333,960 £2,593,080SLIGHT £1,627,920 £1,313,760 £1,656,480 £913,920 £1,442,280 £956,760TOTAL £10,092,270 £17,501,580 £19,288,880 £14,323,440 £6,424,630 £10,143,400


Table 5.14 Road Casualties on South Ayrshire Trunk Roads

CASUALTIESON TRUNKROADS

17 Transport Scotland


31

Figure 5.4 below indicates past casualty trends inSouth Ayrshire between 1994 and 2006.

Road Safety TargetsIn March 2000 the government announced its secondset of road safety reduction targets for the subsequent10 years. These targets aim to achieve by 2010:• 40% reduction of the number of people killed or

seriously injured in road collisions (KSI);• 50% reduction the number of children KSI in road

collisions; and• 10% reduction in slight casualty rate, expressed as the

number of people slightly injured per 100 millionvehicle kilometres.

Table 5.15 provides a breakdown of casualties, severity and associated costs for the public road network managed bySouth Ayrshire Council on a yearly basis between 2001 and 2006.


NUMBERS AT2007PRICESFATAL 10 10 9 11 5 10 £1,428,461SERIOUS 75 106 96 70 58 51 £160,510SLIGHT 389 348 359 306 334 258 £12,375TOTAL 474 464 464 387 397 359COSTSFATAL £14,284,610 £14,284,610 £12,856,149 £15,713,071 £7,142,305 £14,284,610SERIOUS £12,038,250 £17,014,060 £15,408,960 £11,235,700 £9,309,580 £8,186,010SLIGHT £4,813,875 £4,306,500 £4,442,625 £3,786,750 £4,133,250 £3,587,750TOTAL £31,136,735 £35,605,170 £32,707,734 £30,735,521 £20,585,135 £26,158,370


Table 5.15 Road Casualties on all South Ayrshire Roads

CASUALTIESONALL ROADS

16 Transport Scotland

Figure 5.4 Casualty Trends in South AyrshireSource: Road Accidents Scotland 2007

Road Accident Trends in South Ayrshire

500

400

300

200

100

01994-98average

Slight Serious Fatal

2001 2002 2003 2004 2005 2006 2010target

Casualties


In South Ayrshire, these targets were achieved in 2006in advance of the 2010 deadline. Table 5.16 highlightsthe achievements made in reducing road casualties bythe end of 2006.

IssuesSpeed ManagementSpeed limits play an important function in indicating toroad users the nature of risks posed by a road. Researchhas shown that a reduction in excessive speeds on roadscan reduce the number of casualties or the severity ofcasualties, with a 1mph reduction in average speed, theaccident frequency can be reduced by 5%18. Researchalso shows that colliding with an adult pedestrian whiledriving at 40mph rather than 30mph reduces thesurvival rate for pedestrians from 80% to 10%.19 Thespeed of road traffic is now managed through theproper application of modern road design standards.These standards define design criteria that help toreduce traffic speeds which will have a positive impactupon the number and severity of collisions.

Urban Speed ManagementRoads in urban areas should provide safe travel forpedestrians and road users alike. In 2006, 65% of roadcrashes in South Ayrshire took place on urban roads.Efforts should be made to identify areas requiring moresuitable speed limits and traffic calming techniques tomanage the speed of vehicles on urban networks.

SchoolsIn line with the Scottish Government's aim to reduce thenumber of children KSI by 50%, an enforceable speedlimit of 20mph is being introduced around all ScottishSchools. The enforcement of this speed limit is helpingto reduce the number of KSI children in South Ayrshire

from an average of 23 between 1994 and 1998 to 5 in2006; a reduction of over 78%. This KSI reductionindicates the positive result of speed reduction in areawhere vulnerable road users may be affected.

Rural Speed ManagementRural road crashes in 2006 amounted to 35% of the totalroad crashes; it however accounted for 68% of all thoseKSI. The council’s aim is to monitor; investigate, identifythe causes and put in place schemes to reduce thenumber and severity of these accidents. Those living inrural locations should be safeguarded by the effect thathigh speed limits can have on communities byreviewing their appropriateness.

Education; Training and Publicity:The council is committed to reducing road casualties byproviding education, training and publicity to all roadusers and in specific young or elderly drivers andpedestrians, the two age groups of most concern.The following is a list of tools aimed to increase roadsafety awareness:• Children’s Traffic Club;• Road Safety Education for all ages and category of

road user;• Education via Theatre plays;• Teenage/Elderly Pedestrian crossing points;• School Crossing Patrol Service;• Young pedestrians and cyclists training;• Pre-driver education; and• Improved driver behaviour and fitness to drive.

32

Table 5.16 South Ayrshire Casualties against2010 Targets

Casualties 1994-98 2010 2006 % Changeaverage target from base

KSI 120 72 60 -50.0CHILD KSI 21 11 5 -76.2SLIGHTCASUALTIES 349 314 303 -13.2

18 TRL, 1993 and 2000 19 www.thinkroadsafety.gov.uk



Vulnerable road usersThose most at risk tend to be the most vulnerable roadusers. These groups of people need to be identifiedand actions put in place to reduce the risk involved.Figure 5.5 below shows the category of road user foraccidents in South Ayrshire.

Figure 5.6 displays the proportions of casualties fromeach category between 1999 and 2006. From SATIN1the overall casualties on roads have dropped howeverthe proportion of drivers or passengers of motorvehicles has risen from 76% to 85%.

EnforcementThe Council works in partnership with StrathclydePolice, other Local Authorities, Transport Scotland, andStrathclyde Fire and Rescue to promote and enforceroad safety in South Ayrshire. By working in partnershipthe Council is provided with professional expertise andresources to help accomplish its road safety aims andobjectives. The Council is a member of both the West ofScotland Road Safety Partnership and the A77 SafetyGroup.

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GoodVehicleDrivers2%

Passengers28%

Pedestrians11%

Motor Cyclists5%

PCV Drivers1%

Car orTaxi Drivers

45%

PedalCyclists4%

Other Driversor Riders 4%

Figure 5.5 Category of Road CasualtiesSource: Road Accidents Scotland, 2006

Category of Casualties by Road User

50%

40%

30%

20%

10%

0CarorTaxiDrivers

Passengers Pedestrians PedalCyclists

GoodVehicleDrivers

MotorCyclists

PCVDrivers

Otherdriversor riders

Comparisonof casualtiesby roaduser

Figure 5.6 Comparison of Casualties by Method of TravelSource: Road Accidents Scotland, 2006

1999 2006


Energy Consumption of TransportFigure 5.7 shows the relationship between energyconsumed by transport and energy consumed by othersectors in South Ayrshire. Transport consumption inSouth Ayrshire has relatively increased from year 1999to 2005, by 18% in 1999 to 26% in 2005. The increase inthe percentage consumption is due to the growth intravel needs. If the need to travel can be reduced itwould help the local economy and environment.

Road NetworkSouth Ayrshire currently has 1,151km of Council roadsand 93km of Trunk roads within the area boundaries.The A77 trunk road forms the spine of the road networkin South Ayrshire from the Dumfries and Gallowayborder in the south to the Kilmarnock bypass in thenorth. This road is a mixture of different standards alongits length, varying from major dual carriageway to singlecarriageway, some sections of which are poorly alignedby modern standards. The A78 trunk road links from theA77 at Dutch House Roundabout to the North Ayrshireborder. This is a modern dual carriageway road withgrade separated junctions. There are no motorway classroads in South Ayrshire.

The local ‘A’ class road network is focussed on Ayr withroutes radiating out to other areas. This is supported byan extensive ‘B’ and ‘C’ class network with a largeunclassified network forming the largest single part ofthe public road network in South Ayrshire.

Table 5.17 shows the 2007 road lengths by roadcategory in South Ayrshire. Unclassified roads haveexperienced the largest growth rising by 7% since 1999to cover 605km of roadway. “Principal” roads coverapproximately 107km, “A and B class” roads accountfor 206km, and “C class” roads comprise of 232km ofroad length.

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39%

35%

26%

Energy consumption proportions

Figure 5.7 Energy Consumption Proportions:Source: www.berr.gov.uk, Publication URN 08/P1/REV, Year 2005

Industry &Commerce

RoadTransport

Domestic

SOUTH AYRSHIRE(2007)

TRUNK ROAD 91’A‘ CLASS ROAD 107’B‘ CLASS ROAD 206’C‘ CLASS ROAD 232UNCLASSIFIED 605TOTAL LOCAL ROAD 1,150TOTAL ROAD 1,241Source: General Register for Scotland

Table 5.17 Public Road Length (km)


The break down of trunk and council road proportions in2007 is detailed in Figure 5.8.

Figure 5.9Proportions of Road Class in South AyrshireSource: Scottish Transport Statistics 27

Road Traffic FlowsThe proportional breakdown of traffic by road class isshown in Figure 5.10. What can be seen from this graph isthe much larger volumes of traffic using the major routes.

Figure 5.10 Volume of Traffic on South AyrshireRoads by Road Class

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Figure 5.8 Road Lengths by Class of RoadSource: Scottish Transport Statistics 27

Class of Road

Road Lengths in South Ayrshire 2007

700

600

500

400

300

200

100

0Trunk Principal A and B

RoadsC Roads Unclassified

Principal7%

Unclassified49%

A and B Roads25%

C Roads19%

Council Road Proportions

Minor Roads(B/C Unclassified)

36%

Non-Trunk AUrban 11%

Non-Trunk ARural 14%

Motorways &Trunk A Urban

0%

Trunk A Rural39%

Traffic on roads by road class

Source: Scottish Transport Statistics 27

Kilometres


Freight TransportRail freight in and through South Ayrshire consistsmainly of the movement of significant volumes of coalfrom the opencast sites in East Ayrshire and importedcoal from Hunterston to power stations in Scotland andEngland. Additional flows consist of fuel oil to GPA,sand which is off-loaded in Ayr Harbour (for glassmaking in North Ayrshire) and cement which is exportedto Ireland through Ayr Harbour. The table below detailsthe rail siding facilities within South Ayrshire.

Development of the rail network to carry a wider varietyof freight including standard size containers isdependent on the gauge clearance and routeavailability of each line.

The table below details the gauge clearance, routeavailability and electrification of Ayrshire’s rail network.

W6 – Standard GaugeW7 – Cleared for 8ft 0in high containersW8 – Cleared for 8ft 6in high containersW9 – Cleared for 9ft 0in high containersW10 – Cleared for 9ft 6in high containers

The ‘gauge’ figure is a measure of the size of containerthat can be accommodated given the clearance onother tracks and bridges. The ‘route availability’ refersto the axle weight that can be accommodated on theline, RA10 taking a greater load than RA8. The tabledemonstrates that while the majority of the network cantake a high axle load, it is not capable ofaccommodating large container sizes.

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LOCATION TRADER STATUSAuchincruive Mod Not In use but

MaintainedAyr Falkland Yard Ews OperationalAyr Harbour Henderson Operational

Kerr YardAyr Harbour ABP OperationalAyr WRD/TMD EWS OperationalNewton-on-Ayr Scottish Closed - No

Agricultural ConnectionsPrestwick BP Oil OperationalBarassie Network Rail Operational

/Freightliner

Table 5.18 Rail siding connections in South AyrshireSource: Road Accidents in Scotland 2007

TRACK GAUGE STATUS ELECTRIFIEDSECTIONPaisley W9 RA10 YesGilmour Stto KilwinningKilwinning W8 RA10 Yesto AyrAyr to W8 RA8 NoStranraerKilwinning W8 RA10 Yesto LargsArdrossan W6 RA10 YesHarbourBranchHunterston W6 RA10 NoBranchBarassie to W9 RA10 NoKilmarnockBarrhead W7 RA10 Noto GretnaNewton on W7 RA10 NoAyr toMauchlineAyr Harbour W7 RA10 No/Falkland Yard

Table 5.19 Gauge Clearance on Ayrshire’sRail Network Source: Network Rail Route Directory, 2004


In recent years, investigations have been carried out todevelop a railhead at Barrhill to serve the timberindustry. Although this project has not, as yet, come tofruition, various organisations are still committed totaking the project forward.

Over 43% of the road freight to/from South Ayrshire hasan origin or destination within South Ayrshire. The portsof Ayr and Troon and Prestwick Airport are importantgenerators of road freight. A significant amount oftimber traffic is transported throughout South Ayrshire,especially in the rural areas. The Ayrshire TimberTransport Group brings together representatives of thecouncils, hauliers, timber producers, the police andorganisations using timber raw materials and hasproduced a network of agreed routes for timber trafficthroughout Ayrshire.

The development of a combined heat and powerbiomass plant at the UPM-Kymmene Paper Mill in Irvinewill generate around an additional 350,000 tonnes oftraffic. These loads are likely to originate in or passthrough South Ayrshire from the forestry areas in thesouth west or through the Port of Troon.

The figures on freight produced by the Department forTransport are based on sample surveys across the UKand therefore care has to be taken in using the absolutevalues.

The Port of Troon is an established fishing and ferry portwith a modern fish market, 300-berth marina and amajor new ro-ro ferry terminal opened by P&O in 2001.Although SeaCat sailings between Troon and Belfastceased in December 2004, the ferry terminal nowhandles two daily freight services and two daily fast ferryservices to Northern Ireland for P&O. The freightservices carried 29,000 HGVs and 3,000 trade cars in2008. The fast ferry services carried 50,000 footpassengers and 65,000 cars in 2008.

P&O have plans to introduce a larger vessel on thefreight service in the future. This would increase thecapacity on the route to around 60,000 HGVs perannum. ABP are also keen to further develop existingferry services and develop new routes from the port.

Ayr & Troon are also Scotland's premier log-handlingports. Much of this timber is shipped by the Timberlinkproject, an environmental initiative to reduce timbermovements by road and increase the use of seatransport. This project is a public service contractawarded by the Forestry Commission and has been agreat success, removing over 2 million lorry miles inunder 2 years. These logs originate from Kintyre, Argyll,Skye and the Highlands.

The Port of Troon imports around120,000 tonnes oftimber per annum with 50% of this volume beingdelivered for processing to the adjacent sawmill. Theprocessed timber is then distributed as a finishedproduct to customers within the region. The remaining50% is delivered direct from the port to customerswithin Ayrshire. Total timber volumes equate to around9,600 lorry movements per annum to and from the portto Ayrshire destinations.

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FREIGHT TO FREIGHT FROMSOUTHAYRSHIRE SOUTHAYRSHIRE

Thousand Tonnes 4299.57 4729.75South Ayrshire 27.6% 25.1%Rest of Ayrshire 15.3% 51.1%Dumfries & 16.8% 3.0%GallowayEdinburgh, 0.5% 1.0%Lothians andEdinburghLanarkshire 5.6% 4.5%North of 3.2% 0.9%Scotlandand IslesTayside, Central 17.5% 4.1%and FifeWest of Scotland 6.3% 5.3%Rest of UK 7.2% 5.0%

Table 5.20 Road Freight to and from South Ayrshire

Source: DfT 2005


The Port of Ayr handles a wide range of imported andexported cargos. In 2008, the port handled 200,000tonnes of imports. This included salt, minerals, animalfeed and wind farm equipment. 85% of thesecommodities are distributed within region with thebalance to Dumfries & Galloway and in the case of saltother destinations in the UK. This equates to 16,000lorry movements per annum to and from the Port of Ayr.

The Port of Ayr exported 375,000 tonnes of goodscomprising coal, timber and re-cycled metals. Coaloriginates from East Ayrshire, logs from the forestry inAyrshire and Dumfries & Galloway and metals againfrom Ayrshire. This equates to 30,000 lorry movementsper annum to and from the port.

One timber logistics firm in Ayrshire has developed andinvested in two mobile floating self assembly jetties thatcan accommodate a 3000 dwt vessel for loading ordischarging logs or other bulk commodities in remoteareas. This initiative is essential to the harvesting offorests, where road infrastructure is poor. This alsoenables marginal areas which would not be harvestedand replanted to become economically viable. Full pierstructures would be uneconomic for short termbusiness. This initiative allows for an increase in seamovements rather than road. Inevitably if successful thiscould further increase imports into Troon by sea.

ParkingParking in South Ayrshire is currently provided in a varietyof different on-street and off-street forms. The off-streetelement is provided by both council and private car parkswith varying charges. South Ayrshire Council operates avoucher parking scheme for on-street parking within Ayrtown centre which is limited to 2 hours duration. Details ofthe off-street parking provision in South Ayrshire isattached in Appendix C. The development of a Tourismsigning strategy will help to better utilise the existingcoach and car parks.

Parking and loading is restricted in certain areas includingalong bus lanes and at bus stops. Provision is made fordisabled parking close to amenities and services and taxiparking within town centres.

Parking requirements for new developments are detailedin the Council’s Roads Development Guide and ScottishPlanning Policy 17 (SPP17) Planning for Transport.The parking standards within South Ayrshire are discussedin more detail in Section 13 of this report.

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COMMODITY TONNAGECOAL 4549LOGS 5157SCRAP 4636SODA ASH 1581SEAWEED 206PEACOCK SALT 2031FERTILISER 3613FERTILISER FOR BAGGING 2633LIMESTONE 2470CALUMITE 357SALT 1295

Source: General Register for Scotland

Table 5.21 Freight Tonnages Handled at the Port ofAyr (2006)


NetworkMaintenanceSouth Ayrshire Council has responsibility for maintainingthe non-trunk element of the road network in the area.Maintenance of the trunk roads is the responsibility ofAmey, working for Transport Scotland. A summary of thecondition of the road network is detailed in Table 5.22.Where the condition is detailed as ‘amber’, furtherinvestigation should be undertaken to establish iftreatment is required and where the condition is describedas ‘red’, the road has deteriorated to the point at which it islikely repairs to prolong its future life should be undertaken.

The backlog of carrigeway maintenance work requiredon the South Ayrshire road network in 2003/2004 isdetailed in Table 5.23.

The backlog in bridge maintenance work required onthe South Ayrshire road network based on the results ofthe Council’s Bridge Inspection Programme wasestimated at £2.17m in March 2008.

In addition, outstanding bridge strengthening work tobring bridges on the South Ayrshire road network up tothe 40 tonne European Standard for load carryingcapacity was estimated at £1.2m in March 2009.

The backlog in street lighting maintenance andreplacement work on the South Ayrshire road networkwas estimated at £4.3m in 2005/2006.

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£ MILLIONSOUTH AYRSHIRE 22.48

Source: SCOTS, December 2004

Table 5.23 Road Maintenance Backlog 2003/4

FREIGHT TO FREIGHT %

A Class Roads Red 5Red or Amber 31

B Class Roads Red 6Red or Amber 35

C Class Roads Red 8Red or Amber 41

Unclassified Roads Red 13Red or Amber 48

All Local Roads Red 11Red or Amber 45

Table 5.22 Road Network Condition 2006/07

Source: Scottish Transport Statistics 27


This section outlines the national and local policyframework in which the LTS sits. These include:The wider policy context as set out in:• UK Goverment Environmental Policy;• Scottish Government general policy includingEconomic Strategy;

• The South Ayrshire Community Plan 2006-2010; and• South Ayrshire’s Single Outcome Agreement.

The planning context, as set out in:• The National Planning Framework (NPFW);• The Ayrshire Joint Structure Plan (AJSP); and• South Ayrshire Local Plan (SALP).

Environmental Policy• Strategic Environmental Assessment (SEA)Regulations came into force in Scotland in July 2004(The Environmental Assessment (Plans andProgrammes) (Scotland) Regulations 2004). SEA isfocused on strategic level plans likely to havesignificant environmental effects. SEA is likely to applyto all transport strategies. Authorities should ensurethat the provisions of the SEA Regulations are all metwhen carrying out environmental assessment of theirqualifying plans and programmes.

Scottish Government General Policy• The Government White Paper on Transport “TravelChoices for Scotland” instigates local authorities toput into effect, if appropriate, road user and parkingcharging schemes to manage demand, reduce

congestion, raise transport revenues and lessenenvironmental impact.

• Scottish Planning Policy (SPP) 17 sets out the nationalmaximum car parking standards to be applied acrossScotland. The Council is required to adoptmaximumparking standards. Factors such as public transportaccessibility; opportunities for walking and cycling;objectives for business and tourism, economicdevelopment and existing parking facilities should betaken account of when the Council is determining itsmaximumparking standards. Furthermore, the Councilcan also determine its ownminimumparking standardsto underpin themaximum standards. Residentialdevelopments should be excluded frommaximumparking standards as car ownership remainsunconstrained. However, where developments arehighly accessible by a range of sustainable transport, theplanning authorities should consider applying locallyderivedmaximum car parking standards for such typesof residential developments, and where appropriateidentify the possibility for car-free housing. The nationalmaximum car parking standards are as follows:

6. NATIONAL AND LOCALPOLICY FRAMEWORK

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Type of Development* Threshold from and above National Maximumwhich Standard Applies Parking Standard

Retail (Food) (Use class 1) 1000m2 1 space per 14m2

Retail (Non-Food) (Use class 1) 1000m2 1 space per 20m2

Business (Use Class 4) 2500m2 1 space per 30m2

Cinemas (Use Class11(a)) 1000m2 1 space per 5 seatsConference Facilities 1000m2 1 space per 5 seatsStadia 1500 seats 1 space per 15 seatsLeisure (other than Cinemas 1000m2 1 space per 22m2

and Stadia)Higher and Further Education 2500m2 1 space per 2 staff plus

1 space per 15 students

*Reference to m2 is to Gross Floor Area (GFA)

Table 6.1 Maximum parking standards

Section 06:Layout 6 17/4/09 10:23 Page 40

In addition to the car parking maximum standards,specific provision must be supplemented for peoplewith disabilities who are blue badge holders. Bluebadge holders have the right to park in public pay anddisplay spaces without charge and time limit imposed

on them. Design and location of disabled parking isimportant. Parking should be located in a convenientlocation, within close proximity to premise accesspoints, and should be clearly marked for disabled use.The national disabled parking standards are as follows:

Cycle safety and security are of major concern forcyclists. The Council should ensure that developmentsites and town centres incorporate and maintain cycleparking facilities that are:• Conveniently located;• Secure;• Easy to use;• Adequately lit;• Well signed and; preferably• Sheltered.

Planning Advice Note (PAN) 57 about managingmotorised travel and provision of transportinfrastructure, identifies the adverse impact that parkingcan have on public transport provision, walking andcycling routes. It recommends the implementation ofparking policies to be adapted to the particular localcircumstances. Action taken to counter illegal parking,enforcement of short-term parking and eliminatinglong-stay parking close to retail facilities is encouragedand doing so may benefit the attractiveness of towncentres.

The Scottish Executive (SE) Guidance on LocalTransport Strategies requires local authorities todevelop parking standards, comprising of a set ofmaximum car parking standards, a set of minimum cycleparking standards and a set of minimum parking

standards for disabled people. The following is a list ofwhat is expected to be taken into consideration in allstrategies:• how parking policies are to be used to encouragemotorists to use alternative means of travel. This willbe essential where strategies propose significantinvestment in public transport;

• the appropriate number of total spaces, the balancebetween short and long-stay spaces and the level ofcharges;

• the application of parking standards for newdevelopment, set out as maximum standards indevelopment plans and sensitive to sustainabletransport issues and to different standards ofaccessibility by other modes of transport. ScottishPlanning Policy guidance on maximum parkingstandards was published in March 2003; and

• whether it would be appropriate to takedecriminalised parking powers. This would enable thelocal authority to take direct control over parkingpolicy and enforcement, with potential benefits for theeffective and efficient implementation of parkingpolicies.

The document also encourages Local Authorities tocommence decriminalising parking zones as included inthe Road Traffic Act 1991. The Local Authority is thenenabled to directly control parking policy and

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Car park maximum standard Car park maximumsize up to 200 spaces standard size over 200 spaces

Employment Uses 1 space per disabled employee plus 6 spaces plus 2% of maximum2 spaces or 5% of the maximum standard standard size.size whichever is greater.

Retail, Leisure and 3 spaces or 6% of maximum standard size 4 spaces plus 4% of maximumRecreation Uses whichever is greater. standard size.

Table 6.2 Mobility impaired parking standards


enforcement. Income gained from enforcement canthen be used by the Local Authority to sustain theparking enforcement and also be used to achievepolicies set out in their Local Transport Strategies.

Scottish Government’s Economic StrategyThe Scottish Government’s Economic Strategy sets outhow we will support businesses and individuals andhow, together, we can deliver the following purpose:“to focus the Government and public services oncreating a more successful country, with opportunitiesfor all of Scotland to flourish, through increasingsustainable economic growth.”

The South Ayrshire Community Plan 2006-2010, ‘ABetter Future Together’'A Better Future Together' is a statement of the visionthat the organisations which form the South AyrshireCommunity Planning Partnership have for the area. Itdescribes the priorities that the Community PlanningPartners believe that they should work together on overthe period 2006 to 2010 to improve the quality of life forall people of South Ayrshire. It is hoped that this visionwill form the basis of a Community Plan for the area.

South Ayrshire’s Single Outcome Agreement shallalign with The LTS where possible and endeavour toenhance transport operations within South Ayrshire.

The transport policy context as set out in:• The Transport White Paper 2004, ‘Scotland’s TransportFuture’; • The National Transport Strategy (NTS);

• The Strategic Transport Projects Review (STPR); and• The Regional Transport Strategy (RTS).

National Planning Framework (NPFW)The first NPFW was issued by the Scottish Governmentin 2004 and set out a national perspective of futureplanning needs. The Framework noted the importanceof GPA, the freight corridor accessing the ‘gateway’ Portof Troon and the Port of Ayr. It set out the proximity ofthese ports to the deep-water opportunity atHunterston, forming the potential for Strategic FreightInterchange. There is also specific mention of thepotential need to enhance capacity on rail servicesassociated with GPA to central Glasgow.

The key elements of the spatial strategy to 2025 are:• To support the development of Scotland’s cities as themain drivers of the economy;

• To spread the benefits of economic activity bypromoting environmental quality and connectivity;

• To enable the most disadvantaged communities tobenefit from growth and opportunity;

• To strengthen external links;• To promote economic diversification andenvironmental stewardship;

• To highlight long-term transport options and promotemore sustainable patterns of transport and land-use;

• To invest in water and drainage infrastructure tosupport development;

• To realise the potential of Scotland’s renewable energyresources;

• To provide the facilities to meet waste recyclingtargets; and

• To extend broadband coverage in every area ofScotland.

The second National Planning Framework (NPF2) hasbeen released for discussion. The document “providesan important vehicle for the national debate about thesort of place we want Scotland to be. It will guideScotland's spatial development to 2030, setting outstrategic development priorities to support The ScottishGovernment's central purpose - promoting sustainableeconomic growth”.

Ayrshire Joint Structure Plan (AJSP)The AJSP was formed in 1996. The AJSP covers East,North and South Ayrshire Councils. The councils arerequired to submit every five years to government anew AJSP. The current AJSP was released in 2006 andconsiders the development needs of Ayrshire up to2025.

The AJSP reflects the NPFW in noting the importanceand supporting the development of GPA, the Port of Ayrand the Port of Troon.

The AJSP sets out a strategy for growth, which allocatessignificant new housing to South Ayrshire, comprising:• 2,700 units from 2005 to 2012;• 4,100 units from 2012 to 2017; and• around 4,500 units from 2017 to 2025.

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Strategic expansion areas identified as the mostappropriate locations to manage the future residentialdevelopment needs include:• SE Ayr, 2700 units from 2005 to 2025;• Maybole, 500 units from 2005 to 2025.

The AJSP identifies the following transportimprovements that impact on South Ayrshire:• New railway stations at SE Ayr and Heathfield;• Improvements to the Ayr to Glasgow railway line;• An enhanced east-west link to the M74;• Upgrading of the A77(T) between Kilmarnockand Stranraer; and

• Enhanced Park-&-Ride at Ayr, Barassie and PrestwickTown.

The AJSP advises the three Ayrshire Councils whereappropriate that town centres located within Ayrshire’sCore Investment Area and Investment Corridors shouldintroduce the following measures:• Discourage long-stay commuter parking within towncentres and give priority to short-stay parking in areasadjacent to key retail locations;

• Apply maximum parking standards as appropriatewith regard to new development proposals;

• Seek developer contributions, as appropriate, tosupplement the overall supply of parking and improvetransport services in town centres; and

• Consider the needs of non-retail land-uses within thecontext of an integrated approach to parking.

The AJSP intended policy for demand managementfocuses on all major parking locations, where private carusage and high trip generation are regarded as a majorissue. The policy is described as follows:• Policy C1 Demand Management:Where highvolumes of traffic generation are a significant issuewhich constrains the achievement of economic, socialand environmental aims, the Partnership will introducemeasures to achieve traffic reduction and a moreequitable access to opportunities, based uponconsistent and collaborative parking policies.

South Ayrshire Local Plan (SALP)The SALP was adopted by the Council in April 2007.The SALP comprises of a land-use and policy framework

in compliance with the provisions of the AJSP for thewhole of South Ayrshire. The SALP addresses emergingdevelopment requirements up to the year 2012.

ResidentialThe current South Ayrshire household forecasts predicta deficiency in the housing market towns of Ayr,Prestwick and Troon. The aim of the SALP is to ensurethat new residential developments are located onbrownfield rather than greenfield sites. However, asmore brownfield sites are redeveloped, feweropportunities remain to keep redeveloping onbrownfield land, therefore the SALP has identifiedgreenfield sites for future residential development. Anumber of small scale brownfield and greenfielddevelopment sites have been identified throughoutSouth Ayrshire ranging between 8 to 75 units and 8 to120 units respectively. Whilst these sites will contributeto meeting the housing development forecasts, they donot provide the scale of housing required to meetoverall demand. To meet this demand, the SouthAyrshire Council has identified three strategic housingrelease sites. A greenfield site for immediate release isidentified to the north-east of Troon, adjacent toBarassie, for around 550 units. A second greenfield sitefor immediate release is identified to the south of Ayr, atGreenan, for around 430 units. The strategic housingneeds are to be met by a proposed greenfield andbrownfield land release to the south-east of Ayr,adjacent to the existing Ayr Hospital, for around 2,500units.

CommercialThe Local Plan identifies five main town centre retailingareas within South Ayrshire, comprising of Ayr,Prestwick, Troon, Maybole and Girvan. In compliancewith national policy, the plan presumes retail proposalsshould be directed to locate in town centres whereverpossible so as to increase the potential and maximisethe vitality and viability of the town.Where town centre sites are not available, retaildevelopments should be located at the edge of towncentre sites. Ayr also has established out of town centreretail units at Heathfield, where there is currently a majorretail park and superstore. The Local Plan supportsappropriate retail development at this location if the

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development cannot be accommodated within or at theedge of the town centres.

IndustrialThe AJSP requires that high quality strategic industrialsites be identified for inward investment at Ayr andGirvan. The Council has completed an extensive reviewof land capable of being developed within the LocalPlan period. The council has safeguarded industrialgreenfield sites and encourages the re-use and re-development of brownfield site supply at key locationsthroughout South Ayrshire. Strategic greenfield sitesidentified for industrial use include:• North Heathfield;• Grangestone, Girvan; and• Cockhill (South East), Ayr.

In addition, there is significant encouragement to re-useexisting industrial areas at the following locations:• Newton area of Ayr;• Heathfield area of Ayr/Prestwick; and• GPA for airport related industries and runway freightoperations.

The SALP recognises the importance of its sea portfacilities and their importance to the South Ayrshireeconomy. The council seeks to ensure the retention anddevelopment of port and harbour facilities at existingfacilities in Ayr, Troon and Girvan.

TransportThe SALP states that “The Council considers that aneffective and efficient transport system is essential tothe economic health of South Ayrshire. However, theeconomic benefits have to be viewed in light of theimpact traffic and roads may have on the environment,including pollution, safety and congestion.”

On public transport, the SALP recognises that “Thereare opportunities to encourage public transportprovision in terms of Greenfield housing sites, mainindustrial locations and tourist attractions, or for parkand ride facilities to reduce the use of private cars withintown centres. The Council will seek the co-operation ofpublic transport operators, the Strathclyde PassengerTransport Executive (SPTE) and private developers toachieve improvements to the public transport network.”

The SALP also highlights the importance of promotingwalking and cycling by stating, “As an integral elementof the Council’s aims to reduce the dependence on theprivate car and to increase the attractiveness of othermodes of transport, a number of safe and convenientfootpaths and cycleways are being established. The keyproject in this regard is the section of the proposedNational Cycle Route which passes through SouthAyrshire. This route will allow increased accessibility toAyr and other towns and will provide a basis for theestablishment of other routes in the future.”

The SALP seeks to ensure a balance betweenaccessibility of town centres for short-stay retail andbusiness trips and discouraging growth in long-staycommuter traffic, without compromising the Councilsaims of encouraging the use of public transport, oralternative transport methods. In light of this the SALPhave issued the following policies:

• POLICY SERV4: The Council will review the transportnetwork with the relevant controlling authority, toidentify and implement, or encourage implementationof appropriate solutions to any problems on thetransport network which may arise.

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• POLICY SERV5: The Council will seek to ensure thatland uses generating high density travel demands aresupported by green transport plans and are locatedwhere frequent and convenient public transportservices are available, or will be made available.

• POLICY SERV6: The Council will encourage theexpansion and use of the public transport network,and in particular will favourably view the provision of aPark-&-Ride facility to serve Ayr/Prestwick. TheCouncil will promote and encourage greater use andexpansion of the existing rail network, especiallywhere this includes the provision of additional rail haltfacilities to serve:• Ayr Hospital; and• The Heathfield area, Ayr.

• POLICY SERV7: The Council will seek to ensure thatland in operational public transport use is retained andwill resist proposals for their loss to an alternative useunless it can be demonstrated to the Council that thepublic transport facility use is redundant and that itsloss would not reduce the extent or qualitativeprovision of the public transport services in SouthAyrshire.

• POLICY SERV8: The Council will seek the provision,improvement and protection from loss or detriment ofpedestrian routes, footpaths, cycleways and cycleparking facilities throughout South Ayrshire and willseek their inclusion in new or redevelopment sites,especially in town centres and at community facilities.

• POLICY SERV9: The Council will protect disusedrailway lines, riverside walkways and recognised rightsof way which are currently of recreational value, orwhich contribute to an established footpath orcycleway network, and will seek to protect others forpotential future footpath/cycleway provision.

• POLICY SERV10: In all cases, the amount of parkingto be provided should reflect the role of thedevelopment, the location in which it is situated andthe projected capability of existing parking facilities.

• POLICY SERV11: The Council will safeguard existingcar parking facilities in strategic locations, andespecially those identified on the proposals map.

• POLICY SERV12: The Council will encourage the useof rail, sea and air transport of freight in preference toroad borne transport and will favourably viewproposals for new freight handling facilities whichreduce the need for road based transportation.

The Transport White Paper 2004, ‘Scotland’sTransport Future’TheWhite Paper put forward the Scottish Government’svision and sets out its policy for transport in Scotland,noting the importance of the role played by transport insupporting all sectors of the economy. Its aim is toprovide better quality transport services to all, andemphasise the significance for all those with a stake intransport to work together to achieve a common goal. Itidentifies a number of challenges that the transportnetwork faces, comprising:• Changing people’s attitudes towards using modesother than the car;

• Stabilise road traffic volumes at 2001 levels by 2021;• Make the most of existing links and facilitate thedevelopment of new links;

• Deliver value for money;• Embrace and respond to the best of newtechnological changes;

• Put the right governance arrangements in place toimprove strategic transportation planning

The Scottish Government set out their objectives to:• Promote economic growth by building, enhancing,managing and maintaining transport services,infrastructure and networks to maximise theirefficiency;

• Promote social inclusion by connecting remote anddisadvantaged communities and increasing theaccessibility of the transport network;

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• Protect our environment and improve health bybuilding and investing in public transport and othertypes of efficient and sustainable transport whichminimise emissions and consumption of resources andenergy;

• Improve safety of journeys by reducing accidents andenhancing the personal safety of pedestrians, drivers,passengers and staff; and

• Improve integration by making journey planning andticketing easier and working to ensure smoothconnection between different forms of transport.

To promote a strategic approach to the planning anddelivery of transport, the White Paper also sets out thebasis for introducing the national transport agency,Transport Scotland, and for establishing the statutoryRegional Transport Partnerships (RTP), including SPT. Italso sets out the proposals for further legislativechanges to address:• More concessionary travel;• The co-ordination and quality control of roadworks,enforced by an independent body to monitor theirquality performance;

• Quality bus measures in the West of Scotland;• Harbour order procedures; and• Simplification of statutory pedestrian crossingprocedures.

The National Transport Strategy (NTS)The Scottish Government’s NTS was published inDecember 2006. The NTS details the ScottishGovernment long term transport policy, objectives,priorities and plans providing an updated position fromthe Transport White Paper of 2004. The three mainstrategic outcomes identified by the NTS include:• Improve journey times and connections;• Reduce emissions; and• Improve quality, accessibility and affordability.

Strategic Transport Projects Review (STPR)Transport Scotland has undertaken the STPR to definethe most appropriate strategic investments in Scotland’snational transport network from 2012. The STPR, whichwas published in December 2008, has maderecommendations on a portfolio of land-based strategic

transport interventions which will establish the basis forthe ongoing development of Scotland's transportinfrastructure to meet the demands of the 21st Century.The outcome of the STPR is structured on a tieredapproach to investment, based around the priorities of:• Maintaining and safely operating existing assets;• Promoting a range of measures, including innovativesolutions, that make better use of existing capacityand

• Promoting targeted infrastructure improvementswhere these are necessary, affordable and practicable.

The Regional Transport Strategy (RTS)In April 2006, the new statutory RTP came into effect.The RTP combines local government bodies with arepresentative from each of the councils in thatgeographic region covered by the partnership. The RTSwill influence all of the future plans and activities of theorganisation as well as inform future national and localstrategies. South Ayrshire is part of the West of ScotlandRTP which is SPT. The new SPT absorbed manyfunctions carried out by the former SPT, but includes amuch widened remit to consider solutions for all modesof transport across the region.In April 2008, SPT published its RTS, ‘A Catalyst forChange’. The vision of the RTS is “A world-classsustainable transport system that acts as a catalyst foran improved quality of life for all.”

The RTS details six strategic priorities for the lifetime ofthe strategy. These are:• Plan and provide a “step change” for bus services,standards and infrastructure;

• Revitalise the subway network;• Improve cross-city and cross-region links on strategiccorridors;

• Improve access to services including health care andeducation;

• Plan for the provision of transport for theCommonwealth Games 2014, tourism and majorevents; and

• Improve sustainable connectivity for business andfreight.

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IntroductionThe Road Traffic Reduction Act 1997 requires SouthAyrshire Council to measure and examine the levels oflocal traffic on its road network. South Ayrshire Councilis responsible for predicting the future traffic growthand subject to its suitability set road traffic reductiontargets for the area. The Council is not obliged tospecify targets where it can be justified that it would beinappropriate to do so.

The Act does not take motorways or trunk roads intoconsideration, however, the regulation doesacknowledge the impact trunk road traffic has on thelocal road network.

Road Traffic in South AyrshireSouth Ayrshire Council’s geography is mainly rural withthe region encompassing a number of small andmedium-sized towns. There are high levels of carownership and traffic growth within South Ayrshire.Road traffic from surrounding local authorities doesimpact on South Ayrshire Council’s road network. Thereare significant through movements, predominantly ontrunk roads but also on arterial and other key roadswhich includes freight traffic both moving commoditieswithin the area and traffic to/from the Loch Ryan ports.

Existing Traffic LevelsIn order to monitor traffic flow in South Ayrshire, theCouncil operates and maintains 38 traffic and 8 cyclecounters. The data from these counters is then used tomonitor the traffic flow trends and assess the success oftraffic reduction policies on the traffic growth levels.

In order to examine traffic trends, data from ScottishTransport Statistics 22 (2001 figures) and 26 (2006figures) was compared. The statistics tables detail thetotal traffic on major and minor roads in vehiclekilometres. Table 7.1 below shows the traffic levels on allroads in South Ayrshire and all South Ayrshire Councilcontrolled roads in 2001 and 2006 and the percentageincrease in flows.

Table 7.1 Traffic Growth on South Ayrshire Roads(2001-2007)

The growth levels of 12.7% and 13.2% are the NationalRoad Traffic Forecasts (NTRF) high growth rate estimateof 10.4%.

Forecast Traffic Levels

Projected Traffic GrowthThe projected traffic growth for South Ayrshire has beenestimated over a twenty year period (2006-2026) on thebasis of ‘do minimum’ improvements to the network.The traffic growth has been calculated using NTRF low,medium and high growth levels. Figure 7.1 shows theestimations for traffic growth using the low, central andhigh growth levels.

7. IMPLICATIONS OF THE ROADTRAFFIC REDUCTION ACT

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2001 2007 % GROWTHAll South AyrshireRoads 880 992 12.7SAC ControlledRoads 529 599 13.2Source: Scottish Transport Statistics 22 and 27


Projected Traffic Growth for South Ayrshire

Figure 7.1 Estimated Traffic Growth with ‘dominimum’ situation.

These estimates anticipate how present trends couldcontinue given the absence of the proper application ofthe relevant policies. Their function is to show theoutcomes of a continuing impartial policy stance, ratherthan a prediction of what South Ayrshire Council wouldlike to happen. Due to the connection between theIntegrated LTS and the Road Traffic Reduction Act 1997,it is reasonable to use the same time period as the RoadTraffic Reduction Act 1997 Strategy.

Description of the Problems in the Area of Concern

IntroductionFrom the information in the previous sections, the maintraffic congestion issues in South Ayrshire are within thetown of Ayr and its vicinity.

This section assesses the existing and previousproblems faced by this area, and reviews traffic growth,parking demand and stress points on the roads enteringAyr.

Traffic LevelsTable 7.2 shows Annual Average Daily Trips (AADT) atfive locations in the Ayr area in 2007. These routes havebeen selected as they are the main routes which carrytraffic into Ayr.

Table 7.2 AADT Levels on Main Routes into Ayr

Travel to WorkTravel to work forms a significant proportion of the tripswithin South Ayrshire. Determining the origins anddestinations of the travel to work trips is therefore animportant element in analysing the flows on thenetwork.

A high number of people travel to work in SouthAyrshire. How they travel to work and where they travelfrom affects the operation of the transport network.Figure 7.2 illustrates the origins of trips to work made bypeople working in South Ayrshire.

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1996 2006 2013 2020 20260

250

500

750

1000

1250

1500

1750

2000

2250

2007Holmston Road 17,232Loop Road Prestwick 22,132Maybole Road Ayr 4,896Dalmellington Road Ayr 8,895High Road Ayr 19,950B743 Heathfield Road 21,312

MillionVehiclekm

Travelled

Low Central High

Source: South Ayrshire Council


Figure 7.2 shows that almost 90% of trips toemployment within South Ayrshire are made by peopleliving within South Ayrshire. The breakdown of thesetrips by mode is shown in Figure 7.3 below.

Figure 7.3 Mode Split of Travel to Work TripsWholly Within South AyrshireSource: NOMIS

These figures show the potential that exists for modalshift to the more sustainable modes for trips withinSouth Ayrshire and to public transport, especially fortrips to the other Ayrshire authorities.

Figure 7.3 shows that at present, more than half of thoseliving and working wholly within South Ayrshire travel towork by car or taxi.

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Figure 7.2 Location of Residence of Trips toEmployment in South AyrshireSource: NOMIS

South Ayrshire89%

East Ayrshire3%

Other LocalAuthorities

5%NorthAyrshire3%

Bus15%

Car/Taxi56%

Cycle1%

Walk26%

Other1%

Train1%


Figure 7.4 shows the location of employment ofAyrshire residents and the mode split for each localauthority destination. This figure shows that over threequarters of the South Ayrshire labour market isemployed within South Ayrshire. The remainder are splitfairly evenly between the rest of Ayrshire, Glasgow andother local authorities combined.

Examining this figure in more detail, it is apparent that ahigh proportion of trips between South and NorthAyrshire (77%) and South and East Ayrshire (78%) aremade by car. Over 50% of trips to Glasgow from SouthAyrshire, however, are made by public transport, ofwhich 34% are made by rail and 17% by bus.

As would be expected, trips wholly within SouthAyrshire have higher levels of walking (26%) and cycling(1%), however 56% travel by car to work within SouthAyrshire.

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South Ayrshire88%

East Ayrshire3%

North Ayrshire3%

Other3%

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Car Passenger10%

Train4%

Walking3%

Bus8%

Bus4% Taxi

0%

Car Driver77%

Motorcycle2%

Cycling1% Walking

2%Walking1%

Train34%

Glasgow CityCouncil3%

Bus17%

Car Driver40%

Taxi0%

Car Driver42%

Car Passenger5%

Cycling0%

Motorcycle1%

Taxi1%

Taxi1%

Car Driver78%

Motorcycle0%

Car Passenger9%

Train1%

Train1%

Bus15%

CarPassenger

15%

Motorcycle1%

Cycling1%

Walking26%

North Ayrshire Council Glasgow City Council

East Ayrshire Council South Ayrshire Council

Figure 7.4 Employment Destinations of South Ayrshire ResidentsSource:NOMIS

Travel to Work fromSouth Ayrshire destinations


Figure 7.5 below shows modal share for travel to workrecorded from 1971 to 2001 and estimated for 2011.

Car travel to work has remained at similar levels whencompared with the 1991 census when this figure was 60per cent. This is the most popular mode of transport towork as the majority of car users feel this is mostconvenient. It is estimated that the number of peopletravelling to work by car will increase to 65% by 2011.Car ownership levels in South Ayrshire are 5% higherthan the national average which also accounts for thehigh number of car trips to work in the region19.

People using public transport to travel to work has fallenby 4% from 15 per cent to 11% over the period 1991 to2001. AJSP 2006 recognises that “high quality publictransport is vital in encouraging modal shift from theprivate car”20.

This plan proposes 3 Park-&-Ride locations in SouthAyrshire at Ayr, Barassie and Prestwick Town. Thenumber of people commuting to work is expected todecrease to 7% by 2011. Improvements to the rail andbus networks in South Ayrshire may promote travel bypublic transport and increase patronage.

Over the past 10 years, the number of people walking andcycling to work have both fallen.Walking fell from 14% in1991 to 10% in 2001. Cycling decreased from 2 per to 1per cent of the total travel to work in South Ayrshire. SouthAyrshire has improved its cycle network where a numberof new routes have been developed in Ayr, Troon,Barassie andGirvan. In 2007, the Council won the ScottishTransportWalking and Cycling Award for its ‘Local CycleFeeder Routes Serving South Ayrshire’ project. This mayencouragemore people to use cycling as amode oftransport to work.

The number of people in the ‘other’ group havedecreased from 9% in 1991 to 7% in 2001. This groupaccounts for the people who decide to undertakeemployment outside South Ayrshire. It is important forlocal employment figures to remain high in SouthAyrshire as this benefits the area’s economy.

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19Scrol Table KS17 20Ayrshire Joint Structure Plan ‘Growing a Sustainable Ayrshire’

Car PublicTransport

Walk Other Cycle0

10

20

30

40

50

60

70

PercentageofTravel

Travel-to-Work Trends

Mode of Transport

1971

1981

1991

2001

2011

Figure 7.5 Travel-to Work Trends (Scotland)Source: National Census Data


Town Centre ParkingRetail development around Ayr town centre hasincreased pressure on the town’s parking facilities.A parking study has been completed for South AyrshireCouncil with a focus on the particular problemscurrently existing in Prestwick. A major problem withmeeting demand in terms of car parking spaces is thatthis often encourages and increases private car usage.South Ayrshire Council aim to reduce car travel in thearea, not aggravate the existing parking situation. TheAJSP realises that it is “important to limit long-staycommuter parking and encourage short-stay parking inareas adjacent to key retail locations.”

Congestion Stress PointsWithin South Ayrshire, there are a number of roadswhich at peak travel periods suffer from congestion.Within Ayr, the main points of congestion exist at BurnsStatue Square, Wellington Square, Miller Road,Heathfield Road and Prestwick Road. Delays are oftenexperienced at a number of roundabouts in Ayrincluding King Street Roundabout, Dam ParkRoundabout and Holmston Station Road Roundabout.

Outside of Ayr, congestion often occurs at PrestwickCross, Portland Street in Troon, Main Street in Monkton,Main Street in Maybole and Dalrymple Street in Girvan.

The above congestion points can impact on the journeytime and efficiency of public transport (bus) servicesoperating on these roads. Quality Bus Corridors (QBCs)have been introduced on main bus routes into Ayr, withimproved bus stops, raised kerbs and short sections ofbus lanes.

However, a QBC is about improving the whole journeyexperience and should include high quality bus stops,sufficient priority for buses to improve punctuality andjourney times, safe access to bus stops for passengersand new and improved facilities for cyclists.22

The main objective of a QBC should be to encouragemore people to use the bus, resulting in less carjourneys, reduced congestion and reduced pollutionlevels.21

Further development of the QBCs in South Ayrshire istherefore desirable in order to achieve the fullobjectives and increase modal shift away from the car.

South Ayrshire’s Approach to the Road TrafficReduction Act 1997South Ayrshire Council has realised that the increasingvolume of road traffic in the area has to be addressed ascongestion problems continue to arise in the area.

As a result of the rural nature of South Ayrshire, theCouncil recognises that a number of people have verylittle access to frequent public transport serving the maintowns in the region which impacts on access to keyservices such as employment and retail. Private transportis sometimes the only option for people who want totravel to towns in the region. The Council has to assesseconomic and social costs in term of congestion,exclusion from jobs, facilities for those who do not haveaccess to a car and transport’s impact on theenvironment. These issues are addressed in the(Integrated) LTS.

The new transport policy undertaken by South AyrshireCouncil supports a reduction in the number of peopletravelling by private car and to increase travel usingother modes of transport, including public transportand cycling. South Ayrshire Council aims to achieve thisby providing people with improved public transportoptions for making journeys.

For this to be achieved, public transport facilities willneed to be improved. The Council has improvedwalking and cycling facilities in the area since theprevious LTS and these developments have beennationally recognised.

Road Traffic Reduction Act 1997 TargetSouth Ayrshire Council considers that steps shouldpossibly be taken to create a policy for reducing trafficlevels. The Council feels the first step towards this is theprovision of high quality value-for-money alternativesfor people to choose from.

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21 GMPTE Quality Bus Corridors in Greater Manchester Best Practice Guidelines


The economic vibrancy of Ayr town centre has led topressure on the town’s road network. An improvementto the public transport network serving the town wouldfall in line with the provision of high quality value-for-money alternatives for people to choose from.Future land use developments in South Ayrshire willcontribute to traffic levels.

The success of South Ayrshire Council’s ‘Local CycleFeeder Routes Serving South Ayrshire’ project hasprovided an admirable network for sustainabletransport users. Offering such routes may wellencourage people to make short trips by walking orcycling instead of by car. This has laid the foundationsfor future cycle and walking developments to take placein the area.

Proposals to Alleviate Traffic CongestionThis section illustrates the numerous proposals toalleviate the growth in traffic congestion. Thesemeasures have been prepared as part of South AyrshireCouncil’s new LTS.

1) Expand existing QTC with improved facilities for bus,cycling and walking on various strategic routes.

2) The provision of a Quality Partnership with operatorsand stakeholders and real time passengerinformation would be desirable on these corridors.

3) Potential locations for Park-&-Ride facilities tooperate regular services to and from Ayr have beenidentified. As part of the SE Ayr development, abus/rail Park-&-Ride facility is proposed. This facilitywill capture trips from the east and south of Ayr andshould improve access to the hospitals from the towncentre and reduce traffic on the road network into Ayr.Developing a second site near Monkton couldcapture trips into Ayr from the A77 and A78 and tripsout of Ayr towards East Ayrshire, North Ayrshire,Glasgow and Lanarkshire. This is likely to reduce theamount of vehicular traffic travelling on the roadnetwork to the North of Ayr and could benefit parkingavailability within Ayr and Prestwick. The Park-&-Ridesites could also be developed with facilities forovernight parking of HGVs.

4) Develop a Park-&-Ride site at Barassie in conjunctionwith improved passenger information systems site.Passengers will be able to receive up-to-date andprecise information regarding services.

5) The Park-&-Ride schemes will reduce traffic pressuresand emissions being produced from vehiclestravelling into Ayr. Commuters would have analternative mode choice when deciding on how totravel to Ayr. Park-&-Ride at these locations wouldhelp eliminate long-stay car parking in Ayr towncentre although the parking policy for the towncentre will be changed to accommodate new publictransport services and support economic growth inthe town. Long-stay car parking will be encouraged atPark-&-Ride locations or Multi-Modal Travel Stationswith public transport transferring passengers intotown. Parking in Ayr town centre would be providedfor short-stay time periods.

6) In addition to the new and improved cycling routesimplemented by South Ayrshire Council, furtherdevelopments to support the cycle network will beestablished particularly at strategic roads andjunctions leading into Ayr. Improvements to cyclefacilities at key locations (e.g. shopping areas, keyemployment centres, tourist attractions, train and busstations etc) will develop and encourage cycling inSouth Ayrshire. Improvements to the existing cycleroutes will be planned with the view ofsupplementing the ‘national’ cycle network proposedby Sustrans.

7) Improvements to walking routes, with improvedlighting and CCTV facilities, pedestrian priorityschemes and the creation of enhanced landscapingand streetscaping measures will improve the walkingenvironment, resulting in this being safer and moreattractive than using the car.

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South Ayrshire Council have undertaken a review of theproblems and causes that currently exist on thetransport network.

In order to provide a structure to the review, SouthAyrshire Council have undertaken it by considering theproblems and causes by both mode and topic:

• Walking;• Cycling;• Bus, Coach and Taxi;• Rail;• General Road Traffic;• Air;• Ports and Harbours;• Safety and Security;• Parking;• Freight;• Maintenance;• Transport Information; and• Rural Transport.

WalkingWalking trips are part of all journeys to a greater or lesserextent. Walking is most susceptible to adverse weatherconditions, but this is a similar situation in other countriesthat capture a far higher proportion of trips by this mode.Pedestrian desire lines often differ greatly from thehistorical road and the pedestrian route network that hasbeen established. Ayr has an established pedestrianpriority area along the High Street, where speedreduction measures have been implemented. Other partsof Ayr town centre and other centres within South Ayrshirehave areas where the pedestrian route capacities have tocope with significant demand, leading to congestion.

8. PROBLEMS, CAUSES,CONSTRAINTS & OPPORTUNITIES

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WALK 1 Problem Walking trips are often difficult in ice/snow conditions.Cause Lack of pedestrian route gritting/clearing in many areas compared to road gritting.Constraint Operational difficulty in gritting all pedestrian routes.Opportunity Identify areas of key concern and target resources.

WALK 2 Problem Pedestrian linkage of Ayr bus station and Ayr railway station to the town centre is poor.Cause Pedestrian desire lines are not effectively catered for.Constraint Historical positioning of rail and bus stations relative to the town centre and its key access roads.Opportunity Redevelopment of area around Burns Statue Square.

WALK 3 Problem Walking activity is concentrated on town centre areas.Cause Short distance local trips being undertaken by car. Walking outwith town centre is not seen as an attractive or

realistic option.Constraint Proximity of key local facilities to major traffic routes, availability of easy car parking and perception of

security and risk.Opportunity Development of Core Path Network and localised traffic calming schemes can enhance perception of safety

and security. Provision of controlled crossing facilities as appropriate.

WALK 4 Problem Poor pedestrian environment in Maybole town centre.Cause Impact of trunk road traffic.Constraint A77(T) traffic passes through the main street.Opportunity A bypass would allow a streetscape scheme to enhance the local environment.

WALK 5 Problem Pedestrian route overcrowding on key town centre streets in Ayr.Cause Lack of sufficient pedestrian route width, particularly where bus stops are located.Constraint Widening of pedestrian routes would impact on parking areas and traffic lane width.Opportunity Could be part of wider traffic management plan/safety measures.


CyclingSouth Ayrshire Council has National Cycle NetworkRoute 7 forming a north-south spine through the area.Most cycling that takes place is leisure based, which fitswell with the Council’s aspirations in terms of tourismdevelopment. Cycling is yet to become a mainstreamactivity, particularly for trips to work, shopping andschool. The lack of effective on and off-street facilities inthe urban centres of South Ayrshire makes it difficult forcycling to be an effective alternative for people.

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CYCLE 1 Problem Secure cycle parking is not generally available.Cause Insufficient spaces in public areas and lack of provision in major developments to date.

Lack of investment in facilities.Constraint Lack of resources to provide cycle parking facilities.Opportunity Target available funding at key hubs throughout Council area.

Secure appropriate cycle parking at new developments through planning conditions.

CYCLE 2 Problem Cyclists generally require to mix with general traffic, which is less desirable.Cause Lack of segregated on-road and dedicated off-road facilities.Constraint Lack of space, particularly in town centre areas, to provide facilities.Opportunity Potential to combine the on-street facilities with 20mph zones.

Make use of side roads where speeds are already low.Link new developments to the existing network through planning conditions.

CYCLE 3 Problem North-south cycle movement catered for by NCN 7 but poor east-west linkage, especially in Ayr.Cause Lack of potential off-street options. Development of existing cycle routes has concentrated on north-south

corridor.Constraint On-street options have not yet been implemented due to lack of investment/priority.Opportunity Extension of the existing cycle network to the east.

CYCLE 4 Problem Lack of ability to store cycles in secure, covered areas at schools.Cause Lack of provision in secure, covered cycle storage at schools.Constraint Operation of secure cycle storage at schools requires co-ordination and investment.Opportunity Safe Routes to Schools programme provides platform. New PPP schools will have significant provision.

CYCLE 5 Problem Cycle accessibility to Heathfield retail area is poor.Cause Lack of dedicated signed routes.Constraint Heathfield area is isolated from NCN and road links are heavily trafficked.Opportunity Bridge at Lochside Road provides opportunity for cycle link from town centre.

CYCLE 6 Problem Cycle accessibility to Ayr Hospital is poor.Cause Lack of infrastructure facilities, particularly crossing of A77(T).Constraint Crossings of A77(T) are presently at-grade.Opportunity New bridge infrastructure required for SE Ayr development.

CYCLE 7 Problem Low percentages of trips to school are by cycle.Cause Lack of cycle infrastructure around schools, perception of risk from traffic and lack of secure,

covered storage facilities.Constraint School locations not well located to current cycle facilities.Opportunity Identified local cycle network routes would provide linkage to a number of schools.


Bus, Coach and TaxiBuses, coaches and taxis provide the principal publictransport capacity within South Ayrshire. As with the restof Scotland, bus services within the area are provided on acommercial basis by private companies. Some servicesare subsidised to ensure that they can continue to operateand provide public transport access opportunities to areasthat would otherwise be without services.

Long distance coach services are also provided, linkingSouth Ayrshire with Glasgow and Edinburgh. A number oftaxi companies operate in South Ayrshire and theseprovide an important link in the transport network forthose without access to a car or those with specific journeyneeds. Taxis are also important to securing a vibrant andsafe town centre in the evenings and at weekends.Without priority measures, buses and taxis are affected bytraffic congestion, especially on routes into Ayr.

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BUS 1 Problem Some rural communities are poorly served by buses.Cause Low passenger numbers mean that commercial services are not viable.Constraint Publicly supported services can only be provided in a limited number of areas.Opportunity Intermediate options such as the Carrick ‘Ring n Ride’ provide an effective solution for rural communities.

BUS 2 Problem The bus station is not well integrated with Ayr town centre.Cause The bus station location is historically located relative to the major retail area of Ayr town centre.Constraint The bus station is privately owned.Opportunity Potential to consider relocating the bus station as part of masterplanning exercises.

BUS 3 Problem Interchange between bus services and rail services is poor.Cause The rail station and bus station are remote from one another.

The bus stops that are in the vicinity of the rail station are poorly integrated with the station.Constraint The bus services and rail services are provided by different companies and land ownerships are different.Opportunity Potential to integrate the bus stops on Burns Statue Square with the rail station to provide an enhanced mini-

interchange for buses close to the rail station.

BUS 4 Problem Parts of Ayr are well linked to other towns and the Glasgow conurbation by bus, but other towns and areasrequire a significant number of interchanges for key journeys.

Cause Lack of commercial services. Radial bus route pattern in Ayr.Constraint Diversity of origins and destinations together with overall passenger numbers make services difficult to provide

on a commercial basis.Opportunity Provision of bus feeder services for the rail stations to better serve their hinterland areas.

BUS 5 Problem Ayr is a tourist destination, but coach parking is not used as efficiently as it might be.Cause Lack of parking signing strategy.Constraint Coach parking is limited to the seafront area. Other car parks have no spare capacity to designate coach spaces.Opportunity Potential for coach drop-off provision in town centre and remote coach parking provision outwith town

centre area.

BUS 6 Problem Many bus stops do not offer level access for those with mobility problems or parents with prams.Cause Upgrading of bus stops to provide special high kerbs and tactile paving has only occurred over the QTC and at

other key locations to date.Constraint Finance for bus stop upgrading is based on bids to SPT.Opportunity Work with other partners such as NHS and Community Planning to identify priority stops for upgrading.

BUS 7 Problem Insufficient taxi rank facilities in Prestwick and Troon.Cause Lack of suitable and/or appropriate locations. There is a need for taxi rank plans to form part of more wide-

ranging review of traffic management.Constraint Mix of residential and commercial properties makes location difficult given concerns about noise etc.Opportunity Potential to provide facilities within an overall traffic management plan for the town centre areas.


RailNetwork Rail’s 2005 route plans for Glasgow and South-West Scotland identify the key journey time betweenAyr and Glasgow Central as being 46 minutes.The Paisley Gilmour Street to Shields Junction section isreported as having around 290 trains per day using it.Glasgow Airport Rail Link (GARL) is expected to beimplemented between 2009 and 2011 providingadditional capacity between Paisley Gilmour Street andShields Junction.The section of route between Glasgow Central andKilwinning is noted as being a constraint to futureexpansion due to signalling headways and trafficvolumes which include about 68 daily freightmovements between Kilwinning and ShieldsJunction (2-way).

The line from Ayr to Glasgow Central is the 17th busiestin Scotland with an annual flow of 313,000 passengers.This flow also contributes to the second busiest line inScotland, between Paisley Gilmour Street and GlasgowCentral with an annual flow of 894,300 passenger.

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RAIL 1 Problem Lack of seats during peak period (86% load factor, 110% for peak hour for all south-west services. Noted thatAyrshire loadings are higher than those for Inverclyde).

Cause Lack of capacity on existing services and lack of ability to provide new additional train paths or longer trains.Constraint Dual track between Paisley Gilmour Street and Shields Junction is at practical capacity.

6-car trains are already provided.Opportunity Glasgow Airport Rail Link (GARL) could provide additional capacity on the most constrained line section.

RAIL 2 Problem The amenity and access at Ayr station is poor given the high number of passengers (11th busiest in Scotland).Cause Multi-modal interchange upgrading has not been taken forward.Constraint Multiple agency issue involving Network Rail, SAC, SPT, FirstScotrail and other.

Upgrading is likely to have a significant cost.Opportunity Upgrading of Ayr Station to a multi-modal interchange could link well with local initiatives on walking and

cycling, existing main bus stops on Burns Statue Square and new retail developments in the east of thetown centre.

RAIL 3 Problem Park-&-Ride facilities at rail stations are full and cannot meet demand.Cause Lack of sufficient provision. Some provision being taken up by non-rail users.Constraint Available land at most locations has already been used to provide Park-&-Ride.Opportunity Capacity could be increased through decking and through wider area masterplanning such as at Ayr station.

RAIL 4 Problem Current service levels will not be adequate to serve projected population growth up to 2025 and passengergrowth at GPA.

Cause Lack of capacity / frequency on existing services.Constraint Dual track between Paisley Gilmour Street and Shields Junction is operating at capacity at present.Opportunity Improvements to service frequency would give additional capacity to assist in maintaining and enhancing high

levels of rail modal share at GPA and in providing opportunity to grow the general level of rail modal share.

RAIL 5 Problem Service frequency of 30-minutes throughout day is not ‘turn-up-and-go’.Cause Lack of additional train paths / train sets.Constraint Dual track between Kilwinning and Paisley Gilmour Street requires 4-minute signal headway, which

reduces capacity.Opportunity Improvements between Kilwinning and Paisley Gilmour Street would support a greater number of train

paths for services on the Ayr line and on the line to Largs. This would allow for an increase in train paths.In particular, this would allow more capacity for the development of access to Hunterston.

RAIL 6 Problem Lack of capacity to support growth in freight services.Cause Lack of suitable train paths on several routes.Constraint Capacity constraints north of Kilwinning in the peak, south of Ayr, between Ayr and Mauchline and between

Barassie and Kilmarnock.Opportunity Provision of improvements would benefit both freight and passenger services.


General Road TrafficThe A77 trunk road, which is operated and maintainedby Transport Scotland, forms the spine of the roadnetwork in South Ayrshire from the Dumfries andGalloway border in the south to the Kilmarnock bypassin the north. The route forms a key link to the ports onLoch Ryan but it is also an important route for local trips,especially around Ayr.

There are a number of sections of the A77 wherecongestion is an issue. South of Whitletts Roundabout,the A77 is a single carriageway and the main junctionsaround Ayr produce delays especially at peak times.Significant land releases in the area will provide anopportunity to upgrade the section between WhitlettsRoundabout and Bankfield Roundabout and upgradethe junctions. Improved public transport penetrationand the provision of Park-&-Ride facilities at SE Ayr andother locations would impact on modal shift.

The local ‘A’ class road network is focussed on Ayr withroutes radiating out to other areas. This is supported byan extensive ‘B’ and ‘C’ class network with a largeunclassified network forming the largest single part ofthe public road network in South Ayrshire.

The town of Maybole is affected by considerablethrough traffic, reducing the quality of the environmentwithin the town and slowing strategic through trips.Opportunities exist to bypass this town thus removing alarge proportion of traffic in the town. This would have asignificant effect on freight traffic in the area, especiallytraffic destined for the Loch Ryan ports and timbertraffic from the Galloway Forest.

Prestwick in particular, because of its location and theproximity of GPA, has a main street which performs anumber of functions. This can lead to conflict amongstthe different requirements placed on the road network.A masterplan for GPA was issued for consultation andcould provide the ability to deliver improved generalaccess to Prestwick and relief to the existing road.

Within the town of Ayr, a large volume of traffic passesthrough the town centre but is restricted by a limitednumber of rail and river crossings. There is anopportunity in the longer term, taking into accountproposals such as Ayr Renaissance, to develop schemeswhich provide relief to these issues.

Transportation models are being developed for the A77corridor around Ayr and for the town network within Ayrand Prestwick, to test the extent of the impact fromvarious developments on the road network.These models will be used to test potentialinterventions and land releases to feed into the futureLTS.

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ROAD 1 Problem Delay and costs caused by road congestion.Cause Large volumes of commuter traffic causing peak hour demand to rise above capacity at key locations.Constraint Physical constraints at a number of locations and major cost of schemes.Opportunity Impact modal shift by giving improved public transport penetration and potential for Park-&-Ride.

ROAD 2 Problem Lack of designated overnight HGV parking.Cause No suitable sites provided.Constraint Availability of appropriate land to provide facility.Opportunity Provision via new land releases and developments.

ROAD 3 Problem Delay, congestion and impact of through traffic in Maybole.Cause High levels of through trips.Constraint Current traffic levels and junction performances limit the ability of Maybole to function effectively.Opportunity Ability to establish clear urban boundary and potential to open up new land for development through the

provision of a bypass.

ROAD 4 Problem Delay, congestion and impact of through traffic in Coylton.Cause High levels of through trips.Constraint Key junctions in Coylton are at capacity and this constrains future development.Opportunity Ability to fund a bypass through future land release scheme.

ROAD 5 Problem Delay, congestion and impact of through traffic in Prestwick.Cause High levels of traffic passing through the town.Constraint Road layout through town centre.Opportunity Future development could facilitate provision of a Northern Distributor Road and/or Prestwick Eastern

Bypass, removing some trips from town centre.

ROAD 6 Problem Delay and congestion on Ayr bypass south of Whitletts junction affecting conflicting trips on the local roadnetwork.

Cause Single carriageway road and traffic demand contribute to peak hour congestion.Constraint Improvements to this route would require significant investment.Opportunity Potential major land release to fund ‘step change’ in provision.

ROAD 7 Problem Lack of overtaking opportunities on A77(T) south of Ayr.Cause Single carriageway with some sections of poor geometry. Level of opposing flow is high.Constraint Improvement schemes would require significant investment.Opportunity Ability to provide overtaking opportunity as part of Maybole bypass.

ROAD 8 Problem Balancing of loading requirements with other needs in retail areas.Cause The lack of available roadspace means that there are competing demands. Loading times often coincide

with other peak demand points.Constraint Core retail areas are in areas where road width is limited and there are a number of competing demands.Opportunity Potential to provide for more controlled delivery schedule or better enforcement of loading bays to prevent

blocking.

ROAD 9 Problem Conflict between various demands put on the network, especially in areas like Prestwick Main Street.Cause Congestion and delay on main routes forces demand onto side roads. Limited available alternative routes.Constraint Grid-iron pattern makes parallel routes an attractive alternative to congested main links. Low number of

crossing points of River Ayr and railway.Opportunity Potential to promote localised traffic management/traffic calming incorporating bus priority on these routes

to minimise through traffic, especially through Ayr Renaissance. Development of Prestwick Northern ReliefRoute and Eastern Bypass in the longer term.

ROAD 10 Problem Large volume of traffic through Ayr town centre.Cause The radial road pattern tends to deliver traffic to the town centre. The limited number of river/railway

crossing points and alternative routes tends to funnel traffic to the town centre.Constraint Lack of alternative options for traffic to bypass town centre due to limited railway and river crossings.Opportunity Potential for longer term completion of the inner ring road and new bridge across the river. Development

opportunities may allow provision of railway crossings to allow traffic to bypass the town centre.


AirGPA has been recognised by the Government asproviding significant capacity for the expansion of airtravel in the West of Scotland.The airport, however, can only be effective if its surfacetransport can deliver the level of access required forsuch a major facility. The potential to integrate with theport facilities at Troon and the deep water facility atHunterston and provide an international freight hubhave also to be considered.

In identifying issues associated with GPA, SAC havefocussed on issues of surface access as other mattersrelating to aviation are reserved to the UK Governmentand it is not appropriate to address these in a LTS.

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AIR 1 Problem The current road access to passenger terminal building from the main network is constrained.Cause Road layout utilises one main access point.Constraint Historical development of airport layout.Opportunity Airport masterplan process could identify new options for access. Development of additional car parking to

the south of the airport could provide additional access.

AIR 2 Problem There is a lack of storage for vehicles picking up passengers.Cause New security restrictions limit vehicle proximity and historical design layouts are not effective in dealing with

this situation.Constraint Proximity of terminal to main road, lack of room to reconfigure circulation area.Opportunity Airport masterplan process could provide new drop-off/pick-up layout.

AIR 3 Problem Current modal split for GPA has a high proportion of rail use, but this will be difficult to maintain withprojected passenger increases due to the limited capacity of the rail service.

Cause Current services have fixed ceiling in terms of passenger capacity and loadings are already at a high level.Service frequency is only 30 minutes through the day.

Constraint Line is operating at practical capacity with current passenger and freight loading.Opportunity GPA passenger increase generates revenue on off-peak services.

AIR 4 Problem Lack of multi-modal interchange at airport.Cause Access to northbound bus stops at airport is poor.Constraint Current access and land-use arrangements make the provision of a functional interchange difficult.Opportunity Airport masterplan could provide scope for a multi-modal interchange.

AIR 5 Problem Road network capacity issues with regard to the potential large increases in freight traffic throughthe airport.

Cause Projected rise in freight is a step-change of up to 400%.Constraint A78/A77 junctions are already experiencing capacity issues. Lack of a good quality direct route to the M74Opportunity Potential for development led improvements to the A77/A78 junctions.

AIR 6 Problem Airport railway station in need of major re-building.Cause Poor design/build and lack of ongoing maintenance.Constraint Station is owned by airport – lack of funds to facilitate rebuilding.Opportunity Potential to integrate station ownership with rest of rail network.

AIR 7 Problem Lack of public transport services for early/late flights.Cause Large number of flights before/after commencement of public transport service timetable.Constraint Patronage other than airport limited.Opportunity Assist in lobbying for additional rail/bus services.


Ports and HarboursThe ports at Troon and Ayr are quite different from eachother and as a result have separate issues that affectthem. Traffic at the Port of Troon is a mixture ofpassenger and freight traffic destined for the ferryservice to Northern Ireland whereas the traffic at Ayr isall freight. The Port of Troon is well linked to the mainroad network but the route passes several residentialareas. There are poor public transport links to the port,mainly due to its location in relation to the town centre.Access for freight vehicles to the Port of Ayr is on theother hand constrained by the restrictive layout in thevicinity of the port. The Port of Ayr is also connected tothe national rail network.

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PORTS 1 Problem Public transport access to the Port of Troon is poor.Cause The rail station is around 1km from the port.

Bus access is only via local Troon service (30-minute frequency).Constraint Demand for public transport services to the port is not regular but peaks at ferry times.Opportunity Proximity of Port of Troon to town centre provides opportunity for better access to public transport facilities.

PORTS 2 Problem Road access to Port of Troon is limited and route passes close to residential areas.Cause Location of port area relative to rest of town restricts ability to designate/construct a direct link.Constraint The potential access routes to the port pass through residential areas.Opportunity Main route to port is well established and designation/improvement is possible.

PORTS 3 Problem Road access to Port of Ayr is poor within the immediate environs of the site.Cause Historical road layout and no overall traffic management plan for north harbourside area.Constraint High capital cost and constraint of available land.Opportunity Improve access to the port via Waggon road or develop a ring road to access both sides of the port.

Increase the amount of freight arriving by rail.


Safety and SecurityThe rural nature of a large section of South Ayrshire’sroad network results in high levels of serious and fatalcollisions. In addition, historical aspects of town centrelayouts limit the potential to develop the network forcurrent purpose. The increase in car traffic on schooltrips has also presented problems with congestion andparking issues around schools resulting in safety issues.

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SAFETY 1 Problem Concentration of serious and fatal road traffic collisions on single carriageway rural roads.Cause Various, but general causes of inappropriate vehicle speed, failure to properly account for road geometry

and driving conditions.Constraint Much of the road network in South Ayrshire is rural single carriageway.Opportunity Potential for new guidance on reducing the speed limit on such routes. Potential to make rural road network

more forgiving by removing roadside hazards. Increase the road safety education/training and publicityespecially to young drivers.

SAFETY 2 Problem Conflict points between vulnerable road users and traffic in Burns Statue Square and Sandgate in Ayr.Cause Road layout and pedestrian desire lines have fundamental conflict.Constraint Historical development of road layout and focus of traffic routes.Opportunity Masterplanning of wide area at Burns Statue Square including rail station provides opportunity to revise

streetscape. Development of an inner ring road could reduce traffic on the Sandgate.

SAFETY 3 Problem Diversion of large vehicles from trunk road onto less suitable local routes to avoid Smithston railway bridge.Cause Restriction at Smithston due to historical bridge and road alignment.Constraint Limited bridge clearance/road layout.Opportunity The development of Maybole bypass prior to the bridge would divert large vehicles away from Smithston

Bridge and the town.

SAFETY 4 Problem High proportion of 60+ age group pedestrians involved in collisions.Cause Health issues such as eyesight deterioration, confusion and speed of vehicles.Constraint Lack of funding to increase the promotion of road safety awareness to older people.Opportunity Increase the amount of road safety education; publicity; and health checks aimed at older people.

SAFETY 5 Problem Inappropriate car parking in the vicinity of schools during drop-off/pick-up periods.Cause Lack of safety awareness, lack of restrictions and lack of enforcement.Constraint Cost of buying suitable land around school locations for car parking purposes.Opportunity Provide more drop-off facilities but remove their location from immediate school areas. Decrease the

number of vehicles arriving by car and increase the number of pupils cycling and walking to school in a safeand supervised environment.

SAFETY 6 Problem High collision rate on A77 between Ayr and Kilmarnock.Cause Design standards including at-grade junctions at Symington and Bogend Toll.Constraint Improvement would require grade separation which has a high cost.Opportunity Transport Scotland are progressing schemes for these locations.


ParkingThere are several issues associated with parkingprovision in towns, especially Prestwick, Ayr and Troon.Demand for parking can outstrip supply within thesetowns, affecting the economic attractiveness of them.Lack of Park-&-Ride facilities for trips into and out of thearea result in local parking facilities being used for thispurpose, reducing the availability of parking for otheruses. The charging mechanisms in use can often beconfusing and are not consistent across the authorityarea.

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PARKING 1 Problem Secure cycle parking is not generally available.Cause Insufficient spaces in public areas and lack of provision in historical major developments.Constraint Lack of resources to provide cycle parking facilities.Opportunity Ability to provide cycle parking at key hubs throughout Council area.

PARKING 2 Problem Car parking demand in Ayr town centre is frequently not met.Cause Lack of capacity or type of capacity. Available spaces are not obvious or signed.Constraint Council do not own and operate many car parks in the central area.Opportunity Changes in control and operation of car parks.

PARKING 3 Problem Car park signing is not consistent across Council area.Cause Lack of overall parking strategy.Constraint High cost to update and improve the car parking signs.Opportunity Provision of a corporate car park signing which is uniform in appearance and in keeping with the built

environment and charging strategy to support tourism and economic development.

PARKING 4 Problem Mixture of car park charging mechanisms is confusing.Cause Different operators and on-street voucher scheme in Ayr.Constraint Ownership of car parks is spilt between council and non-council car parks.Opportunity Provision of a corporate car park signing and charging strategy to support tourism and economic

development .

PARKING 5 Problem Lack of off-street capacity in Prestwick.Cause Historical layout of town. Lack of available sites to provide off-street facilities.Constraint Capacity is constrained due to lack of available land and encroachment of airport bound vehicles over

spilling onto the surrounding residential areas for free parking.Opportunity A parking study has identified the problems and the possible options to improve the situation. Potential of

attaining land for off-street parking through CPOs.

PARKING 6 Problem Voucher parking system is poorly understood by visitors.Cause Lack of direction for visitors to off-street facilities.Constraint Lack of retailers stocking the vouchers; and financial requirement to update voucher parking signs.Opportunity Promote voucher parking system by increasing the level of advertising, updating existing voucher parking

signs and encourage more retailers to stock the vouchers.


FreightConsiderable levels of road freight are generated byand supplied to local industries, GPA and the two mainports within South Ayrshire at Ayr and Troon. Althoughthere is a significant amount of rail freight, in the form ofopencast and imported coal, which passes through thearea, the only active railhead is at Ayr Port and thereforerail freight originating or destined for South Ayrshire islimited.

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FREIGHT 1 Problem Increased delays and costs to freight operators.Cause Large volumes of commuter traffic causing peak hour demand to rise above capacity at key locations

causing congestion.Constraint Existing road layouts / junction layouts.Opportunity Improvements to the road network to facilitate future development.

FREIGHT 2 Problem The access route to the Port of Ayr is constrained.Cause Existing access routes.Constraint Narrow railway bridges / tight bends.Opportunity Develop new access via Waggon Road.

FREIGHT 3 Problem Lack of freight on rail network from South Ayrshire.Cause High cost of utilising rail.Constraint Lack of road/rail interchange facilities and lack of train paths.Opportunity Development of rail loading sites such as Barrhill.

FREIGHT 4 Problem Lack of overnight lorry parking facilities adjacent to trunk road network.Cause Overnight parking of heavy vehicles to and from ports and other docks along South Ayrshire coast line, as

well as timber and coal freight movements.Constraint Parking capacity constrained at Maybole and Prestwick; financial cost to improve parking information signs.Opportunity Improved information and signs regarding the locations of overnight parking facilities for lorry drivers

Investigate land CPOs at Maybole and Prestwick.


MaintenanceBefore making any improvements to the transportsystem, it is important that the existing network ismaintained to the highest possible standard. As a resultof under-funding in the past, some local roads arecurrently in a poor state. The Council recognises thisand believes that a pro-active approach utilising newmethods, including the development andimplementation of a Roads Asset Management Plan,joint working with other authorities and actively seekingother sources of funding is vital in order to reduce thebacklog of maintenance work on the network.

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MAINTAIN 1 Problem Deterioration of road surfaces.Cause Increased loading coupled with lack of renewal.Constraint Level of investment to tackle backlog.Opportunity Joint working with other authorities and improved performance through development and implementation

of Roads Asset Management Plan.

MAINTAIN 2 Problem Meeting public demand for winter maintenance (gritting, clearing etc.)Cause High expectation above actual requirement.Constraint Available budget.Opportunity Joint working with other authorities.

MAINTAIN 3 Problem Ongoing deterioration of bridges.Cause Increased volume of traffic coupled with lack of timely maintenance and renewal.Constraint Level of investment to address maintenance backlog.Opportunity Improve performance through development and implementation of Bridges Asset Management Plan.

MAINTAIN 4 Problem Deterioration of street lighting equipment.Cause Life expired lighting columns and underground cabling.Constraint Level of investment to address replacement backlog.Opportunity Continue replacement programme at current level of annual capital expenditure and improve performance

through development and implementation of Lighting Asset Management Plan.

MAINTAIN 5 Problem Some routes restricted for heavy or high vehicles.Cause Older structures not built to accommodate such vehicles.Constraint Significant cost of strengthening or replacing such structures.Opportunity Continue to fund bridge strengthening programme from Capital Budget and extend Timber Transport

Routes agreement to cover general freight movements.

MAINTAIN 6 Problem Deterioration of street lighting equipment.Cause Life expired lighting columns and underground cabling.Constraint Level of investment to address replacement backlog.Opportunity

MAINTAIN 7 Problem Overgrown vegetation restricting visibility especially for HGVs.Cause Lack of maintenance of roadside vegetation.Constraint Responsibility for control of vegetation / resources.Opportunity Utilise groups such as Timber Transport Group to highlight locations of concern.


Transport InformationThe provision of transport information within SouthAyrshire is generally the preserve of the bus and railoperators through hard copy timetables, information atbus stops/bus and rail stations and online information.Opportunities exist to improve the provision ofinformation with the development of a real timeinformation system on the main QTCs and at maintransport hubs.Effective signing is also important in providingdirections and information for network users. At presentthere is no strategy for the provision of signing forpedestrian and cycling routes, resulting in anuncoordinated approach at present. A local signingstrategy will be addressed once final decisions areconcluded on local feeder routes and relevantdestinations are agreed.

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INFO 1 Problem Lack of bus information in rail station and vice versa.Cause Lack of integration between operators.Constraint Competitive nature of service provision.Opportunity Use of GPA transport information as a template for major transport hubs.

INFO 2 Problem No real-time information on key bus routes.Cause No investment in real-time information systems.Constraint High capital cost of implementation, vandalism issues.Opportunity Potential for implementation as part of enhancements to the existing QTC’s.

INFO 3 Problem Lack of signing strategy for pedestrians and cyclists.Cause Signing has tended to be ad-hoc in nature and is sparse outside of town centresConstraint Visual impact of signing, identification of corporate strategy.Opportunity Local cycle network implementation gives opportunity for key destination signing.

INFO 4 Problem Poor level of enforcement of voucher parking bays and parking restrictions.Cause Lack of personnel.Constraint Police resources deployed on more serious matters.Opportunity Potential to decriminalise parking.

INFO 5 Problem Long-term on-road car parking occurring in north Prestwick.Cause Parking associated with GPA/express bus services is overspilling into residential areas. Lack of overall traffic

management plan for Prestwick.Constraint Cost of airport parking / lack of dedicated Park-&-Ride for bus services.Opportunity Development of Park-&-Ride facilities to the north of Ayr.

INFO 6 Problem Tourism related signage is not consistent across the Council area.Cause Tourism signage is put in place on an ad-hoc basis.Contraint Lack of definitive guidelines regarding tourism signage.Opportunity Potential for the development of a signing strategy for tourists (coach and car).


Rural TransportA large section of South Ayrshire is rural in nature andthese areas have unique transport issues. These issuesinclude the provision of public transport services,pedestrian provision within the smaller settlements andthe effect of significant HGV movements on ruralsettlements. Innovative solutions including the Carrick‘Ring n Ride’ service and agreed haulage routes fortimber transport have been developed.

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RURAL 1 Problem Lack of timetable-based bus services in rural areas.Cause Passenger demand makes it uneconomic for operators to run services.Constraint Financial subsidy required to operate services.Opportunity Target resources to more effective intermediate modes like the Carrick ‘Ring n Ride’.

RURAL 2 Problem Lack of effective pedestrian route provision on main street of some villages.Cause Historical road alignment and property lines.Constraint Available road space and existing property lines limit the ability to provide this in some locations.Opportunity Consider a more appropriate traffic calmed environment in such locations.

RURAL 3 Problem General levels of accessibility are low.Cause Lack of public transport provision, available transport corridors and journey times.Constraint Low population density and topographical issues limit the ability to more effectively serve these areas.Opportunity Improve journey time reliability on key spine routes such as A77(T). Opportunity for additional joint working

with East Ayrshire Council regarding upgrading of A70 as core east-west route including a bypass of Coylton.

RURAL 4 Problem Vibration, noise and amenity impact of HGV movements.Cause Freight access to and from forestry, coal, construction and other activities.Constraint Significant freight operations in rural South Ayrshire that require HGV movements.Opportunity New forestry rail terminal at Barr could be developed. Establish wider use of agreed timber routes by other

freight operators.


VisionSouth Ayrshire Council and its partners are committedto working together in order that residents, businessesand visitors will enjoy a high quality integrated localtransport system that:

• Is efficient, safe, reliable and supports the sustainablegrowth of the economy of South Ayrshire;

• Meets the travel needs of all users and supports anactive lifestyle;

• Manages the effects of transport in order to improveroad safety and control its impacts on people such asnoise, air quality, emissions and severance ofcommunities;

• Provides access to a wide range of goods and serviceswithout the need for private motorised transport;making car use a choice rather than a necessity; and

• Does not have an unacceptable effect on the local orglobal environment.

ObjectivesIn order to properly structure the objectives of the LTS,these have been split into two categories, comprising:

• Core Objectives; and • Targeted Objectives.

Core ObjectivesThe Core Objectives cover all aspects of the strategyand provide a framework for assessing all policies,projects and programmes identified within thedocument. In accordance with the ScottishGovernment’s STAG it is proposed that the LTS shouldhave at least one objective covering each of thefollowing areas:

• Environment; • Safety; • Economy; • Integration; and• Accessibility and Social Inclusion.

The objectives also require to be SMART (Specific,Measurable, Achievable, Relevant and Time-bound),thereby consistent with the values of STAG.

•Objective C1: Encourage modal shift to walking andcycling to assist in the promotion of a healthier lifestyleand lessen environmental impact during the period ofthe LTS;

•Objective C2: Prioritise theprotection of human healthin urban areas and flora andfauna in more rural areas,from the adverse effects oftransport activities;

•Objective C3: Achieve ayear-on-year reduction in thenumber of road users killedand seriously injured andenhance the personal safetyof those in South Ayrshire;

•Objective C4: Identifylocations of concern for thesafety and security of thetravelling public and work with partners to addressthese;

•Objective C5: Support economic development bypromoting interventions that reduce constraints suchas congestion and parking, and enhance the efficiencyof the transport network for both users and operators;

•Objective C6: Better integrate transport and land-useplanning in order to promote economic vitality andinform the Development Plan process;

•Objective C7: Better integrate different modes oftravel and contribute to the development of multi-modal interchanges;

•Objective C8: Provide guidance to users, operators,developers and others on matters of local policy,priorities and potential schemes;

•Objective C9: Increase opportunities, for walking andcycling and improve the quality, affordability andaccessibility of public transport for accessing keycommunity facilities; and

•Objective C10: Provide a deliverable and measurableaction plan covering all aspects of transportation overthe short, medium and longer term as part of the LTS.

9. VISION ANDOBJECTIVES

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Targeted ObjectivesThese objectives refer to more specific matters, such asspecific transport mode needs, individual areaobjectives or more detailed plans or programmes.

•Objective T1: Integrate core path network planningand cycle route planning to provide maximumopportunity and benefit;

•Objective T2: Provide new and expand existing localcycle networks in Ayr, Girvan, Maybole, Prestwick andTroon;

•Objective T3: Expand and enhance the QBC Networkthrough partnership with operators and SPT includingupgraded facilities at bus stops throughout SouthAyrshire;

•Objective T4: Assist in the delivery of improvedonward links from Ayr railway station;

•Objective T5: Assist in identifying transportconstraints and potential scheme solutions for futureland planning through the development plan process;

•Objective T6: To provide technical support to theCouncil in its lobbying for improvements to the A77(T)and in particular the Maybole bypass; and

•Objective T7: To work with the operators of GatewayHubs in delivering their surface access strategies.

Table 9.1 presents the objectives appraised againstSTAG objectives and Scottish Government’s smartobjectives.

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Table 9.1 Comparison of LTS Objectives and STAG / Scottish Government Objectives

STAG OBJECTIVES SCOTTISH GOVERNMENT'S STRATEGIC OBJECTIVES

LTSObjectives Environment Safety Economy Integration Accessibility Wealthier Healthier Safer& Smarter Greener&Social & Fairer StrongerInclusion

Objective C1 • • • • • •Objective C2 • • •Objective C3 • • •Objective C4 • • •Objective C5 • •Objective C6 • • •

Objective C7 •Objective C8 • •Objective C9 • • • • • • • •Objective C10 • • • • • • • • • •


VisionSouth Ayrshire Council and its partners are committedto working together in order that residents, businessesand visitors will enjoy a high quality integrated localtransport system that:

• Is efficient, safe, reliable and supports the sustainablegrowth of the economy of South Ayrshire;

• Meets the travel needs of all users and supports anactive lifestyle;

• Manages the effects of transport in order to improveroad safety and control its impacts on people such asnoise, air quality, emissions and severance ofcommunities;

• Provides access to a wide range of goods and serviceswithout the need for private motorised transport;making car use a choice rather than a necessity; and

• Does not have an unacceptable effect on the local orglobal environment.

ObjectivesIn order to properly structure the objectives of the LTS,these have been split into two categories, comprising:

• Core Objectives; and • Targeted Objectives.

Core ObjectivesThe Core Objectives cover all aspects of the strategyand provide a framework for assessing all policies,projects and programmes identified within thedocument. In accordance with the ScottishGovernment’s STAG it is proposed that the LTS shouldhave at least one objective covering each of thefollowing areas:

• Environment; • Safety; • Economy; • Integration; and• Accessibility and Social Inclusion.

The objectives also require to be SMART (Specific,Measurable, Achievable, Relevant and Time-bound),thereby consistent with the values of STAG.

•Objective C1: Encourage modal shift to walking andcycling to assist in the promotion of a healthier lifestyleand lessen environmental impact during the period ofthe LTS;

•Objective C2: Prioritise theprotection of human healthin urban areas and flora andfauna in more rural areas,from the adverse effects oftransport activities;

•Objective C3: Achieve ayear-on-year reduction in thenumber of road users killedand seriously injured andenhance the personal safetyof those in South Ayrshire;

•Objective C4: Identifylocations of concern for thesafety and security of thetravelling public and work with partners to addressthese;

•Objective C5: Support economic development bypromoting interventions that reduce constraints suchas congestion and parking, and enhance the efficiencyof the transport network for both users and operators;

•Objective C6: Better integrate transport and land-useplanning in order to promote economic vitality andinform the Development Plan process;

•Objective C7: Better integrate different modes oftravel and contribute to the development of multi-modal interchanges;

•Objective C8: Provide guidance to users, operators,developers and others on matters of local policy,priorities and potential schemes;

•Objective C9: Increase opportunities, for walking andcycling and improve the quality, affordability andaccessibility of public transport for accessing keycommunity facilities; and

•Objective C10: Provide a deliverable and measurableaction plan covering all aspects of transportation overthe short, medium and longer term as part of the LTS.

9. VISION ANDOBJECTIVES

69


Targeted ObjectivesThese objectives refer to more specific matters, such asspecific transport mode needs, individual areaobjectives or more detailed plans or programmes.

•Objective T1: Integrate core path network planningand cycle route planning to provide maximumopportunity and benefit;

•Objective T2: Provide new and expand existing localcycle networks in Ayr, Girvan, Maybole, Prestwick andTroon;

•Objective T3: Expand and enhance the QBC Networkthrough partnership with operators and SPT includingupgraded facilities at bus stops throughout SouthAyrshire;

•Objective T4: Assist in the delivery of improvedonward links from Ayr railway station;

•Objective T5: Assist in identifying transportconstraints and potential scheme solutions for futureland planning through the development plan process;

•Objective T6: To provide technical support to theCouncil in its lobbying for improvements to the A77(T)and in particular the Maybole bypass; and

•Objective T7: To work with the operators of GatewayHubs in delivering their surface access strategies.

Table 9.1 presents the objectives appraised againstSTAG objectives and Scottish Government’s smartobjectives.

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Table 9.1 Comparison of LTS Objectives and STAG / Scottish Government Objectives

STAG OBJECTIVES SCOTTISH GOVERNMENT'S STRATEGIC OBJECTIVES

LTSObjectives Environment Safety Economy Integration Accessibility Wealthier Healthier Safer& Smarter Greener&Social & Fairer StrongerInclusion

Objective C1 • • • • • •Objective C2 • • •Objective C3 • • •Objective C4 • • •Objective C5 • •Objective C6 • • •

Objective C7 •Objective C8 • •Objective C9 • • • • • • • •Objective C10 • • • • • • • • • •


An initial consultation process was carried out inAutumn 2006 aimed at trying to understand the keytransportation issues and priorities in South Ayrshire.Toachieve this, 5000 questionnaires were distributed toSouth Ayrshire residents through libraries andcommunity facilities.

89 questionnaires were returned by post and 252questionnaires were completed online giving a totalresponse of 341.

The questionnaires contained two main questions andtwo supplementary questions which gave respondentsthe opportunity to provide any additional suggestionsnot covered in the main questions. The main questionsasked for respondents views on the issues affectingtransport in South Ayrshire and the objectives to tacklethese issues.

The first question contained a list of 10 issues whichrespondents were asked to rank from 1 (most important)to 10 (least important). The 10 issues listed and theresponses to them were:

Figure 10.1 Tackling congestion on the road network

Congestion on the road network was seen as animportant issue by many respondents with 67 peopleranking it as their highest priority.

Maintenance of the road network was also seen as animportant issue by many respondents. This issueattracted the highest number of respondents ranking itas their highest priority issue (74).

Figure 10.2 Providing better maintenance of thetransport network

10. INITIAL CONSULTATION

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Figure 10.3 Making bus services more accessible,user friendly and integrated

Issues relating to bus services were also generally seenas important to most respondents, although not asimportant as congestion and road maintenance.

Figure 10.4 Making walking and cycling realalternatives for some journeys

Walking and cycling issues were not seen as importantto the majority of respondents, reflecting the minoritywho use these modes at present.

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Figure 10.5 Improving rail services and access tostations

The improvement of rail services and access to stationswas given mixed priority among respondents. Manypeople however, especially in rural areas of SouthAyrshire will not have access to rail services.

Figure 10.6 Reducing the environmental impact oftransportation

Despite all of the publicity that the environmentalimpact of transportation receives in the media, it wasnot seen as a high priority of many respondents at alocal level.

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Figure 10.7 Improving access to community servicessuch as hospitals

Improving access to community services was seen as alow priority by many respondents. This could be due togood existing access.

Figure 10.8 Improving car parking provision and theenforcement of yellow lines

Car parking provision was again seen as a low priorityfor a majority of respondents. This links with the highlevel of respondents prioritising means to tacklecongestion.

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Figure 10.9 Reducing the number and severity ofroad traffic collisions

At a local level, there was a mixed response to theprioritisation of reducing the number of road trafficcollisions. This is likely to be seen as a more nationalissue with high profile national campaigns in the media.

Figure 10.10 Investing in transport infrastructureand services to grow the economy

Again, linking the investment of transport infrastructurewith growth in the economy received a mixed level ofresponses.

Overall ranking of these issues was carried out bygrouping the three highest priority options and thethree lowest priority options of respondents. The issuesgiven the highest overall priority by respondents aredisplayed in the figure below.

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Figure 10.11 Analysis of Options Ranked 1 - 3

Maintenance of the existing network was the issue giventhe highest priority overall with 48% of respondentsranking it first, second or third in priority. Making busservices more accessible, user friendly and integrated isranked second with 45% of respondents ranking it first,second or third in priority. 42% of respondents rankedthe issue of tackling congestion on the road network.

The issues given the lowest overall priority byrespondents are displayed in the figure below.

Figure 10.12 Analysis of Options Ranked 8 - 10

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The issue given the least priority overall was Improvingcar parking provision and the enforcement of yellowlines with 40% of respondents selecting this issue as 8th,9th or 10th choice. Making walking and cycling realalternatives for some journeys and investing in transportinfrastructure and services to grow the economy wereranked 8th equal overall with 34% of respondentsselecting these issues as 8th 9th or 10th choice.

Question 2 gave the respondents the opportunity toprovide one or two additional issues that were notcovered in Question 1.

The third question contained a list of 10 strategicobjectives for the LTS to address the nationalassessment criteria of environment, safety, economy,integration and accessibility/social inclusion. The 10objectives listed were:

1. To encourage a greater share of trips by walkingand cycling and to assist in the promotion of ahealthier lifestyle

2. To prioritise the protection of human health inurban areas, and the natural environment in morerural areas, from the adverse effects of transportactivities

3. To achieve a year-on-year reduction in thenumber of killed and seriously injured on roadsin South Ayrshire

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4. To identify areas of concern for the safety andsecurity of the travelling public and work withpartners to address these

5. To support economic development by promotingschemes that reduce constraints such ascongestion, and enhance the efficiency of thetransport network

6. To better integrate transport and land useplanning in order to promote economic growthand inform the Development Plan process

7. To better integrate different modes of travel(such as bus and rail) and continue to developinterchanges where different modes cometogether

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8. To provide guidance to users, operators,developers and others on matters of local policy,priorities and potential schemes

9. To increase the accessibility of key communityfacilities (such as health centres) to all people bywalking, cycling, and public transport

10. To provide a deliverable and measurable actionplan covering all aspects of transportation overthe short, medium and longer term

Overall ranking of these objectives was carried out bygrouping the three highest priority options and thethree lowest priority options of respondents. Theobjectives given the highest overall priority byrespondents are displayed on the following page.

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Analysis of Options Ranked 1 - 3

The objective of achieving a year-on-year reduction inthe number of killed and seriously injured on roads inSouth Ayrshire was given the highest priority overallwith 48% of respondents ranking it first, second or thirdin priority. To better integrate different modes of travel(such as bus and rail) and continue to developinterchanges where different modes come together wasthe objective ranked second overall with 47% ofrespondents ranking it first, second or third in priority.The objective ranked third overall was to identify areasof concern for the safety and security of the travellingpublic and work with partners to address these with 41%of respondents ranking it first, second or third in priority.

The objectives given the lowest overall priority byrespondents are displayed in the figure above.

Analysis of Options Ranked 8 - 10

The issue given the least priority overall was providing adeliverable andmeasurable action plan covering allaspects of transportation over the short,mediumandlonger termwith 54%of respondents selecting this issue as8th, 9th or 10th choice. To increase the accessibility of keycommunity facilities (such as health centres) to all people bywalking, cycling, andpublic transport was ranked 9thoverall with 35%of respondents selecting this issue as 8th9th or 10th choice and to encourage agreater share of tripsbywalking and cycling and to assist in the promotion of ahealthier lifestylewas ranked 8th overall with 31%ofrespondents selecting this issue as 8th 9th or 10th choice.

Question 4gave the respondents the opportunity toprovide any additional objectives that were not covered inQuestion 3.

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Overall, the initial consultation was a worthwhile processand helped to steer the process of producing the LTSdocuments. A second consultation was completed in theearly part of 2009. This follow up consultation enabledthe Council to follow up on initial comments recievedand show the consultees how the LTS documents havedeveloped. A report detailing this follow up consultationwill be made available in the summer of 2009.

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11. COMMITTED SCHEMES

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There are a number of projects that are in preparation,in the tender process, under construction or due forcompletion that will form the baseline for theassessment of intervention options. There are publiclyfunded schemes that are linked to the various fundingstreams for transportation projects, and are as detailedin the following tables.

Table 11.1 Funded Schemes

There are also a number of schemes that could be takenforward by the private sector as part of proposed majordevelopments. Those identified to date are as follows:

Table 11.2 Private Sector Funded Schemes

Development SchemeNE Troon Contribution to improvements at

Barassie multi-modal interchangeSE Ayr A77(T) Bankfield roundabout

capacity improvementsA77(T) Holmston roundaboutcapacity improvementsA77(T) Dutch House roundaboutcapacity improvementsA77(T) Whitletts to Bankfield duallingSE Ayr (Ayr Hospital) railway stationSE Ayr Park-&-Ride

Greenan Re-routing of NCN7 through site

Funding SchemeSPT Traffic counter upgrade

Bridge improvements (cycling)Troon town centre studyCycling route (Marr College)Holmston Road Phase 2

CWSS Smith Street one way/upgradeCycling schemes

SAC Capital Ayr voucher parking traffic signsFunding upgrade

Deveron/Kilmarnock Road signalsNew bus sheltersNew traffic signal/pelicanUpgrade Monktonhill RoadRural speed activated warning signsRural safety management measuresUrban traffic calming measuresKing Street underpass upgradeTurner’s Bridge refurbishmentGrangestone Bridge – measures toprevent vehicle incursion onto railwaylineBridge Strengthening ProgrammeStreet Lighting ReplacementProgramme


Within the preceding chapters we have identified theproblems, their causes, constraints and opportunitiesthat exist on our transportation network. South AyrshireCoucil have also set out the vision and objectives thatwe have for developing the network. This work hasallowed South Ayrshire Coucil to generate a number ofoptions that address the various issues identified.

Option GenerationA number of options have been proposed by SouthAyrshire Council and its partners to target resolution ofthe planning objectives which have been outlined in thevision and objectives chapter. A do minimum option hasbeen defined for option appraisal purposes.

Pedestrian, Cycling and Tourism (coach and car)Signing StrategyThis strategy would adopt a consistent approach tosigning throughout the area for pedestrian and cyclists.

Development of Local Cycle Networks in Ayr, Troon,Prestwick and GirvanThe existing cycle networks could be expanded andnew local networks introduced, building on the goodpractice in this area that the Council has developed.

Alloway to Maybole Road Cycle RouteThis scheme would be an extension of the existingBurton to Alloway route.

Cycle Parking HubsProvide cycle parking and storage facilities at majorhubs e.g. shopping.

Expansion/Enhancement of the QBC NetworkThe QBC network could be extended further to includefurther bus stop enhancements, bus priority whereappropriate and the development of other initiativessuch as real time information.

A70 Holmston Road Bus EnhancementThe A70 Holmston Road Bus Enhancement wouldprovide a westbound bus lane and eastbound parkinglane. A reduction in speed limit from 40mph to 30mphwould improve safety and may encourage more peopleto walk and cycle along the road. Implementing bus

priority measures would allow buses to travel fasteralong Holmston road which faces congestion at peaktravel periods.

Ayr Station InterchangeA STAG Appraisal is being undertaken in partnershipwith SPT into options for improving the interchange atAyr Station.

Ayr Town Centre West EnhancementsEnhancements to Ayr Town Centre West would provideimproved bus stops, shelters and footway areas to servethe west town centre area. Associated trafficmanagement measures would enhance safety andimprove traffic movements. The footway at the GaietyTheatre would be widened to provide sufficient spacefor pedestrians. Bus stops in this area cater for a largenumber of movements and are in a poor condition. TheWest of Ayr Town Centre has key points ofpedestrian/vehicle conflict that is required to beresolved. Parking within the end section of CarrickStreet also causes disruption and reduces the amenityof the area.

Bus Based Park-&-RideA bus based Park-&-Ride site could be developed to thenorth of Ayr/Prestwick which could capture trips into Ayrfrom the A77/A78 and trips out of Ayr heading forGlasgow, Kilmarnock, Irvine and Lanarkshire.

Coach Drop-off and Parking AreasIdentification of suitable coach drop off areas andimproved directional signage to parking areas.

Provision of Taxi Ranks in Prestwick and TroonThere are currently no taxi ranks in Prestwick or Troon,identification of suitable locations and provision of ranksis desirable.

Ayr to Glasgow via Paisley Service EnhancementIncrease service frequency from 2 trains per hour to 3trains per hour throughout the day on the Ayr toGlasgow Central railway line. Capacity on serviceswould be increased in terms of carriage numbers from 3to 4 as an increase in length of some station platforms.There is a long-standing desire to improve the service

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frequency on the Ayrshire coast line. The volume ofpassengers travelling to GPA is projected to increaseand there is a need for train capacity to be improved toaccommodate this service upgrade.

Upgrade of Barassie StationBarassie Station could be upgraded to includeadditional parking for Park-&-Ride customers.

Extension of Electric Service to SE AyrThe ESE would extend the electrified rail network fromAyr train station to Dalrymple Junction with a newstation at Ayr Hospital. This would allow more people totravel to healthcare facilities by using public transport.

A77 (T) Maybole BypassTo support Transport Scotland in the delivery ofMaybole Bypass. This would provide relief to thecommunity of Maybole from through traffic.

A77(T) Holmston Roundabout CapacityImprovementsThis is a Trunk Road Scheme, additional capacity will berequired to facilitate the SE Ayr development.

A77(T) Ayr Bypass DuallingThis is a Trunk Road Scheme, additional capacity will berequired to facilitate the SE Ayr development.

A70 Coylton BypassCoylton is a small settlement which lies on the A70 tothe East of Ayr. At present the settlement experienceshigh levels of congestion especially at peak periodtravel times. A single carriageway bypass of the town isproposed. Creating a bypass would provide relief to thelocal community from through traffic and would improvethe existing congestion problems in Coylton. Thenumber of HGVs travelling through Coylton woulddecrease as a result of a bypass being implemented.Residents’ safety would be enhanced as a result of thebypass providing road space for vehicles to avoidunnecessarily travelling through Coylton to reach theirdestination.

A70Widening East of Holmston Road RoundaboutProvision of additional capacity on the easternapproaches to Holmston Roundabout from the A70.

Prestwick Northern Distributor and GlasgowPrestwick Airport AccessThe Prestwick Northern Distributor and GPA accessroad would involve creating a link road betweenShawfarm Road and Sandyford Roundabout. This wouldinvolve upgrading Shawfarm Road and providing atunnel under the second runway to link into the A77 (T)at Sandyford Roundabout. GPA acts as a barrier to east-west trips forcing these onto A79 or B743 roads. Thischannels traffic through Prestwick. The NorthernDistributor route would supply an effective east-westlinkage, alternative access to GPA to Prestwick andenhanced connection to the A77 (T) for the airport.

Prestwick Eastern BypassThe Prestwick Eastern Bypass would reduce congestionat key locations in Prestwick and Ayr. A traffic distributorroad between Liberator Drive and SandyfordRoundabout would link Heathfield with the A77 (T). Thiswould allow for the development of the East Sanquhararea and relieve congestion at Whitletts Roundabout,East Road and on the A79. A bypass at the east ofPrestwick would provide an opportunity for a newaccess link to GPA.

Ayr Inner Ring Road (A719)A new dual carriageway link road would include a newbridge across the River Ayr to link Fort Street/HarbourStreet with A719 King Street. This would allow for theinner ring road to be completed and an additionalcrossing over the River Ayr which would reduce trafficon and around existing bridges. There would bepotential for bus and cycle priority measures to beimplemented on the new bridge. Providing anadditional crossing of the River Ayr is vital to the longterm development of the town.

B749 Monktonhill RealignmentSafety led intervention – realignment of roadway due topoor geometry.

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GPASurfaceAccess StrategyTheCouncil will workwithGPA todevelop a surface accessstrategy for the airport.

Port of TroonRoadAccessProvisionofatrafficmanagementschemefortheshorefront inTroonandBarassieforaccesstothePortofTroon.

Port ofAyr RoadAccessThePort ofAyr is recognised as agateway location in theNPFWandStructure Plan.Due the increase in haulagetransported through theharbour, improvements to thesurrounding roadnetwork are needed to support presentand future volumesof port related traffic. Existing roadaccess to theport is poor and improvementswould allowdevelop accessibility for road vehicles transporting freightthrough theport. This interventionwould involve a series ofalterations to important junctionswhichwould improve thehierarchyof the roadnetwork serving theport, with aparticular focus onWaggonRoad.

A759/A719 (north) AIP SchemeFunding is sought to undertake a route actionplanon thisroute.

A70/A713AIP SchemeFunding is sought to undertake a route actionplanon thisroute.

A719 (south) AIP SchemeFunding is sought to undertake a route actionplanon thisroute.

A714AIP SchemeFunding is sought to undertake a route actionplanon thisroute.

Prestwick TrafficManagement andParking SchemeThiswill be considered in theparking studyof thePrestwickareawhichwas recently reported.

HGVOvernight Parking FacilityOvernight parking is restricted inMaybole andPrestwick.Improved information and signagemaybe required todirectHGV’s to theparking facilities.

JointAyrshireDecriminalisationParking violationswithin SouthAyrshire are currently theresponsibility of thepolice. A study is takingplace into apotential decriminalisationof parking, jointlywith EastAyrshire andNorthAyrshire.

GPA /North PrestwickControlled ParkingThiswill be considered in theparking studyof thePrestwickareawhich is due to report.

Residents ParkingZonesThiswill be considered in theparking studyof thePrestwickareawhich is due to report.

Travel InformationHubs / Real Time InformationProvisionof information at key hubs andon themaintransport route corridors servicingAyr.

Carrick ‘Ring n’ Ride’ ExtendedOperationThe current hours of operationof this service are 07:00 to19:00Monday to Saturday. This proposalwould increasetheoperatinghours of this service.

Appraisal ProcessWehaveundertaken an initial sift of the identifiedprojects,in the separate STAGAppraisal document, to considerwhich are appropriate tobe taken forward to theSTAGPart1 analysis. In undertaking this sift, wehave considered anumber of specific issues:• Is the schemecommitted?• Is the schemeona trunk road?• Is the schemebeingpromotedbyothers?• Is a STAGanalysis already available or beingundertaken for the scheme?

Froma total of 41options, 29were taken forward toPart 1Appraisal. Twooptionswere rejected followingPart 1Appraisal and the remaining27optionswere formed intofivepackages and taken forward toPart 2Appraisal. TheSTAGanalysis canbe foundon theUSBcard at the rear ofthe document.

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IntroductionUndesirable implications of traffic are not only felt whenvehicles are moving but likewise when vehicles areparked. Parking is a fundamental aspect oftransportation; essentially parking policy is aboutsupplying parking spaces to a market to manage andcontrol its demand. A well-organised and managedparking strategy plays an important role in managingthe demand of car use in community locations,discouraging unnecessary car journeys andsimultaneously promoting attention to thedevelopment of various sustainable travel modes.Efficient parking provision plays an important role inaiding healthier more sustainable town environmentsand promotes economic growth for local shops andbusinesses.

Current parking issues within South Ayrshire havevarious causes including the displacement of parkingfrom the controlled parking zone, parking needsgenerated by bus and rail commuters and airportpassengers. The displaced parking from the controlledzones mostly affects residential areas which are withineasy walking distance of the town centres. Many ofthese areas are made up of Victorian properties withlittle or no off road parking provision.

A balance has to be struck to ensure that town centresare not dominated and congested by the presence ofparked vehicles or void of parking facilities that coulddeter the economic growth of town centre business tothe benefit of out of town retail centres where parking isample. Therefore the Council aims to encourageparking facilities in town centres as short stay parkingand discourage long stay parking to a level that thecouncil deems appropriate. However, in sparselypopulated locations such as rural areas, public transportmay be infrequent and the use of private vehicles istherefore an essential means of daily life. In contrast tourban location where parking standards may be morerestrictive, recommendations for parking facilities inrural areas can be more lenient.

Studies are ongoing into the provision of a bus basedPark-&-Ride facility to serve trips into Ayr and commutertrips out of Ayr.

Via the introduction of the Ayr town CentreManagement Initiative (ATCMI), the council wishes tocontinue and promote the parking strategy applied byATCMI aimed at:Using a Controlled Parking Zone (CPZ) and pricingpolicy to:• Encourage short-stay use of the Town centre car parks;• Encourage long-stay use of the free car parks on theperiphery of the town centre; and,

• Implement a signing strategy to direct drivers viaspecific routes to a range of short andlong-stay parking areas.

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The careful control of street parking is considered to bea requirement for effective traffic management and thepromotion of an alternative to the car. The council alsowishes to continue the strategy of the on-street parkingintroduced to the town of Ayr in 1993 by aiming to:• Increase short stay on-street parking opportunities forshoppers and visitors;

• Provide residents with improved on-street facilities byprecluding all day commuters parking; and,

• Encourage greater use of public transport, cycling andwalking for travel to work.

The range of car parking classes currently in use inSouth Ayrshire is split into the following categories:• On-street (uncontrolled);• On-street (controlled);• Off-street car park (South Ayrshire Council);• Off-street car park (Private operator);• Off-street (Private non-residential); and• Off-street (Private residential)

On-street ParkingThe majority of streets within South Ayrshire haveuncontrolled parking. Controlled areas are only presentwhere parking cannot be permitted for reasons of trafficcapacity or where demand has to be managed.

Off-street Car ParksThe council provides public car parks in the major urbanareas. The councils aim to ensure that public car parkingfacilities are safe and sufficient to meet the needs of thelocal area and business and tourism economy. A list ofoff-street car parks in South Ayrshire town centres isshown in Appendix C.

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14. ACTION PLANS

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CoreObjectiveC1 Encouragemodal shift to walking and cycling to assistin the promotion of a healthier lifestyle and lessenenvironmental impact during the period of the LTS.

TargetedObjectiveT1 Integrate core path network planning and cycle routeplanning to providemaximumopportunity and benefit.

Action Plan Short Term Medium Term Long TermReview and update LCN and NCNMaps • •Promote the benefits of walking and cycling • •Develop local proposals to encourage walking •and cyclingImplement the above proposals •Work with schools to implement School Travel Plans •

PoliciesP1 The Council will encourage increased cycling trips byrequiring cycle networks to be effectively linked.

As part of the LTS, an action plan is completed detailinghow the objectives will bemet and the policies that will befollowed in achieving those objectives. Short terminterventions are anticipated to be implemented from

2009, medium term from 2014 and long term from 2019,although this is largely dependent on funding beingavailable and the pace of growth and demand to travel.


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Action Plan Short Term Medium Term Long TermMonitor air quality and traffic levels at existing sites •Expand air quality monitoring sites •Model development impact on air • •quality in existing developmentsModel development impact on air •quality in local plan proposalsModel development impact on traffic • •noise in existing developmentsModel development impact on traffic •noise in local plan proposalsIdentify where National Air Quality Strategy • •(NAQS) levels may not be metIf necessary, designate Air Quality •Management Areas (AQMA)Develop a road freight routing strategy •to safeguard sensitive areasDesignate a network of strategic • •and feeder routes for freightSupport research into the use of cleaner •and quieter road freight vehiclesAssist in the implementation of measures to support •the use of cleaner and quieter road freight vehiclesInvestigate the feasibility for a shopping delivery service •Consult with retail outlets and implement a •shopping delivery service, if appropriate

CoreObjectiveC2 Prioritise the protection of human health in urbanareas and flora and fauna inmore rural areas from theadverse effects of transport activities.

PoliciesP2 The Council will require that vehicle pollution levels areregularly monitored at key locations to identify sites thatmight pose a risk to health from vehicle emissions.P3 The Council will control the impacts of vehicles tosafeguard sensitive areas. If there is an opportunity forimprovement, this will be achieved in association withother agencies.

P4 The Council will seek to safeguard sensitive areas fromthe negative impacts of road freight.P5 The Council will designate appropriate advisory routesfor heavy goods vehicles to provide traffic relief tocommunities.


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Action Plan Short Term Medium Term Long TermContinue programme of Accident Investigation • • •and Prevention (AIP)Work with the Scottish Government to • • •improve safety on trunk roadsContinue programme of road safety education in • • •schools/development of school travel plans/saferroutes to schoolsSpeed cameras, red light running provisions at • • •appropriate locations through consultationwith relevant partiesDevelop a Road Safety Plan that takes cognisance of the • •soon to be published Road Safety Strategy for Scotlandand the National Road Safety Targets for beyond 2010

CoreObjectiveC3Achieve a year-on-year reduction in the number ofroad users killed and seriously injured and enhance thepersonal safety of those in South Ayrshire.

PoliciesP6 The Council will provide a consistent and structuredprogramme of education, training and publicity, withineducational establishments, from pre-fives to colleges,aimed at developing awareness, skills and attitudes thatwill enable travellers tominimise their exposure to risksandwill support individual schools to develop schooltravel plans aimed at safe and sustainable travel.

P7 The Council will support and assist the ScottishGovernment, Police and other emergency services withtheir enforcement initiatives, which are focused oncasualty reductions or collision avoidance andwill identifyareas where casualty savings can bemadewithin thedevelopment of transport activities.


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CoreObjectiveC4 Identify locations of concern for the safety and securityof the travelling public andwork with partners to addressthese.

PoliciesP8 The Council will continue to provide taxi marshals atranks between 11:00pm and 4:00am on Friday andSaturday nights and during other busy occasions atappropriate locations.P9 The Council will improve pedestrian safety andsecurity through routes or areas that require suchmeasures, with a particular focus on routes to school,including the implementation of pedestrian crossingfacilities that have been assessed using the approvedcriteria, when funding is available.

P10 The Council will work with SPT, Strathclyde Police andSouth Ayrshire Community Safety Partnership to improvesafety and personal security on public transport servicesand infrastructure, andwill develop and enhance CCTVcoverage to improve the safety and security of publictransport users.P11 The Council will provide support for improvements tothe safety of the Trunk RoadNetwork by working withTransport Scotland to deliver such schemes as the A77Symington and Bogend Toll improvements.

Action Plan Short Term Medium Term Long TermContinue to investigate and introduce 20mph • • •speed limits where appropriateWork with SPT, Police and Transport Operators to •develop initiatives to reduce public transportaccidents and increase personal securityImplement public transport safety and •security initiatives, identified aboveIdentify schools needing safer access •Review areas for zig zag markings and • •introduce where appropriateContinue to implement revised •School Crossing Patrol Plan


PoliciesP12 The Council regard the responsibility for funding newinfrastructure and improvement schemes, requiredprimarily for development purposes, as resting with thedeveloper andwill seek to obtain contributions to specifiedpublic transport infrastructure.P13 The Council will review provision, usage, managementand chargingmechanisms for parking.P14 The Council will promote the provision of parkingfacilities for cars, pedal andmotorcycles, goods vehiclesand coaches, including the provision of adequate parkingfacilities and access arrangements for people withmobilitydifficulties where appropriate.P15 The Council will implement a strategy in the urbancentres, including the imposition and review of restrictionsand charges, where appropriate, andmanage the demandto encourage the efficient use of available parking spaces,for parking within town centres. Contributions in lieu of carparking will also be sought for town centre developments,where full car parking standards cannot bemet on-site.P16 The Council will ensure goodmanagement of publiclyavailable parking facilities.P17 The Council will develop and implement an overallRoadsManagement Plan incorporating individual plans foreach group of assets associated with the road networkincluding non-carriageway items such as bridges, streetlighting, traffic signs, traffic signals and roadmarkings.P18 The Council will develop all elements of the roadnetwork and car parks in themost efficient and costeffectivemanner andwill work towards removing thebacklog ofmaintenance work, within available budgetsP19 The Council will develop a forward programme ofmajor structural maintenance schemes to preventdeterioration of the existing road stock and avoid the needfor more expensive work later including the provision ofnew and improving existing road drainage in order topreserve the fabric of the road network.P20 The Council will aim to provide improved andmoreenergy-efficient street lighting in line with current standardstomeet both national and local energy saving objectives.

P21 The Council will ensure that all bridges and other roadstructures are regularly inspected andmaintained in a safeand fit-for-purpose condition.P22 The Council will carry out and review the structuralassessment of all bridges and roads structures to determinetheir suitability to safely carry traffic, complying with currentConstruction and Use Regulations and in the case ofstructures which are found to be substandard, ensurethat appropriate interimmeasures are implemented untilthe required strengthening or replacement works arecarried out.P23TheCouncil willminimise thedetrimental effects ofexternal influences on the fabric of roads (e.g. installation andrepair of underground services, housingmodernisationschemes, etc.) andwill complywith the statutory requirementsof theNewRoads andStreetWorksAct of 1991.P24 TheCouncil will continue to investigate and developwintermaintenance services, particularly the ice predictionand forecasting services, to improve their effectiveness andreview its priority gritting routes tomeet the needs ofincreasing traffic flows and public expectations. This will alsoinclude further development of thermalmapping systems.P25 The Council will support the provision of new railfreight depots and the expansion of existing facilitiesincluding giving advice on appropriate applications by firmsfor grants to construct freight facilities. The Council will alsoencourage new activities with high freightmovements tolocate close to existing or proposed rail facilities.P26 The Council will provide access for delivery vehicles totown centres and assist the distribution of goods, subject tosuch time restrictions as required to achieve a safepedestrian environment and secure the operationalperformance of the network.P27 The Council will ensure that all existing coastaldefences protecting the local road network and otherCouncil property are regularly inspected andmaintained ina fit-for purpose condition andwhere necessary aim toprovide new and enhanced protectionmeasures withinavailable budget.

CoreObjectiveC5 Support economic development by promotinginterventions that reduce constraints such as congestion,and enhance the efficiency of the transport network forboth users and operators.

TargetedObjectiveT6 To provide technical support to the Council in itslobbying for improvements to the A77 (T) and in particulartheMaybole bypass.

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Action Plan Short Term Medium Term Long TermReview parking provision to enhance town centre operations •Consider the results of the public consultation on the •recommendations of parking studies in PrestwickAmend and implement recommendations of the •parking studies and public consultationConduct similar parking studies and consultationsfor other areas • •Review demand for parking in tourist areas •Implement appropriatemeasures for parking in tourist areas •Identify and implement opportunities for the • •expansion of coach parking provisionReview the operation of the new parkingmeasures • •Review parking/loading facilities onmajor •arterial routes, where appropriateContinue programme of rationalising parking/loading facilities • •Review and adjust parking/loading facilities •Work with Associated British Ports to • • •develop surface access to the ports of Ayr and TroonDevelop AssetManagement Plans for •each group of roads assetsImplement above AssetManagement Plans • •Develop a prioritised programme to deal with •maintenance backlog on roads, footways, bridges,street lighting and cyclewaysImplement the programme developed above •Continue with an appropriate level of maintenance on roads, • •footways, street lighting, cycleways and bridges carryingpublic roadsDevelop improved access to the Port of Ayr • •Work with partners to develop strategic and local upgrades • •to deliver the requirements of the Structure PlanPursue the case for aMaybole bypass with associated • •facilities for cycling, walking and public transportEncourage the Scottish Government to upgrade the • •A77 tomotorway standard north of Ayr.Pursue the improvement of major interchanges to allow priority • •for buses, coaches, taxis, motorcycles and freight vehiclesIntroduce an area wide database for ranking each road, •footway and cycleways by conditionComplete a bridge assessment for all • •bridges carrying public roadsBased on the results of the above bridge assessments, • •carry out necessary actions including strengtheningor replacement where requiredContinue to inspect andmaintain coastal defences •Implement new and enhanced coastal protection • •measures where identified

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Action Plan Short Term Medium Term Long TermResearch the feasibility for better integration •with other parts of AyrshireDevelop proposals for upgraded and new bus • •and rail links to other parts of AyrshireSeek to introduce 4 trains per hour fromGlasgow to South Ayrshire •Research, consult and develop initiatives to reduce car use • • •Develop land-use policies to reduce car dependency •Incorporate land-use policies developed above in the Local Plan •Implement land-use policies developed above • •Monitor and adjust land-use/transport policies •Review locational policy •Review scope andmechanism for developer contributions •Develop supplementary planning guidance •detailing developer contributionsReview and adjust supplementary planning • •guidance detailing developer contributionsAdjust supplementary planning guidance detailing •developer contributions following reviewTest the impacts of the proposals in the new Local Plan •Assist the Development Control Team in • • •implementing the new land-use policies

CoreObjectiveC6 Better integrate transport and land-use planning inorder to promote economic vitality and inform theDevelopment Plan process.

TargetedObjectiveT5Assist in identifying transport constraints and potentialscheme solutions for future land planning through thedevelopment plan process.

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PoliciesP28TheCouncil will prioritise the linkageofmajor transporthubswith other facilities through effective pedestrian routes.P29TheCouncil will require that newdevelopments havecycle parking facilities and adequate access for cycle use andcontinue to install or seek installation of secure short to longterm cycle parking at appropriate locationswhere there is asignificant actual or potential demand for parking. TheCouncil will workwith partners to provide cycle access routestomajor areas of activity.P30TheCouncil requires that road safety audits are carriedout at the planning, design and construction stages of alldevelopments as appropriate. Audits will appropriatelyaddress the variousmodes of transport being considered.P31All newhousingdevelopmentswill be required to beplanned asmandatory 20mph zones and 20mph areaswillbe promoted and installed, includingpart timemandatory20mph speed limits outside schools, where appropriate.P32TheCouncil couldconsidercomplimentarypolicies in theirDevelopmentPlans that support theLTSbyencouragingdevelopments in close proximity to local facilities andamenities thereby reducing the need to use transport.

P33TheCouncil will develop apattern of land use that isintegratedwith allmodes of transport includingwalking,cycling andpublic transport andwill ensure that transportprovision contributes to the release of and access toemployment sites, andgenerally to the growth of theeconomy, to ensure job opportunities are available to all.P34TheCouncil will require that newdevelopments providefacilities for pedestrians, cyclists, public transport, peoplewithdisabilities and speed reductionmeasures,wherepractical.Newdevelopment should also incorporate newandenhancedaccess opportunitieswhere appropriatewhilstensuring that current public rights ofway areprotected in thepromotionof new transport proposals.P35TheCouncil will ensure that proposed newdevelopments provide levels of parking in compliancewithcurrent ScottishGovernment guidance anddonotencourage unacceptable levels of car usewhere alternativesare, or could bemade, available.P36TheCouncil will provide supplementary planningguidancedetailing developer contributions.


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Action Plan Short Term Medium Term Long TermImplement multi-modal interchanges • •Implement Park-&-Ride at Ayr Hospital • •Investigate potential Park-&-Ride sites to the north of Ayr • •Develop Park-&-Ride site to the north of Ayr • •Work with Infratil Ltd to continue growth of GPA • • •Work with Infratil Ltd to develop and implement •the Airport Surface Access Strategy

CoreObjectiveC7 Better integrate different modes of travel andcontribute to the development of multi-modalinterchanges.

TargetedObjectiveT4Assist in the delivery of improved onward links fromAyr railway station; and T7 Towork with the operators ofGateway Hubs in delivering their surface accessstrategies.

PoliciesP37 The Council will support the transport of bicycles onbus and rail services.P38 The Council will pursue the integration of localservices, school transport and social services transport,where practical, includingmaking full and efficient use ofCouncil owned passenger carrying vehicles andencouraging the use of innovative transport modesproviding adequate access, by asmanymodes oftransport as possible, to employment and other facilitiesfor rural communities.P39 The Council will work with others to assist in theintegration of the public transport network, throughimproved interchange facilities, Park-&-Ride, throughticketing, improved timetables and other initiatives.

P40 The Council will work with partners to promote theavailability of taxis at key interchanges points so thatbetter integration between taxis and othermodes isimproved.P41 The Council will work with SPT, Transport Scotland,train operating companies andGPA to upgrade andmaintain bus and rail facilities to a high standard and toprovide infrastructure where appropriate.P42 The Council will seek to promote a Park-&-Ridescheme, complementedwith passenger informationsystems and cycle and pedestrian facilities, to serve thetown of Ayr and the surrounding area.


Action Plan Short Term Medium Term Long TermDevelop a comprehensive taxi policy •Review scope for maximum andminimumparking •standards for new developmentsReview previous development control parking standards •Develop appropriate new development control parking •standards, to reflect the new integrated transport strategyImplement new development control parking standards • •Review and adjust development control parking • •standards to ensure strategy is ‘on target’Implement adjusted development control parking standards, if necessary •Maintain andmonitor the Council’s own TP • •Review and adjust the Council’s own TP • •Consult with large local organisations to encourage • •and assist them in developing their own TPDevelop and adopt TP guidelines to assist new developments •Work with Development Control to implement • • •TPmeasures in new developmentsReview and adjust TP guidelines to take into account land-use changes •Assist employers with developing and implementing •TPmeasures identified aboveIdentify potential rail freight sites with Network Rail • •and Freight Operating CompaniesIdentify likely demand for intermodal terminals • •

PoliciesP43 The number of taxis and private hire cars (PHC) inSouth Ayrshire is not limited. The Council will considereach taxi or PHC application.P44 The Council will consult in the event of relocation ofexisting taxi ranks or determination of appropriatelocations for new taxi ranks so that the needs of users andoperators are taken into account.P45 The Council will set out the standards for roads andtransport design within the Council's Roads DevelopmentGuidelines and apply these guidelines to the control of allnew developments.P46 The Council will require proposed developments of acertain scale and/or potential impact to be examinedthrough a Transport Assessment.P47 The Council will require that any proposeddevelopment that requires a Transport Assessment shallalso have a Travel Plan (TP). Existing developments will beencouraged to develop TP.

P48 The Council will develop a TP, initially amongstCouncil employees, as a positivemeasure to limit thegrowth in car commuting, and provide assistance to otherorganisations to do the same.P49 The Council will require that new developmentsadequately cater for walking trips where appropriate.P50 The Council will work with the Scottish Government,Network Rail and relevant freight operating companies tofacilitate the efficient movement of freight, provide freightwith appropriate routes and service accesses and toencourage freight transfer from road to air, sea and rail,where possible.P51 The Council will work with Central Government andNetwork Rail to provide new and enhance existingimportant rail links for freight and passengers betweenSouthWest Scotland andmainland Europe, via theChannel Tunnel, and to expand the current programme ofelectrification to include the whole of South Ayrshire.

CoreObjectiveC8 Provide guidance to users, operators, developers andothers onmatters of local policy, priorities and potentialschemes.

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CoreObjectiveC9 Increase opportunities, for walking and cycling andimprove the quality, affordability and accessibility ofpublic transport for accessing key community facilities.

TargetedObjectiveT2 Provide local cycle networks in Ayr, Girvan,Maybole,Prestwick and Troon; and T3 Expand and enhance theQBCNetwork through partnership with operators andSPT including upgraded facilities at bus stops throughoutSouth Ayrshire.

PoliciesP52 The Council will investigate areas of high pedestriandemand with a view to the reallocation of road space toease pedestrian congestion and improve the pedestrianenvironment.P53 The Council shall aim to upgrade all pedestriancrossing points to have dropped kerbs and tactilepaving.P54 The Council will provide or require pedestrianstages at all new traffic signal installations where there isa proven or expected demand.P55 The Council will take account of the needs of cyclistsin the implementation of traffic management schemesand road developments.P56 The Council will develop the further provision ofcycle training for communities.P57 The Council will work with SPT and otherstakeholders to promote public transport as the mostattractive and convenient option for most journeys andimprove public awareness of public transport services bydeveloping/providing relevant publicity material. TheCouncil will also co-operate with operators in providingcomprehensive information about their services andsupport the provision of traveline Scotland as thetelephone and internet service portal for publictransport information.

P58 The Council will strive to maintain, whereappropriate, levels of service of public transport systemswhich would otherwise be withdrawn without financialsupport fromthe Council and SPT and work with SPT to apply fareson tendered services, with a philosophy of maximisingbest value.P59 The Council will, where appropriate, developQuality Partnerships with bus operators, SPT and otherorganisations and will pursue, where relevant, measuresspecifically related to promoting the use of publictransport, such as bus priority schemes to improve busservice provision in the area.P60 The Council will promote public transport forsocially excluded groups and communities, whichincludes women, the elderly, the young, the mobilitychallenged and ethnic minorities to provide access toemployment and other facilities. This would also includeproviding taxi concessionary fares schemes.P61 The Council will improve access to the main towncentres by enhancing public transport, walking andcycling facilities, to offer attractive sustainable transportalternatives.


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Action Plan Short Term Medium Term Long TermIdentify new traffic signal improvements •and pedestrian crossingsInstall new traffic signal improvements •and pedestrian crossingsReview core pedestrian route networks •Upgrade pedestrian routes in phase 2 of QTC’s • •subject to fundingComplete upgrading of Ayr Town Centre underpasses •Carry out refurbishment of Turner's Bridge in Ayr •Continue to develop local cycle networks • •Implement cycle parking in new developments • •and other identified locationsIntroduce cycling facilities in phase 2 • •of the QTC’s subject to fundingIntroduce advance cycle stoplines in • •all appropriate signal installationsIdentify junctions which need to be made safer for cyclists •Modify junctions above or find • •alternative routes for cyclistsWork with external organisations and local communities • • •to identify improvements to cycle facilitiesDevelop multi-modal partnerships with SPT •and public transport operatorsImplement further QTC’s subject to available funding •Implement selective vehicle detection •at all relevant traffic signalsContinue to upgrade well used bus stops • •Improve and extend existing parking • •facilities at railway stationsImplement real time public transport information • • •systems on QTC’s where feasibleSupport/promote the operation of traveline • • •Improve cycle rack provisions and safety at schools • •Expand the availability of Dial-a-Bus •and Dial-a-Taxi networksMaintain new levels of Dial-a-Bus and • •Dial-a-Taxi networksImprove pedestrian and cycle facilities to enhance • •opportunities for independent mobility


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CoreObjectiveC10 Provide a deliverable andmeasurable action plancovering all aspects of transportation over the short,medium and longer term as part of the LTS.

PoliciesP62 The Council will maintain flexibility within the overallrevenue budget tomaximise efficiency and effectiveness,and to pursue the development of a strategy of needsbased budgeting.


Monitoring and evaluation is an integral part of thestrategy where the progress of objectives, measuresand outcomes are measured by performance indicatorsand targeted results. Having a monitoring andevaluation system also aids the Local Authority to judgeif the specified strategy objectives are also successful inachieving the national and regional objectives.Monitoring the progress of the strategy can be of helpin deciding if the strategy needs to be adjusted toreplicate changing circumstances that were not presentwhen the objectives were produced.

Indicators and TargetsEstablishing a set of indicators and targets is animportant method used to meet the Council’sobjectives. The successful accomplishment of theCouncil’s objectives is associated to the stringent use ofindicators and targets. The selection of indicators andtargets are chosen based on their significance to theobjective and its numerical output. Some targets areoutwith the direct control of the Council which makesthem difficult to assess. For those targets, the Councilwill endeavour to provide support, encouragement andlobbying for improvement where necessary.

Key Performance IndicatorsObjective C1 Encourage greater modal share of

trips by walking and cycling to assistin the promotion of a healthierlifestyle and lessen environmentalimpact during the period of the LTS.

Key Indicator Modal ShareSource Census DataBaseline Walk 21%,

Cycle 1%Bus 13%Train 3%Car Driver 45%Car Passenger 13%

Target Walk - IncreaseCycle - IncreaseBus - IncreaseTrain - IncreaseCar Driver - DecreaseCar Passenger - Increase

Objective C2 Prioritise the protection of humanhealth in urban areas and flora andfauna in more rural areas, from theadverse effects of transportactivities.

Key Indicator Air QualitySource AQMS / EU TargetsBaseline Existing emission levelsTarget Stabilisation in overall emissions

Reduction in emissions per person km.

Objective C3 Achieve a year-on-year reduction inthe number of killed and seriouslyinjured and enhance the personalsafety of those in South Ayrshire.

Key Indicator Scottish Road Safety TargetSource Accident Injury Prevention UnitBaseline KSI – 120, Child KSI – 21, Slight

Casualties - 349Target KSI – 71, Child KSI – 11, Slight

Casualties - 311National target already exceeded.(KSI 61, Child KSI – 7,Slight Casualties – 289)

Objective C4 Identify locations of concern for thesafety and security of the travellingpublic and work with partners toaddress these.

Key Indicator Perceptions of safety while travelling bybus/train

Source Scottish Household SurveyBaseline 9.1%males, 11.4% females not

safe/particularly safe using bus servicesin the evening. 13%males, 23.5%females not safe/particularly safe usingrail services in the evening.

Target Reduction

15. MONITORING ANDEVALUATION

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Objective C5 Support economic development bypromoting interventions that reduceconstraints such as congestion, andenhance the efficiency of thetransport network for both users andoperators.

Key Indicator Journey timesSource Traffic model / Traffic Surveys for four

routes:Shawfarm Roundabout to RacecourseRoadStation Road Bridge to WhitlettsRoundaboutStation Road Bridge to HolmstonRoundaboutStation Road Bridge to A77 at MayboleRoad

Baseline Traffic modelTarget Stabilisation or improvement

Objective C6 Better integrate transport and land-use planning in order to promoteeconomic vitality and inform theDevelopment Plan process.

Key Indicator Modal share in new developmentsSource Travel Plans / Traffic SurveysBaseline Travel Plan targetsTarget Travel Plan targets

Objective C7 Better integrate different modes oftravel and contribute to thedevelopment of multi-modalinterchanges.

Key Indicator Modal shareSource Park-&-Ride availability/usageBaseline 474 car parking spaces at South

Ayrshire stations. 91% usage.65 spaces/lockers for cycle parking atSouth Ayrshire stations.

Target Increase in capacity, stabilise % usageat 80%-90%.

Objective C8 Provide guidance to users,operators, developers and others onmatters of local policy, priorities andpotential schemes.

Key Indicator The issue of advice notes.Source Website counter, advice notes issued

by post.Baseline Total issued in previous yearTarget Increase

Objective C9 Increase opportunities, for walkingand cycling and improve the quality,affordability and accessibility ofpublic transport for accessing keycommunity facilities.

Key Indicator Modal ShareSource Census Data / Public Transport Users

QuestionnaireBaseline Walk 21%

Cycle 1%Bus 13%Train 3%Car Driver 45%Car Passenger 13%

Target Walk - IncreaseCycle - IncreaseBus - IncreaseTrain - IncreaseCar Driver - DecreaseCar Passenger - Increase

Updates and Progress ReportsThe LTS is a working document, and to be effective in itsobjectives annual updates and progress reports areimportant tools in evaluating the progress being made.The updates provide the opportunity to examine andreview progress against the objectives, indicators andtargets. It also offers a chance to access new projectsand feasibility studies that may have emerged over thecourse of the year. The Council is committed toreviewing the LTS on an ongoing basis. The review willtake place in the form of achievements accomplishedand targets met. Information regarding targets andachievements that have been completed will beavailable to all through the Freedom of Information Act.

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AADT Annual Average Daily Trips

AJSP Ayrshire Joint Structure Plan

CWSS Cycling, Walking and Safer StreetsA stream of Scottish Government funding to support vulnerable road users

GARL Glasgow Airport Rail Link

GDP Gross Domestic Product

GPA Glasgow Prestwick Airport

KSI Killed or Seriously Injured

LTS Local Transport Strategy

NPF National Planning Framework

NTS National Transport Strategy

PHCs Private Hire Cars

QTC Quality Transport Corridor

RTP Regional Transport Partnership

RTS Regional Transport StrategyThe transport strategy prepared by the RTP.

SALP South Ayrshire Local Plan

SATIN South Ayrshire Transport InitiativeThe previous South Ayrshire LTS

SE Scottish Executive

SEA Strategic Environmental Assessment

SPT Strathclyde Partnership for Transport(One of the 7 statutory partnerships set up across Scotland)

STAG Scottish Transport Appraisal Guidance

STPR Strategic Transport Projects Review

UTMC Urban Traffic Management Control

16. GLOSSARY

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ConsulteesAccess North AyrAlloway and Doonfoot Community CouncilAlzheimer ScotlandAnnbank and Coylton Community CouncilAssociated British Ports (Ayr & Troon)Automobile Association LtdAyr CollegeAyr Housing Aid CentreAyrshire & Arran FWAGAyrshire & Arran Tourist BoardAyrshire Cancer SupportAyrshire Cyclists’ Touring ClubAyrshire Joint Structure Plan TeamAyrshire Timber Transport GroupAyrshire Volunteer ExchangeBallantrae Community CouncilBarnardos Ayr Homelessness ProjectBarr Community CouncilBarrhill Community CouncilBelmont and Kincaidston Community CouncilBritish Motorcycle FederationBritish Red Cross SocietyC L I C SargentCitizen Advocacy Support ServicesColmonell and Lendalfoot Community CouncilCOSLACounselling AyrshireCraigie Community CouncilCoylton Community CouncilCrosshill, Straiton and Kirkmicheal Community CouncilDailly Community CouncilDocherty Coach HirersDumfries & Galloway CouncilDundonald Community CouncilDunure Community CouncilEast Ayrshire CouncilEglinton Resource CentreEnergy AgencyFirst Scotrail Railways Ltd.Fort and Seafield Community CouncilFreight Transport Association (Scotland & Northern Ireland)Friends of the Earth ScotlandGirvan and District Community CouncilGlasgow Prestwick AirportHeadway AyrshireHealth ScotlandHelp the AgedHistoric ScotlandJST ServicesKirkoswald, Maidens and Turnberry Community CouncilKyle and Carrick Civic SocietyLoans Community CouncilMACSMarie Curie Cancer Care

Maybole Community CouncilMonkton Community CouncilMossblown and St Quivox Community CouncilNational Car Parks Ltd.Network RailNewton and Heathfield Community CouncilNHS Transport and Access CoordinatorNorth Ayr Resource CentreNorth Ayrshire CouncilOpportunities in RetirementP&O European Ferries (Irish Sea) Ltd.Paths for All PartnershipPinwherry and Pinmore Community CouncilPrestwick North Community CouncilPrestwick South Community CouncilRail Passengers’ Committee ScotlandReid's TransportRichmond Fellowship ScotlandRoad Haulage Association (Scotland & Northern Ireland)RoSPA ScotlandRoyal Automobile ClubSalvation ArmyScottish Ambulance ServiceScottish Enterprise AyrshireScottish Environment Protection AgencyScottish GovermentScottish Natural HeritageScottish Road Safety CampaignScottish Taxi FederationScottish Women’s Rural InstitutesSeascapeSensory Impaired Support Group Enterprises LtdShawburnSkills Development ScotlandSmiths CoachesSouth Ayrshire Access PanelSouth Ayrshire Carers CentreSouth Ayrshire Community Planning PartnershipSouth Ayrshire Dementia Support AssociationSouth Ayrshire Forum on DisabilitySouth Ayrshire Taxi Owners AssociationSouth Ayrshire Women’s AidStagecoachWest ScotlandStepping Stones for CommunitiesStrathclyde Fire BrigadeStrathclyde Partnership for TransportStrathclyde PoliceThe Community Safety TrustThe Council for Voluntary OrganisationsThe Fitness LeagueTransport ScotlandTroon Blind ClubTroon Community CouncilUniversity of West of ScotlandVisit ScotlandVolunteer Centre South AyrshireWomen’s Royal Voluntary Service

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AREA ACTION CATEGORY NOTES

Walking Designate a walking officer 1 Part of SustainableDevelopment team

Identify new traffic signal improvements and pedestrian crossings 1 UTMC, remotemonitoring, pelicansimplementation

Install new pedestrian crossings and traffic signal improvements, identified above 1

Review core pedestrian route networks 2 Core Path planning stillunderway

Extend core pedestrian networks identified above, where appropriate 3

Upgrade pedestrian route, in Phase 1 of QTC’s 4

Upgrade pedestrian routes, in Phase 2 of QTC’s, subject to available funding 4

Upgrade Ayr Town Centre underpasses 2 Upgraded to Category1 by April 09

Cycling Designate a cycling officer 1 Part of Transportationteam

Complete National Cycle Network 1 NCN7 route nowestablished

Complete Local Cycle Network 3

Implement cycle parking in key town areas 2 Some parking provided

Investigate other areas for cycle parking 1 Cycling Scotlandrecommendationsmade. To beimplemented.

Implement cycle parking in other areas 3 Cycling Scotlandrecommendationsmade. To beimplemented.

Introduce cycle facilities along Phase 1 of the QTC’s 2

Introduce facilities on Phase 2 of the QTC’s, subject to available funding 2

Introduce advance stop lines in all appropriate signal installations 3

Publish Local Cycle Network and National Cycle Network cycle maps 1

Identify junctions which need to be made safer for cyclists 1 Cycling Scotlandrecommendationsmade. To beimplemented.

Modify junction or find alternative routes to make them safer for cyclists 2 Cycling Scotlandrecommendationsmade. To beimplemented.

Work with external organisations and local communities to identify improvements to cycle facilities 2

17. APPENDIX A – PREVIOUS LTSPERFORMANCE ASSESSMENT

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In terms of assessing the performance of the implementation of SATIN actions, we have provided fiveclassifications as follows:

Category 1 Fully implementedCategory 2 Partially implementedCategory 3 Not implemented but plannedCategory 4 Not implemented and not plannedCategory 5 Superseded by other scheme/plan


Public Transport Develop Multi-Modal Quality Partnerships with SPT and public transport operators 3

The Partnership will assess the provision of vehicles, planning of routes and services, 4fares and ticketing, interchange, infrastructure provision and information

Work with businesses to encourage use of public transport and Travel Plans 2

Investigate the feasibility for Innovative Transport measures 2

Implement Phase 1 of the QTC 1

Develop Park-&-Ride at Prestwick Airport 2

Welcome SPT’s proposals to introduce 3 trains per hour from Glasgow to South Ayrshire 1 No longer under SPT'sremit

Public Transport Implement further QTC’s subject to available funding 1 Additional QTC’simplemented

Implement selective vehicle detection at all relevant traffic signals 1 UTMC systemimplementation

Upgrade well used bus stops 1 Shelter and level accessimplemented

Develop camera enforcement technology 4 No action considerednecessary

Improve and extend existing parking facilities at railway stations 3 Working with SPT

Implement real time public transport information systems on QTC’s, where feasible 4 Not viable at this time

Develop and implement Journey Enquiry Support System (JESS) with SPT 5 traveline

Assist the Scottish Executive (SE) in developing Public Transport Information 2000 (PTI2000) 1 traveline

The Partnership will integrate timetables and ticketing of bus, rail, air and sea modes in South Ayrshire 4 Integration requiresaction at national andregional level

The Partnership will implement transferable and integrated ticketing on local bus, rail, air andsea services 4

Develop comprehensive taxi policy 3 Covered in AyrRenaissance

Explore potential for demand responsive public transport at times of low usage 3

Implement multi-modal interchanges 2 All except Barassie andAyr completed

Implement mini interchange at Ayr Town Centre 1 Ayr High Street

Implement Park-&-Ride at Ayr Hospital and Heathfield 3 / 4 SE Ayr Heathfieldrequires further study.

Introduce Smart Cards to enhance travel 4 Action required atnational and regionallevel.

Research the feasibility for better integration with other parts of Ayrshire 1 Continuedconsultation.

Develop proposals for upgraded and new bus and rail links to other parts of Ayrshire 5 Taken forward by buscompanies and SPT

Work with PIK Ltd to continue growth of GPA 2 Implementation ofsustainable accesssolutions.

Work with PIK Ltd to develop and implement Airport Surface Access Strategy 2

Seek to introduce 4 trains per hour from Glasgow to South Ayrshire 4 Major constraints needaddressed

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Transport Safety Develop new Accident Investigation and Prevention (AIP) remit 2

Implement new AIP remit 2

Review new AIP remit 2

Continue programme of AIP 2

Investigate and introduce 20mph speed limits where appropriate 2

Work with SPT, Police and transport operators to develop initiatives to reduce public transport 3accidents and increase personal security

Implement public transport safety and security initiatives, identified above 3

Safer Routesto School Identify schools needing safer access 1

Promote the benefits of walking and cycling 2

Introduce the proposals identified above 2

Develop local proposals to encourage walking and cycling 2

Improve cycle rack provision and safety at schools 3 Being implementedthrough PPP

Review areas for zig zag markings and introduce where appropriate 3

Review school crossing patrol service 2 Now with Children &Communities

Implement revised school crossing patrol plan 2 NowWith Children &Communities

Work with schools to implement school travel plans 2

Air Quality andthe Environment Monitor air quality and traffic levels at existing sites 1

Expand air quality monitoring sites 1 New site beinginstalled in Ayr

Model development impact on air quality in existing developments 4

Model development impact on air quality in Local Plan proposals 4

Model development impact on traffic noise in existing developments 4

Model development impact on traffic noise in Local Plan proposals 4

Identify where National Air Quality Strategy (NAQS) levels may not be met 1

If necessary designate Air Quality Management Areas (AQMA) 1

Parking Conduct comprehensive study of parking in Ayr 3

Conduct a comprehensive study of parking in Prestwick and Troon 3

Identify locations in town centres where parking restrictions need to be rationalised 3

Conduct a Public Consultation on the recommendations of the parking studies 3

Amend and implement recommendations of parking studies and Public Consultation 3

Conduct similar parking studies and consultations for other areas 4 Target resources atproblem areas

Review demand for parking in tourist areas 4 Address on a case-bycase basis

Identify and implement opportunities for the expansion of coach parking provision 1 Cromwell Road CarPark extended withCCTV and lighting

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Review the operation of the new parking measures 4

Review scope for maximum and minimum parking standards for new developments 2

Review previous development control parking standards 1

Develop appropriate new development control parking standards, to reflect the new integratedtransport strategy 1

Implement new development control parking standards 2

Review and adjust development control parking standards to ensure strategy is ‘on target’ 4

Implement adjusted development control parking standards, if necessary 4

Freight Develop a road freight routing strategy to safeguard sensitive areas 1

Designate a network of strategic and feeder routes for freight 1

Investigate rail freight facilities at Barrhill and Grangestone 5

Identify other rail freight sites with Railtrack and Freight Operating Companies 4

Identify likely demand for intermodal terminals 4

Support research into the use of cleaner and quieter road freight vehicles 4

Assist in the implementation of measures to support the use of cleaner and quieter road freight vehicles 2

Investigate the feasibility for a shopping delivery service 5

Consult with retail outlets and implement shopping delivery service, if appropriate 5

Review parking/loading facilities on major arterial routes, where appropriate 1

Continue programme of rationalising parking/loading facilities 1

Review and adjust parking/loading facilities 1

Work with Associated British Ports to upgrade access to the ports of Ayr and Troon 2

Maintenance Develop a prioritised programme to deal with maintenance backlog on roads, pedestrian routes,street lighting, cycle ways and bridges. 1

Implement the programme developed above 2

Continue with an appropriate level of maintenance of roads, pedestrian routes, street lighting,cycle ways and bridges carrying public roads 2

Introduce an area-wide database, for ranking each road, pedestrian route and cycle way by condition 2 Further advancementsto be made as part ofthe Asset Managmentprocess

Maintenance Complete bridge assessment for all bridges carrying public roads 2

Carry out replacement or strengthening actions where necessary 2

Continue to inspect and maintain coastal protection defences 2

Implement new and enhanced coastal protection measures where identified 2

Reducing CarDependency Research, consult and develop initiatives to reduce car use 2

Develop land-use policies to reduce car dependency 1

Incorporate land-use policies developed above in the Local Plan 1

Implement land-use policies developed above 1

Monitor and adjust Land-Use/Transport policies 3

Motorcycles Improve town centre parking provision 3

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Travel Awareness Develop and implement Council’s own Travel Plan (TP) 1

Maintain and monitor the Council’s own TP 3

Review and adjust the Council’s own TP 3

Consult with large local organisations to encourage and assist them in developing their own TP 2

Develop and adopt TP guidelines to assist new developments 5 National guidelinesavailable

Work with Development Control to implement TP measures in new developments 1

Review and adjust TP guidelines to take into account land-use changes 5 National guidelinesavailable

Survey all employers with over 250 staff, to see if they could use TP measures 5 SPT

Assist employers with developing and implementing TP measures 2 Some work has beendone but nothing isformally in place

Develop and implement a public travel awareness campaign 5 SPT and Stagecoach

Monitor success of public travel awareness campaign 5 SPT and Stagecoach

Review and adjust public travel awareness campaign 5 SPT and Stagecoach

Develop and implement a second travel awareness campaign 3

Develop and implement a travel awareness campaign aimed at secondary school children 3

Road Schemes Complete the Troon Harbour Development Road (THDR) to remove traffic from sensitive areas 1

Examine the case for a Coylton by-pass 4

Construct the realignment of Monkton Hill 4

Construct the link between Miller Road and Dalblair Road 1

Carry out the extension of Murdoch’s Loan 1

Trunk Roads Pursue the case for a Maybole by-pass, with associated facilities for cycling, walking and public transport 1

Encourage the Scottish Government to upgrade the A77 to motorway standard north of Ayr 2 M77 to Kilmarnock

Pursue the improvement of Whitletts Roundabout and other major interchanges to allow priority forbuses, coaches, taxis, motorcycles and freight vehicles 2 Whitletts upgraded

Work with the Scottish Government to improve safety on trunk roads 2

Design and construct a footbridge at Hansel village 1

UpgradeWhitletts RAP

Social Inclusion Improve pedestrian and cycle facilities to enhance opportunities for independent mobility 2

Develop a new Transport Audit 3

Carry out Transport Audits for all new public facilities 3

Investigate the role voluntary services play and how they can contribute 3

Expand the availability of Dial-a-Bus and Dial-a-Taxi networks 2 Carrick ‘Ring n Ride’

Maintain new levels of Dial-a-Bus and Dial-a-Taxi services 2 Carrick ‘Ring n Ride’

Land UsePlanning Review Locational Policy 1 Part of Development

Plan process

Review scope and mechanism for developer contributions 1 Taken forward

Develop sustainable transport accessibility index plans 4

Land UsePlanning Assist in preparing transport sections of the new Local Plan 1 Reviewed by

Transportation

Test the impacts of the proposals in the new Local Plan 1 Major sites tested

Assist the Development Control team in implementing the new Land-Use/Transport Policies 3 Commenced in Spring2007

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TOWN AREA LOCATION OPERATOR CHARGES HOURS SPACES SPECIAL SPACES

Ayr Central N Back Main Street (north) Private Free 24-hours 83 None

Ayr Central N Back Main Street (south) Private Free 24-hours 67 4 disabled

Ayr Central N John Street Private Free 24-hours 400 5 disabled, 9 parent-&-child

Ayr Central N Lymonds Wynd Council Free 24-hours 84 2 disabled

Ayr Central N Riverside Place Council Free 24-hours 99 4 disabled

Ayr Central W Cromwell Road (North) Council Free 24-hours 144 8 disabled, 25 coach

Ayr Central W Cromwell Road (South) Council Free 24-hours 50 None

Ayr Central W Charlotte Street Council Pay-&-Display 24-hours 82 2 disabled

Ayr Central Boswell Park Private Pay-on-Exit 7.30am – 10pm 212 None

Ayr Central Kyle Centre Private Pay-on-Exit 7am – 6.30pm* 360 4 disabled

Ayr Central Dalblair Road Private Pay-on-Exit 7am – 6.30pm* 171 None

Ayr Central Barns Crescent Council Pay-&-Display 24-hours 119 2 disabled

Ayr Central E Kyle Street Council Pay-&-Display 24-hours 45 3 disabled, 20 office spaces

Ayr Central E Station (west) Private Pay-&-Display 24-hours 110 3 disabled

Ayr Central E Station (east) Private Pay-&-Display 24-hours 73 2 disabled

Ayr Central E Station Hotel Private Pay-&-Display 24-hours 45 1 coach

Ayr Central E Mill Brae Council Free 24-hours 107 2 disabled

Ayr Central E Morrisons Supermarket Private Free** Store hours 525 12 disabled, 10 parent-&-child

Ayr Central E Old Cattle Market Council Free 24-hours 168 None

Ayr Shore Blackburn Road Council Free 24-hours 700 None

Girvan Central S Ailsa Street East Council Free 24-hours 75 3 disabled

Girvan Central S Flushes Council Free 24-hours 143 7 disabled

Maybole Central S The Croft Council Free 24-hours 27 none

Maybole Central S Inches Close Council Free 24-hours 28 3 disabled

Prestwick Central S Bellevue Road Council Free 24-hours 80 4 disabled

Prestwick Central Pleasant Field Council Free 24-hours 42 none

Prestwick Central Railway Station Council Free 24-hours 78 none

Troon Central Academy Street Private Free 24-hours 204 3 disabled

Troon Central Morrisons Supermarket Private Free Store hours 277 10 parent-&-child, 21 disabled

Troon Shore North Shore Road Council Free 24-hours 82 None

Troon Central Walker Hall Council Free 24-hours 87 None

* Mon–Thurs, times vary Fri–Sun

** Maximum stay of 3-hours

Information as at Dec 06

APPENDIX B – TOWN CENTRECAR PARKS

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