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PERTH & KINROSS COUNCIL COMMUNITY LINKS PLUS
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FOREWORD PERTH ASPIRES TO BE ONE OF EUROPE’S GREAT SMALL CITIES, REPRESENTING THE BEST IN SMALL CITY LIVING. IT’S AN AMBITIOUS STATEMENT, REQUIRING A BOLD APPROACH. THE COUNCIL RECOGNISES THAT INVESTMENT IN PUBLIC TRANSPORT, WALKING AND CYCLING NETWORKS, AS WELL AS DIGITAL INFRASTRUCTURE, WILL CREATE AN ACCESSIBLE AND INCLUSIVE CITY THAT WILL ENCOURAGE ACTIVE TRAVEL AND REDUCE CAR DEPENDENCY. OUR BUSINESS CASE FOR SIGNIFICANT INVESTMENT HAS BEEN THREE YEARS IN THE MAKING. PERTH & KINROSS COUNCIL APPROVED AN ACTIVE TRAVEL STRATEGY WHICH PROMOTES WALKING AND CYCLING ACROSS THE LOCAL AUTHORITY AREA. THIS WAS COMPLEMENTED BY THE PERTH CYCLE NETWORK MASTERPLAN, WHICH OUTLINES AMBITIOUS PROPOSALS FOR A CITY WIDE NETWORK, CONNECTING OUR URBAN AND RURAL COMMUNITIES WITH KEY EMPLOYMENT AND TRANSPORTATION SITES, ALONG WITH RETAIL AND LEISURE DESTINATIONS ACROSS THE CITY OF PERTH. BIKE LIFE PERTH HIGHLIGHTS 69% OF PEOPLE WANT INVESTMENT IN SEGREGATED INFRASTRUCTURE, EVEN IF IT IS AT THE EXPENSE OF ROOM FOR OTHER FORMS OF TRAFFIC. WE NOW WANT TO TAKE THINGS FURTHER. THIS ISN’T JUST ABOUT CYCLE LANES. IT’S ABOUT TRANSFORMING OUR CITY FOR PEOPLE. IT’S ABOUT DELIVERING HEALTHY STREETS FOR PEOPLE AND THE EFFICIENT MOVEMENT OF PEOPLE ACROSS THE CITY AND WIDER AREA. IT IS ABOUT CREATING A PLACE FOR PEOPLE TO LIVE LIFE WELL. COUNCILLOR LEWIS SIMPSON, ACTIVE TRAVEL AMBASSADOR, PERTH AND KINROSS 2
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PERTH – A PLACE FOR EVERYONE TO LIVE LIFE WELL.
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OUR VISION STRATEGIC CONTEXT PKC CLPLUS PERTH TRANSPORT FUTURES INVESTING IN ACTIVE TRAVEL ALIGNING INVESTMENT WITH CLPLUS
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• INCREASING MODAL SHIFT • CREATING SAFER, SEGREGATED ROUTES & CONNECTING TO MAJOR SHORT TRIP GENERATORS
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• IMPROVING THE QUALITY OF THE URBAN REALM • IMPROVING ACCESSIBILITY FOR ALL • ACCESSIBLE TRAVEL FRAMEWORK OVERALL CLP INVESTMENT PROGRAMME (MAP)
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Our Vision The restoration of Perth’s rightful city status in 2012 was a defining moment. It signalled a renewed ambition for our city and our citizens. As Scotland’s newest city, and as a cultural destination, we are determined to create a new future and a new narrative for our city and wider region.
Strategic Context Perth – a place for everyone to live life well.
Our city is growing from 50,000 to 60,000 by 2035. As a result, we face some significant transport challenges, but also have a fantastic opportunity to build a strategic network now, in advance of the planned public and private development sites to the north and west of Perth.
Our vision for Perth arises from the Perth City Plan. This sets out an aspiration for the city to become ‘one of Europe’s great small cities’. It draws inspiration from the examples of successful small cities in the UK and Europe, which combine liveability and quality of life with a global presence and a reputation for innovation and competitiveness. They have knowledge bases economies, skilled workforces and highly regarded universities. They attract inward investment, nurture great start-up businesses and appeal to talented people. They are an inspiration to Perth and we believe this is our time.
The legacy of this programme will be about the transformation of a city, not simply the implementation cycle routes. It is about: • delivering a transport network which is accessible and inclusive to everyone, because our streets are designed for the movement of people not vehicles. • creating exciting gateways to our city which creates a sense of ‘place/arrival’, whether that is by walking, bike, bus, car or boat.
‘Improved access to stronger and healthier green networks enriches our health and wellbeing. This can also help provide good quality places where people want to live, work and invest’
• creating a place where children can get to school safely, without having to negotiate four lanes of traffic. • providing people with multiple transport options for accessing the city centre whether they live in Perth or are visiting from the rural hinterland. • creating high quality areas of greenspace, which will bring individuals and communities together, helping to address social isolation and poor health & mental wellbeing. • transforming corridors which currently prioritise vehicles into spaces which prioritise people and place.
Reference: TAYplan, Strategic Development Plan (October 2017)
In 2015, Perth & Kinross Council outlined a bold vision for Perth in the Perth City Plan which was to become ‘one of Europe’s great small cities’.
Smart Growth for Perth City
The Perth City Plan 2015 - 2035
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STRATEGIC CONTEXT
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This is partnered with The Perth Story, which tells the narrative of a confident, well-connected small city, in the heart of Scotland, which has a lot to offer to our citizens and visitors. Our journey has begun and the process for raising the profile of Perth continues apace. It is about enhancing what we have and building on the opportunities presented to us. It is about our approach to live life well.
STORY
To deliver the ambitious vision for Perth, we need to be bold. And that is where our CLPLUS Bid comes in.
Well connected, in the green heart and at the centre of Scotland. This is a pure and positive place to live, visit, work and learn. A truly special place. Perth Live life well
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Approach to Placemaking
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THE 5-YEAR DELIVERY PLAN: The 5-Year Plan: Themes and Big M THEMES AND BIGDelivery MOVES
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The Perth City Plan outlines our approach to placemaking in Perth and sets out a framework for investment and street design which favours people and sustainable active travel routes connecting to and through the city centre. This presents us with a once in a lifetime opportunity to re-design and deliver better streets for people, as we seek to create a hierarchy of movement around the city centre, based on place, as outlined in the Designing Streets policy.
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The compact nature of the city centre has permeable form, along with a network of well-established streets and vennels, and a superb location beside the River Tay. We want to build on these assets and create exciting places for everyone, which will enhance the rich natural and built heritage of our city. This approach to placemaking has the support and commitment of partners in the public and private sector – Aviva, SSE, Stagecoach, Perth Trader’s Association. This is through the representation of the Perth City Development Board, as we seek to maximise the opportunities to secure resources to deliver at a scale appropriate to the anticipated growth of the city.
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Figure 9: Traffic, access and movement strategy REFERENCES
Primary vehicle corridor Walking network Cycling network
© Crown copyright and database right (2015). Ordnance Survey Licence number 100016971.
Potential on-street public transport hub Station arrival space and interchange
PLACEMAKING PRINCIPLES: • developing a strategy for traffic, access and movement • creating a hierarchy of streets, public spaces and walking/ cycling routes • improving the environmental quality of key streets • establishing a framework of green infrastructure • identifying and upgrading Perth’s public spaces • reducing the impact of traffic and extending car-free areas and shared spaces • creating attractive points of arrival, especially at the train station and investing in ‘gold routes’ extending out from the city centre • installing creative lighting for Perth’s spaces and landmark buildings
‘‘Improving the quality of our urban and rural environments is vital if we are to deliver on our ambition to make Scotland greener, wealthier and fairer, smarter, healthier and stronger, country. Green infraestructure is a way to support all of these strands.’’ Green infraestructure: design and placemaking (2011), the Scotish Government.
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Perth Transport Futures The movement of people is at the heart of our CLPLUS bid. Investment in infrastructure for smart growth to the west and north of the city – the A9/85 junction Improvement and Link Road to Bertha Park and the Cross Tay Link Road (CTLR) – will open up employment and development land, but also presents a unique opportunity to upgrade the transportation network across the city region. Initial traffic modelling of the impact of the CTLR suggests there will be a projected reduction of 17-20% in traffic on the road network going through Perth city centre. The impact could be as much as 50%, allowing some of the current heavily trafficked roads and routes into the city centre to be completely re-designed for people. The vision of the CLPLUS bid is possible by the investment Perth & Kinross Council has made as part of Perth Transport Futures. PHASE 1 – A9/85 JUNCTION IMPROVEMENT (COMPLETED 2018) PHASE 2 – CROSS TAY LINK ROAD
Infrastructure for Smart Growth
‘It is about transforming places which prioritise vehicles into spaces which prioritise people’
• Establish design principles for the principal approaches to the city to create mixed priority routes which will be attractive gateways to the city. • Take practical steps to encourage public transport usage through development of parkand- ride facilities, bus lanes and neighbourhood design. • Continue to invest in the city’s walking and cycling networks • Lobby for improvements to the Perth-Edimburgh rail services by increasing capacity, speeds and frecuency and upgrading trains.
Connecting to the wider city region Illustration of proposed A9 Cross Tay Link Road Junction
PHASE 3 – BERTHA PARK CONNECTION TO CROSS TAY LINK ROAD PHASE 4 – CITY CENTRE IMPROVEMENTS – PLACEMAKING AND ACTIVE TRAVEL INFRASTRUCTURE Future investment in Park & Choose facilities at Bertha Park and Walnut Grove will help facilitate movement of active travel between the city centre and the more rural areas. The council is currently collaborating with Scot Rail and Abellio on the masterplan for Perth railway station. This will see significant redevelopment of the station by 2030, and bus/rail services aligned with active travel routes and infrastructure promoting A to B journeys across the city region. By aligning cycle routes along key corridors (Golden Routes), we will provide people with multi-modal sustainable alternatives – bus, rail, walking and cycling – to the car. This approach will also future proof key transport corridors for the current revolution we are currently witnessing in the world of transport (Maas etc.) and lock into the strategic infrastructure to the west and north of Perth.
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Investing in Active Travel
CORE ROUTE ALIGNMENT OPTIONS
Our business case for investment in active travel has been building over the last three years. It started with the approval of the Active Travel Strategy, which outlined Perth & Kinross Council’s commitment to investing in active travel and making our streets safer for people to walk and cycle though a number of Key Strategic Priorities
The development of the Perth Cycle Masterplan is recognition there is an opportunity to make a statement and deliver something unique – a network for a small city. It demonstrates we are serious about putting Perth on the map in the context of Europe and that we recognise it requires radical proposals to help deliver a modal shift to active travel. Our boldness will transform the future transportation network of the wider city region, delivering significant social and economic benefits for B DUNKELD DUNKELD our communities.
• provide a more socially inclusive transport system • improve active travel networks • improve active travel storage infrastructure (bike parking etc.)
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• improve information on networks or opportunities to use them
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• enable more people to walk and cycle more often • encourage more people to walk and cycle
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Long Term Vision for Active Travel Scotland 2030
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PERTH CYCLE NETWORK MASTERPLAN
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Bike Life Perth
Perth Cycle Network Masterplan
Proposed cycle network (Perth Cycle Network Masterplan)
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Alignment to be considered as part of Cross Tay Link Road project
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The final piece in bringing all over this together is the Bike Life Perth report, which was a collaboration between Perth & Kinross Council and Sustrans in the summer of 2018. Significantly, it provides data which is specific to Perth and presents a desire from the public to see investment in active travel routes. There are a number of key statistics we’ve identified from the report, which are: 50% of people don’t want to ride a bike. The cycle masterplan builds on previous consultation exercises with the community; Active Travel audits – North Muirton and Inveralmond & Bridgend and Gannochy, along with the Bridgend Community Charrette. These identified People Friendly Streets and a New Footbridge for Perth City as two of the four key initiatives and we will seek to take these objectives forward as part of the design and planning phase.
67% of people think safety needs to be improved for cyclists 20% think safety of children’s cycling is good 66% of people don’t own a bike 68% of people never ride a bike 1% of Perth residents usually cycle to and from work To us, they represent opportunities to address concerns, change perception and more importantly, the behaviour of people when it comes to active travel over short journeys. We believe the proposals in our bid will transform the city region and deliver a step change in how people move across the network.
THE PERTH CYCLE NETWORK MASTERPLAN: • Identifies a framework of eight strategic corridors for investment in active travel • Outlines proposals for a cohesive network of cycle routes across the Perth city region which totals 50kms
Data from Bike Life Perth
• Links together key trip generators such as new developments, key employment sites (SSE, Council offices, Aviva), along with schools, Perth College UHI and leisure facilities.
69%
• Will provide segregated routes for people who want to commute or travel by bike to their destination. • Will help inform the design of future housing masterplans and outline the requirements to connect with local active travel routes. • Supports, and builds on, the Councils Active Travel Strategy, by linking in with national active travel policies:
o Let’s get Scotland Walking
o Cycling Action Plan for Scotland
o A Nation with Ambition
o A long term Vision for active travel in Scotland 2030
o TACTRAN Regional Transport Strategy 2015-2036
o PKC Local Development Plan, Policy TA1: Stransport Standards and Accessibility Requirements
of residents would like to see more investment in cycling in Perth
IMPROVE SAFETY AND SPACE FOR CYCLING
Percentage of people that think safety needs to be improved
People want a dedicated space for cycling
69% of residents support building more protected cycle lanes, even when this can mean less room for other road traffic
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ALIGNING INVESTMENT WITH CLPLUS OBJECTIVES
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INCREASING MODAL SHIFT, HELPING TO ACHIEVE THE SHARED CAPS VISION of 10% of everyday trips by bike by 2020
Although present cycling levels are low, current travel patterns within Perth suggest that far more journeys could be undertaken by bike and it is on this basis Perth & Kinross Council developed the Perth Cycle Network Masterplan. The 2018 Cycling Scotland Annual Cycling Monitoring Report identifies that 57.2% of journeys by any mode in Perth and Kinross are fewer than 5 kilometres (km), a distance that could typically be cycled in less than 15 minutes.
The Cycling Action Plan for Scotland (CAPS) 2017 seeks to achieve a vision that 10% of everyday trips, undertaken in Scotland, are to be by bike by 2020. This vision has been considered in the context of the existing cycle mode share for the local area. Based on the data available, the cycling mode share can be considered to be low across most of Scotland, including in the City of Perth.
The concept design plans are based on Dutch best practice design principles, and the associated standards defined with the CROW design manual. It is considered that these concept designs provide a ‘gold standard’ approach to cycle infrastructure design, as well as the most appropriate design solutions to encourage a modal shift away from the use of the private car.
• The Scottish Household Survey 2015 established that cycling is the main mode of travel for 0.8% of journeys in PKC, compared to 1.2% across Scotland. • The 2011 Census has established that 2.0% of Perth’s residents travel to work by bicycle. In terms of age, cycling to work is identified to be most popular in the age group 35 to 49, with 2.6% of this age group travelling to work by bicycle. This is backed up by data we have obtained through engagement with the wider public. • The Annual Cycling Monitoring Report 2018 establishes that, in 2015-16, the percentage of people in Perth and Kinross cycling to work usually was 1.2% and regularly was 2.6%. The Annual Cycling Monitoring Report 2018 established that the percentage of children cycling to primary school was 6.6% and to secondary school was 1.0% in 2016. Bike Life Perth highlighted 66% of households don’t own a bike. These statistics present us with a unique opportunity to make a big difference, which is why we are targeting a 25% modal shift by 2030. Recognising that Perth and Kinross includes large rural areas, the cycle mode share for Perth City itself has been established from 2011 ‘Travel to work’ Census data. This is made up from three electoral wards, Perth City South, Perth City North and Perth City Centre, as indicated by the image above.
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It is for this reason we extended the search for our consultant to Northern Europe, to ensure we were getting the most ambitious designers and we have that with Royal HaskoningDHV.
Perth City Centre, North and South electoral wards
Fundamentally, we consider the development of cycle infrastructure within Perth to form one part of a wider ambition for enhanced placemaking and green spaces in the city. Our approach will deliver a transformative change to the city and address the key transport corridors into Perth to ensure they are people focussed and accessible to all. The proposals for cycle infrastructure will not be designed and implemented at the expense of other sustainable modes of travel; instead infrastructure to support cycling will be considered complementary to existing and proposed pedestrian and public transport infrastructure. We recognise routes 1, 2 and 5 are ‘transport corridors’ that serve a variety of users and transport modes, and will ensure they link in with strategic transportation hubs at Broxden, Bertha Park and Walnut Grove. While it is proposed that some highway space is in future allocated for cycling, it is not anticipated that this will be at the expense of people who choose to walk or use the bus.
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Perth Cycling Lane
‘CYCLING IS A FORM OF TRANSPORT IN ITS OWN RIGHT AND NEEDS TO BE CATERED FOR PROPERLY.’
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Dunkeld Road - Example Cross-Section
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FROM LUCARTY
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Inspired by the city icon ‘‘The Coat of Arms of Perth’’
Inspired by the Daffodils flowers from the North Inch Park
Inspired by the Scottish Primrose flower
Has a colour inspired by The River Tay
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CORRIDOR / 2 FROM SCONE
Colour taken from the Scone’s Stone of Destiny
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FROM BRIDGE OF EARN
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ALIGNMENT TO BE CONSIDERED AS PART OF CROSS TAY LINK ROAD PROJECT
By the cities green setting
The bark of Perth’s iconic trees, the Birnam Oak and the Hermitage Douglas Fir are represented in the colour of Corridor 6
The wild salmon that swim through the city have influenced the colour of Corridor 8
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CYCLING IS A FORM OF TRANSPORTATION IN ITS OWN RIGHT AND NEEDS TO BE CATERED FOR PROPERLY.
• CREATING SAFER, CONVENIENT, SEAMLESS AND FULLY SEGREGATED ROUTES TO AND THROUGH TOWNS AND CITIES IN BOTH RURAL AND URBAN AREAS • CONNECTING TO AND THROUGH MAJOR SHORT TRIP GENERATORS
Designed and implemented correctly, cycle lanes can transport up to eight times as many people as a car lane, over the same period of time.
‘Fundamentally, it is about delivering a transformative change to the city and addressing the key gateways into Perth, by making it people focused and accessible to all.’
In Denmark and the Netherlands, cycle infrastructure is designed to ensure people who cycle have access to the most convenient route between A and B. A key component of the Perth Cycle Network Masterplan has been the development of a network connecting key trip generators, such as – Bertha Park – with the city centre, the National Cycle Network, key employment sites; SSE, Aviva, Council offices, along with key education facilities – our schools and Perth UHI. Linking these destinations is a fundamental objective of our bid. The key Corridors are:
Schematic overview of proposed cycle network (Perth Cycle Network Masterplan)
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We have already made a start on this, as part of the A9/85 Junction Improvement. This has linked Inveralmond industrial estate with the north of Perth, via a new active travel bridge over the A9, which now provides a route into the city centre along the A85 via the Lade.
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Data obtained via Commonplace (digital community engagement tool) and research online shows the biggest barrier for many people to cycling is the lack of segregated infrastructure. Addressing this barrier formed the basis of our brief to Royal HaskoningDHV during the Design Feasibility phase – to design a network of segregated routes, even if it means a reduction in the carriageway. As a result, we are proposing over 20 km of segregated routes across Perth and the wider area. Not only will this network connect rural communities to the city, it will enable children as young as 8 to cycle safely to school, knowing they will have little, if any, interaction with motor vehicles. We believe we need to target commuters if we are to deliver an effective modal shift from the car. On that basis, the network aligns with the main routes in and out of Perth, it will link in with the new transport infrastructure to the north and west of Perth, along with Broxden P&R and the proposed sites at Walnut Grove and Bertha Park. We believe it is critical that we encourage as many trips as possible through active and sustainable transport. Our plan will do so by ensuring there are active travel hubs and safe storage facilities for bikes at key departure/arrivals points in and around the city, which help connect Perth to its rural towns and villages.
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PERTH CYCLE MASTERPLAN Destinations and Schematic Cycle Network
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Neighbourhood / village Hospital UHI / Secondary school Primary school Retail Leisure Employment Entertainment / Tourism Park & Ride Rail sta on Bus sta on
Exis ng cycling cycle routes Segregated / shared use path On-road signed route
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IMPROVING THE QUALITY OF THE URBAN REALM, DELIVERING HIGH QUALITY DESIGNS AND INTEGRATING GREEN INFRASTRUCTURE, WHILE MEETING THE NEEDS AND ASPIRATIONS OF COMMUNITIES
Over a month, people who walk to the high street spend up to
By designing spaces for people, you attract people. High quality urban design and public realm improvements are acknowledged as making a difference to the quality of people’s lives. It improves social cohesion and health & wellbeing of our citizens, by reducing community isolation and can help create a sense of ‘place’, which is important for civic pride and helping to mitigate anti-social behaviour.
Our proposals will improve some of the most deprived areas in Perth. We want to reduce the impact of urban transport and increase the greenspace, and thereby help to increase a sense of community. Those who live in the most deprived wards (SIMD) often incur the higher social cost in society, such as:
A key component of a well-designed urban realm is the integration of green infrastructure. Greenery has a natural calming impact, helping people engage with the environment, and breaks up the urban jungle we navigate on a daily basis. It also helps cool areas, reduces air quality issues, increases biodiversity and when designed properly, can help alleviate flooding; all of which are fundamental in for helping the fight against climate change. Green infrastructure forms a significant element of our bid. For example, we view Dunkeld Road as an opportunity to deliver an exemplar green corridor, which links our rural areas and the new Bertha Park housing development to the north of the city, with the railway station. In order to deliver a high quality route, the council has applied for funding from the Green Infrastructure Fund. The aim is to deliver new community spaces, with our proposal focusing on the removal of a dual carriageway to create new greenspace for the local community. This will remove a significant barrier for the community, and provide people with safer crossing points, green spaces to enjoy their leisure time and allow community groups to design the space to suit their needs and aspirations. To achieve this, a significant community engagement programme is proposed for Stage 3.
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40% more than people who drive to the high street
People who walk and cycle take more trips to the high street over the course of a month Average number of visits to local town centre each month, by more Transport for London, Street Appeal Report (2018)
• High travel costs • Poor transport connections • Poor health and mental wellbeing • Poor quality greenspace and community infrastructure These are the barriers we want to remove, in order to make the area accessible and inclusive to everyone. The proposals for Dunkeld Road and the Golden Route (both will form the green corridor), will complement and link in with the investment along the Lade, creating a green network and Council’s providing greater access to greenspace for those who live in the most deprived wards. The added benefit of investing in places for people and creating environmentally friendly urban realm is the economic spin-off, supporting traders and sustaining local jobs. Recent research by Transport for London demonstrated that people who actively travel spend up to 40% more by shopping more frequently with local businesses. Our Bike Life Perth report highlighted an annual economic benefit of £3.9m on the back of investment in active travel.
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IMPROVING ACCESSIBILITY FOR ALL, INCLUDING MAKING SUBSTANTIAL IMPROVEMENTS TO THE ENVIRONMENT FOR PEOPLE ON FOOT. In their current form, each transport corridor – Glasgow Road (A93), Dunkeld Road (A912) and Scone/Bridgend (A94) - is predominately designed to accommodate motorised traffic, at the expense of the movement of people and consideration of place. They don’t function as spaces for people. High traffic volumes provide a barrier to people who want to walk and cycle, further encouraging travel by car. The barrier caused by motor traffic does not support sustainable travel patterns or ‘accessibility for all’. Our plan is to change this.
Designing Streets, published by Scottish Government, asks designers to adopt a balanced approach to infrastructure design and to consider ‘place before movement’. The document states that “providing for movement along a street is vital, but it should not be considered independently of the street’s other functions”. Designing Streets states that “street design should meet the six qualities of successful places, as set out in Designing Places”. These are:
Our proposals for active travel corridors and placemaking projects in the city centre will ensure this approach is at the forefront of our design process as we seek to deliver street for people. We know this from undertaking: • Place Standard workshop • ISM (Individual, Social and Material) Behavioural workshop • Public life surveys There can be considerable barriers impacting on the movement of people. Our plan is to address these through simple, effective urban design and progressive policies, which put the interests of people before vehicles and make our streets accessible and inclusive to all. Simple things can make a big difference. For example, pedestrian crossings are placed outside of desire lines, where the movement of people is constrained by unsightly barriers, often to the detriment of those choosing to actively travel.
• distinctive • safe and pleasant • easy to move around • welcoming • adaptable and • resource efficient.
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‘Those who live in the most deprived wards often incur the higher social cost in society. These are the barriers we want to remove, in order to make the area accessible and inclusive to everyone.’
ENSURING THE ACCESSIBLE TRAVEL FRAMEWORK VISION OF MOVEMENT IS TAKEN INTO CONSIDERATION WHERE “ALL DISABLED PEOPLE CAN TRAVEL WITH THE SAME FREEDOM, CHOICE, DIGNITY AND OPPORTUNITY AS OTHER CITIZENS”
All transport corridors considered in this report have a ‘high movement function’. Each corridor provides a strategic connection to (or through) Perth City Centre and as such each corridor is well used, particularly in the weekday morning and evening peak times of travel demand. This demand is proportionately in favour of motor vehicles.
Street design across the UK often ostracises those with mobility and sensory impairment issues. We know from engaging with the Centre for Inclusive Living Perth & Kinross (CILPK) that they have some members who avoid certain streets because of the barriers they present to moving around. Not only does this impact on their physical health, it is to the detriment of their mental health.
Our cycle infrastructure design proposals are intended to enhance the performance of these transport corridors by encouraging a modal shift away from the car. This will support lower volumes of motor traffic on each transport corridor and as such the project will, throughout, endeavour to create an environment that is safer, more pleasant and more welcoming for people in order to encourage people to become more active, especially when research shows children in deprived wards undertake the lowest levels of activity in Scotland.
On the back of this, Perth & Kinross Council engaged with Living Streets to undertake a street audit of the city centre with CILPK and its members in order to identify and address the barriers currently in place. We will ensure the design process tackles the remaining barriers and makes the city centre accessible and inclusive to all. The reality is, a lot of our streets don’t meet the requirement for ‘healthy streets’ and we need to address this going forward, in order to maximise the social and economic potential of our city.
The outcome of the CLP bid will transform the City of Perth as a whole, in addition to residents who live adjacent to these transport corridors.
The Equality Act 2010 legally protects people from discrimination in the workplace and in wider society. The Act makes it illegal to discriminate with reference to age or disability, and this is relevant to the design of infrastructure to support cycling. Our proposals do not seek to discriminate – the aim to create spaces which are accessible and inclusive to all; we want to remove high volumes of motorised traffic as a barrier to cross movement and deliver environments which will inspire people to walk and cycle. This supports our ambition for everyone to live life well.
Healthy Streets Indicators
Going Further – Scotland’s Accessible Travel Framework
Royal Haskoning DHV CLP Business Case
Outcome
Active Travel Framework Description
Outcome 1: more disabled people make successful door-to-door journeys, more often.
This outcome is about helping all disabled people use the transport system in its broadest sense, when they want and as often as they want to.
Outcome 2: disabled people are more involved This outcome is about the rights of disabled people to be, and the in the design, development and improvement of necessity of disabled people being, involved in all aspects of transport to transport policies, services and infrastructure. help show what works for them. Outcome 3: everyone involved in delivering transport information, services and infrastructure will help to enable disabled people to travel. Outcome 4: disabled people feel comfortable and safe using public transport – this includes being free from hate crime, bullying and harassment when travelling.
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This outcome is about the importance of ensuring people working at all levels of the transport system can understand the needs and wishes of different people with different support needs.
This includes needs arising from mobility, sensory and cognitive impairments, mental health problems and other often hidden disabilities.
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PKC CLPLUS
BOOK 1
OVERALL CLP INVESTMENT PROGRAMME (MAP)
Overall Programme
CLP Routes - City Centre
Black = Main cycle corridors
Green = Greenspace and new structures
Grey
= SIMD wards
Red
Blue
= Connecting links
= PKC placemaking projects
Yellow = Golden Route 32
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