Local Transport Strategy - Travel Renfrewshire 2035 - FULL REPORT
Renfrewshire Council · 5 November 2025
Back to Infrastructure, Land and Environment Policy Board — 5 November 2025 and its agenda
Text extracted from the council's PDF. Layout and reading order may differ from the original.
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PUBLIC ___________________________________________________________________ To: Infrastructure, Land and Environment Policy Board On: 5 November 2025 ___________________________________________________________________ Report by: Director of Environment, Housing and Infrastructure ___________________________________________________________________ Heading: Local Transport Strategy – Travel Renfrewshire 2035 ___________________________________________________________________ 1. Summary 1.1 The role of our transport network in the movement of goods and people means that it and our Local Transport Strategy (LTS) are integral to the Council’s ability to deliver services for the communities and businesses across Renfrewshire. 1.2 The LTS provides the Council with a coherent strategic direction that aligns both with wider local policy and regional and national strategies. It details how we intend to meet local challenges and objectives and deliver on regional and national objectives at a local level. It acts as an evidence-based framework to guide decision-making and infrastructure investment. 1.3 This report provides the Board with an update on the development of the new LTS and presents for approval, its adoption and publication. 1.4 The Action Plan at Appendix A of this report sets out the high level actions that will be considered for progression over the lifetime of this plan. The action plan is rightly ambitious and aims to deliver significant improvements to the transport landscape within Renfrewshire with the combined funding requirements to deliver the Action Plan likely to be in excess of £50million over the lifetime of this LTS.
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PUBLIC 1.5 Delivery of the actions contained within the Action Plan is not for the Council to do on its own and will require a multi organisation approach and as such the funding to deliver the actions will also require to come from external as well as internal sources. ___________________________________________________________________ 2. Recommendations It is recommended that the Infrastructure, Land and Environment Policy Board: 2.1 Approves the adoption of the new Renfrewshire Council Local Transport Strategy 2025-2035, its Action Plan and all supporting documents as set out in the Appendices. 2.2 Approves the publication of the new Renfrewshire Council Local Transport Stra 2025-2035, its Action Plan and all supporting documents as set out in Appendix A and attached links. 2.3 Notes that the LTS Action Plan as set out in Appendix A will be used as the basis for the development of future years’ funding bids and programming. _________________________________________________________ 3. Background 2025 Policy Context 3.1 There have been significant changes to the policy context since the LTS was last refreshed in 2017, including publication of NTS2 in 2020, and publication of SPT’s updated RTS in 2024. Both documents reflect a shift in policy at the national and regional level, in particular to address climate change, with a Climate Emergency declared by the Scottish Government in 2019 (Scotland’s Response to The Global Climate Emergency). 3.2 NTS2 embeds the principles of the Sustainable Travel Hierarchy (STH) and Sustainable Investment Hierarchy (SIH). The former prioritises measures which reduce the need to travel unsustainably, ahead of new infrastructure. The latter prioritises active travel modes (walking, wheeling, cycling) above less sustainable modes, with single occupancy car journeys being lowest priority.
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PUBLIC 3.3 At a local level, Renfrewshire's Plan for Net Zero sets out how the area will work towards net zero by 2030. Renfrewshire’s Local Development Plan 3 (LDP3) which takes cognisance of the National Planning Framework 4 (NPF4) is currently under preparation. LDP3 will replace the current LDP2, published in 2021. The LDP sets out the spatial strategy and proposals for Renfrewshire over the 10-year period 2028 -2038. LTS Process 3.4 Whilst there is no statutory requirement for a local authority to have an LTS in place, it provides the Council with a coherent strategic direction and evidence base, which in turn enable the development of the case for investment for schemes emerging from the LTS and its Action Plan. 3.5 Development of this strategy has been informed by Local Transport Strategy Guidance and has also followed the principles of Scottish Transport Appraisal Guidance (STAG). Development of the strategy has involved a robust process to make sure the Action Plan reflects the needs of the area. Central to this has been public consultation and stakeholder engagement. 3.6 Preparation of the LTS commenced in October 2023 with the appointment of transport consultants AECOM. Baseline key trends and issues were identified through February 2024, followed by Phase 1 engagement activities through Spring / Summer 2024. During this engagement phase, input was sought on perceived problems, issues, opportunities and constraints, as well as potential future options. 3.7 Engagement with statutory environmental stakeholders took place in Summer 2024, with outcomes of all activities informing the development of the Draft LTS, Action Plan and supporting documents in January 2025. Phase 2 engagement activities, centring on the Draft LTS, Action Plan and supporting documents took place in Summer 2025.
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PUBLIC 3.8 Supporting documents are made up of a Strategic Environmental Assessment (SEA) Environmental Report, Integrated Impact Assessment (IIA) and Main Issues Report. The SEA Environmental Report captures an appraisal of the LTS and the relative sustainability merits of reasonable alternative approaches to the proposals. The IIA takes cognisance of the Equality Act 2010 and captures an Equality Impact Assessment, Child Rights and Wellbeing Impact Assessment, Fairer Scotland Duty Assessment and Health Inequalities Impact Assessment in one document. Lastly, the Main Issues Report captures background work undertaken to inform the LTS development, including a policy review, an analysis of transport, travel, socio-economic and socio-demographic data and a summary of problems and opportunities identified. Outcomes 3.9 The Vision for the new LTS is for “Renfrewshire to be an attractive place to live, work and visit, with walking, wheeling and cycling and public transport opportunities that are inclusive, affordable, integrated and safe to use; and a transport system which supports net zero targets, inclusive economic growth and the health and wellbeing of all”. 3.10 This Vision statement is supported by the following five priorities: Equality and Accessibility Net Zero Emissions Inclusive Economic Growth Safety and Security Resilience and Maintenance 3.11 Six Objectives articulate the change being sought by the LTS and form part of the criteria against which actions will be monitored and evaluated in future years. These are: Support fair and equitable access to sustainable modes of transport in Renfrewshire, that is integrated and easy to use for all Support the continued reduction in harmful transport emissions across Renfrewshire Increase the proportion of trips undertaken by walking, wheeling and cycling and public transport for everyday journeys Improve transport connections within Renfrewshire and to neighbouring local authorities to support inclusive economic growth Improve the safety of Renfrewshire's transport network through meeting Scottish Government casualty reduction targets
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PUBLIC Provide a secure, resilient and well-maintained transport network that meets the needs of users 3.12 In addition to their alignment to national, regional and local policy objectives, the LTS objectives are developed to address the problems and opportunities identified. 3.13 A long list of options was developed, primarily informed by stakeholder and public consultation findings and supplemented by Renfrewshire Council Elected Member and officer input and options identified in existing strategy / policy documents (including the 2017 LTS). From this, eight themes were identified as below: Active Travel Behaviour Change Public Transport and Shared Mobility Road Safety Parking Road Network and Freight Environment Digital Technology 3.14 Each theme informed the development of a short list of options. A high-level appraisal of these options was then undertaken. Options were appraised against: LTS objectives; STAG criteria (Environment; Climate Change; Health, Safety and Wellbeing; Economy; and Equality and Accessibility); and Deliverability criteria (risks associated with Feasibility, Affordability and Public Acceptability). 3.15 Following the appraisal process, some options were sifted out; this included options related to new rail stations and rail lines, which were not retained owing to high feasibility and affordability risks. Options retained following the appraisal form the basis of the Action Plans as shown in Appendix A. 3.16 Some actions will require further work to understand their impact, including their feasibility from an operational and technical perspective and costs associated with actions. The outcomes of this additional work, which will sit outside of the LTS, will inform which actions are delivered. 3.17 Renfrewshire Council’s priorities for implementation relate primarily to measures and initiatives which promote safety, those which are required to maintain the existing transport network to at least its present standard, and those that promote sustainable transport and contribute to reducing emissions.
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PUBLIC 3.18 The Council will seek, wherever possible, to make best use of existing infrastructure and encourage travel and access by sustainable means, in line with the Sustainable Travel Hierarchy and the Sustainable Investment Hierarchy. 3.19 The full document ‘Travel Renfrewshire 2035 (Renfrewshire Council Local Transport Strategy 2025-2035)’ and the supporting documents are provided at this link: https://www1.renfrewshire.gov.uk/localtransportstrategy ___________________________________________________________________
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PUBLIC Appendix A Travel Renfrewshire 2035 Action Plan Active Travel Actions Ref. Action Delivery Partners Potential Funding Partners Timescale AT1 Design and extend the cycle path network across Renfrewshire to be safe and accessible, in line with locations identified in the Proposed Active Travel Network Map Renfrewshire Council; Sustrans; SPT Transport Scotland 10 years + AT2 Work with Sustrans to implement and adopt lighting across the off- road active travel network Renfrewshire Council, Sustrans Sustrans 10 years + AT3 Work with SPT to deliver regional and longer distance cycling connections set out within the Regional Active Travel Strategy Renfrewshire Council, Sustrans, SPT, Neighbouring Local Authorities Transport Scotland 10 years + AT4 Prioritise pedestrian safety through a review of crossing facilities on the local road network at locations identified in the Annual Accident Assessment and through working with local communities Renfrewshire Council 5 to 10 years AT5 Review cycle safety and priority at junctions, including review of on- road infrastructure and measures for implementation of early release signals for cyclists at locations identified in the Annual Accident Assessment and through working with local communities Renfrewshire Council 5 to 10 years AT6 Create a Maintenance Plan for the active travel network, including adoption, prioritisation and maintenance of active travel paths across Renfrewshire, including winter maintenance and removal of vegetation Renfrewshire Council 0 to 5 years AT7 Undertake a signage review and implement a signage and wayfinding strategy to support more local journeys by walking, wheeling and cycling Renfrewshire Council, Sustrans Transport Scotland 0 to 5 years AT8 Review feasibility and implement the expansion of cycle training into secondary schools and / or adult cycle training through local providers Renfrewshire Council, SPT, Third Sector Active Travel Delivery Partners SPT 5 to 10 years AT9 Build a monitoring and evaluation framework for the active travel actions of the LTS in order to collect relevant baseline data and effectively monitor progress Renfrewshire Council 0 to 5 years
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PUBLIC AT10 Increase the number of secure cycle parking spaces, with a focus on locations serving local communities identified in the Proposed Active Travel Network Map Renfrewshire Council, SPT, Third Sector Active Travel Delivery Partners SPT 5 to 10 years AT11 Support access to bikes by working with SPT to investigate potential for delivery of a partial / fully regional public bike hire scheme (including e-bikes) that is available at locations which would be served by the Proposed Active Travel Network Renfrewshire Council, SPT, Public/Private sectors, Other Local Authorities SPT 0 to 5 years AT12 Undertake a feasibility study to create a public charging network for electric bikes in Renfrewshire, potentially linked to Mobility Hubs Renfrewshire Council 0 to 5 years AT13 Support measures to make it easier for the last mile of small goods deliveries to be undertaken by sustainable modes, such as by cargo bikes Renfrewshire Council, Freight and logistics operators 5 to 10 years Behaviour Change Actions Ref. Action Delivery Partners Potential Funding Partners Timescale B1 Provide support to parents and carers to apply for young persons' concessionary travel entitlement card Renfrewshire Council, SPT 5 to 10 years B2 Work with schools on Behaviour Change initiatives with local partners Renfrewshire Council, School Communities, SPT, Third Sector Active Travel Delivery Partners 0 to 5 years B3 Provide more opportunities for pupils leaving primary school across Renfrewshire to receive Bikeability Levels 1 and 2 cycle training as a minimum Renfrewshire Council, SPT, Cycling Scotland, Third Sector Active Travel Delivery Partners 5 to 10 years
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PUBLIC B4 Continue discussions on sustainable transport solutions and engage with employers to promote Cycling Scotland's Adult Cycle Training, including with employers at: • Advanced Manufacturing Innovation District Scotland (AMIDS) • Inchinnan Business Park • Westway Park • Hillington Industrial Estate • Braehead Retail Park Renfrewshire Council, Cycling Scotland, Health Board, Employers 0 to 5 years B5 Encourage employers and schools to implement Travel Plans to support a shift to sustainable travel modes Renfrewshire Council, SPT, Employers, Developers, School Communities 0 to 5 years B6 Renfrewshire Council to update its staff Travel Plan Renfrewshire Council 0 to 5 years B7 Review Behaviour Change programmes currently delivered in Renfrewshire and provide targeted, strategic support to organisations delivering Behaviour Change within Renfrewshire through external funding sources Renfrewshire Council, SPT, Health Board, Third Sector Active Travel Delivery Partners Transport Scotland 0 to 5 years Public Transport and Shared Mobility Actions Ref. Action Delivery Partners Potential Funding Partners Timescale PS1 Working with partners; enhance facilities at transport hubs such as Paisley Gilmour Street Station to improve safety, security and dissemination of information for all users Renfrewshire Council, SPT, ScotRail Network Rail 0 to 5 years PS2 Working with SPT and operators; make buses, trains and taxis accessible and easier for all to use, including through reducing physical accessibility barriers and improving the accessibility of travel information Renfrewshire Council, SPT, Public Transport operators SPT, Bus Operators 0 to 5 years PS3 Working with SPT and operators; support measures to improve integrated ticketing across public transport modes and operators, including exploration of a daily price cap Renfrewshire Council, SPT, Public Transport operators 0 to 5 years PS4 Working with partners; explore opportunities to increase the frequency and improve reliability of bus services across Renfrewshire Renfrewshire Council, SPT, Bus operators 5 to 10 years
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PUBLIC PS5 Working with Transport Scotland, ScotRail and Network Rail; improve accessibility at all rail stations, including ramp access on all platforms and between platforms (as applicable), including at Lochwinnoch station Renfrewshire Council, Network Rail, ScotRail Transport Scotland, SPT 0 to 5 years PS6 Working with partners; explore opportunities to expand network coverage of bus services in rural areas of Renfrewshire and between areas of deprivation and employment such as AMIDS Renfrewshire Council, SPT, Bus operators 0 to 5 years PS7 Renfrewshire Council to work with SPT, Glasgow City Council and other partners to support development of Clyde Metro, and Renfrewshire Council to continue advocating for options to provide a fixed link to Glasgow Airport and AMIDS Renfrewshire Council, SPT, Glasgow City Council, Other delivery partners as relevant Transport Scotland 0 to 5 years PS8 Working with partners in the short term; explore options to provide a direct and frequent public transport service from Paisley Gilmour Street Station to Glasgow Airport and AMIDS Renfrewshire Council, SPT, Bus operators, Glasgow Airport 0 to 5 years PS9 Support development of the bus network through provision of bus priority lanes on key corridors and bus priority at signalised junctions including at: • Glasgow Road • Renfrew Road • Neilston Road Renfrewshire Council, Glasgow City Council, SPT Transport Scotland 5 to 10 years PS10 Support provision of existing and new Community Transport and Demand Responsive Transport, with a focus on rural areas and access to health and providing transport that is fully accessible Renfrewshire Council, SPT, Community Transport and Demand Responsive Transport operators 5 to 10 years
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PUBLIC PS11 Investigate the implementation of Community Bus Hubs, to enable community operated services to connect with commercial bus routes Renfrewshire Council, SPT 0 to 5 years PS12 Working with SPT; continue to implement a programme of bus stop improvements, including to provide high kerb access at bus stops in town and village centres and in neighbourhood locations as appropriate Renfrewshire Council, SPT 5 to 10 years PS13 Support SPT to establish local bus franchising within Renfrewshire and across the Strathclyde region Renfrewshire Council, SPT 5 to 10 years PS14 Support measures to make public transport affordable for all, including through actions identified in Transport Scotland’s Fair Fares Review, where relevant Renfrewshire Council, SPT, Public Transport operators Transport Scotland 5 to 10 years PS15 Support the expansion of car club schemes across Renfrewshire, including clubs with electric vehicles Renfrewshire Council, LEAP, Other car club providers 5 to 10 years PS16 Work with partners to explore the potential for Mobility Hubs across Renfrewshire, with a focus on existing transport hubs and town centre locations such as Paisley Gilmour Street and Piazza Shopping Centre Renfrewshire Council, SPT, Other delivery partners as relevant Transport Scotland 0 to 5 years Road Safety Actions Ref. Action Delivery Partners Potential Funding Partners Timescale RS1 Work with Transport Scotland to introduce 20 mph speed limits on urban residential streets Renfrewshire Council Transport Scotland 5 to 10 years RS2 Implement measures to reduce congestion outside school gates, including consideration of short-term parking restrictions and work with schools and local communities to develop measures Renfrewshire Council, School Communities 0 to 5 years RS3 Implement traffic calming measures and other road safety interventions on local roads, where considered appropriate, following assessment as defined by Renfrewshire's Road Safety Policy Renfrewshire Council 5 to 10 years RS4 Partner with Police Scotland on priorities for enforcement and improve collaboration on road safety matters Renfrewshire Council, Transport Scotland, Police Scotland 5 to 10 years
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PUBLIC RS5 Seek collaboration with secondary schools to promote road safety Renfrewshire Council, School Communities 5 to 10 years RS6 Undertake Annual Accident Assessments to identify locations for targeted road safety improvements Renfrewshire Council 0 to 5 years Parking Actions Ref. Action Delivery Partners Potential Funding Partners Timescale P1 Explore options to manage parking capacity issues, including at Johnstone Rail Station, and the need for Park and Ride / mobility hub provision where there is currently none, including at Milliken Park Rail Station, and to serve towns and villages which do not have their own railway station Renfrewshire Council, SPT, ScotRail, Network Rail Transport Scotland 0 to 5 years P2 Support the private sector expansion of the publicly available electric vehicle charging network Renfrewshire Council, Private sector 5 to 10 years P3 Increase the number of disabled parking spaces in proximity to major trip attractors Renfrewshire Council 0 to 5 years P4 Implement pavement parking exemptions and enforce the national pavement parking ban, including the offences of double parking and parking across pedestrian dropped kerbs Renfrewshire Council 5 to 10 years P5 Investigate the potential for a workplace parking license and / or local road user charging to be implemented in Renfrewshire Renfrewshire Council Transport Scotland 0 to 5 years
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PUBLIC Road Network and Freight Actions Ref. Action Delivery Partners Potential Funding Partners Timescale RNF1 Renfrewshire Council to explore the feasibility of road improvements, including: • Alignment / junction improvements at Arkleston Road staggered junction • Seedhill Road / Hawkhead Road mini-roundabout • Strengthening Penilee Road Railbridge Renfrewshire Council, Network Rail Transport Scotland 0 to 5 years RNF2 Renfrewshire Council to progress with the construction of new road links, including at AMIDS South link road from Inchinnan Road to Renfrew Road and Harbour Road Renfrewshire Council Transport Scotland 0 to 5 years RNF3 Undertake an assessment of the road safety and environmental effects of HGV routing through Renfrewshire’s urban road network Renfrewshire Council, Freight Operators, Stakeholders 10 years+ RNF4 Encourage developers to consider rail as an alternative to road for moving freight, including considering the feasibility of allowing loads heavier than the maximum gross weight for heavy goods vehicles to use the Burnbrae Drive approach to Elderslie Railhead Renfrewshire Council, Transport Scotland, Network Rail, Freight Operators 10 years+ Environment Actions Ref. Action Delivery Partners Potential Funding Partners Timescale ENV1 Continue to monitor air quality at existing automatic monitoring stations within Paisley, Johnstone and Renfrew Renfrewshire Council 5 to 10 years ENV2 Expand the decarbonisation of Renfrewshire Council’s vehicle fleet Renfrewshire Council 5 to 10 years ENV3 Design and implement climate change adaptation and resilience measures to strengthen and protect the transport network from weather related events Renfrewshire Council; Transport Scotland; Network Rail; ScotRail 5 to 10 years
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PUBLIC Digital Technology Actions Ref. Action Delivery Partners Potential Funding Partners Timescale DT1 Working with SPT through wider processes, including Clyde Metro and Strathclyde Regional Bus Strategy, consider opportunities to support the development and delivery of improved integrated journey planning app(s) that includes booking and payment functions Renfrewshire Council, SPT 5 to 10 years DT2 Working with SPT; continue implementation of the remaining elements of a programme to provide Real Time Passenger Information at bus stops on the busiest corridors and village centre locations across Renfrewshire Renfrewshire Council; SPT 5 to 10 years DT3 Undertake a study to expand the UTC traffic signal network across Renfrewshire, expanding adaptive control and bus priority at signalised junctions on bus routes, where identified as necessary Renfrewshire Council, SPT 0 to 5 years DT4 Work with partners to add connections to the existing fibre network as and when new council building development dictates, to continue to improve digital connectivity across Renfrewshire and thus reduce the need to travel Renfrewshire Council; Digital delivery partners 5 to 10 years
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PUBLIC Implications of the Report 1. Financial – Funding for LTS actions will be sought from Council and external sources as appropriate. 2. HR & Organisational Development – None 3. Community/Council Planning – • A successful Local Transport Strategy has a positive impact across all areas of Community and Council planning with the delivery of safe, affordable, accessible and inclusive transport systems to support access to employment, leisure and retail. Refer to the Integrated Impact Assessment which supports the Local Transport Strategy. 4. Legal – legal advice for LTS actions will be sought at the time, as appropriate. 5. Property/Assets - the impact of LTS actions on the assets of the Council in terms of the Council’s corporate asset strategy will be defined at the time. 6. Information Technology – None. 7. Equality & Human Rights - (b) The Recommendations contained within this report have been assessed in relation to their impact on equalities and human rights. Some negative impacts on equality groups or potential for infringement of individuals’ human rights have been identified arising from the recommendations contained in the report. Mitigating actions are detailed in the supporting Integrated Impact Assessment. A full copy of the Equality Impact Assessment undertaken is available at this link https://www1.renfrewshire.gov.uk/localtransportstrategy The results of the assessment are published on the Council’s website. 8. Health & Safety – LTS policies and actions are designed to reduce road accidents. 9. Procurement – Statutory procurement procedures will be used for LTS policies and actions will be used to ensure that the Council meets its statutory requirements. 10. Risk - Risks will be identified in relation to specific LTS policies and actions at the time of implementation. 11. Privacy Impact – None.
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PUBLIC 12. Climate Risk – LTS policies and actions are designed to mitigate climate risk associated with transport. 13. Children’s Rights – The LTS does not have any significant negative impact on children and young people. The LTS has taken into account the needs and rights of children and young people. The LTS promotes a number of children’s rights under the United Nations Convention on the Rights of the Child (UNCRC) including Article 2 (no discrimination), Article 3 (best interests of children), Article 4 (making rights real) and Article 31 (rest, play, culture, arts). Further reference is made to specific articles under the UNCRC where the LTS actions are assessed as having an impact on children’s rights. Full details are contained in the supporting Integrated Impact Assessment at this link https://www1.renfrewshire.gov.uk/localtransportstrategy. 14. Cosla Policy Position – N/A. ___________________________________________________________________ Author: Andrew Diansangu, Lead Officer, Traffic and Road Safety Email: andrew.diansangu@Renfrewshire.gov.uk
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1 PUBLIC Travel Renfrewshire 2035 Renfrewshire Council Local Transport Strategy 2025-2035
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Renfrewshire Local Transport Strategy 2025-2035 2 PUBLIC Table of Contents Glossary of Terms ......................................................................................... 4 Acronyms ...................................................................................................... 7 1. Introduction ....................................................................................... 9 2. Policy Context .................................................................................. 13 3. Data, Transport and Travel Context................................................. 17 4. Engagement and Consultation ........................................................ 27 5. Problems and Opportunities ........................................................... 28 6. LTS Vision, Priorities and Objectives................................................ 31 7. Roles and Responsibilities ............................................................... 36 8. Development of Actions and Appraisal ........................................... 45 9. Active Travel ..................................................................................... 49 10. Behaviour Change............................................................................ 59 11. Public Transport and Shared Mobility ............................................. 65 12. Road Safety ...................................................................................... 76 13. Parking ............................................................................................. 82 14. Road Network and Freight ............................................................... 88 15. Environment .................................................................................... 94
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Renfrewshire Local Transport Strategy 2025-2035 3 PUBLIC 16. Digital Technology ......................................................................... 100 17. Monitoring and Evaluation ............................................................ 104 18. Interdependencies, Funding and Priorities ................................... 111
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Renfrewshire Local Transport Strategy 2025-2035 4 PUBLIC Glossary of Terms Active Travel - Active travel relates to making journeys by physically active means, including walking, cycling, using a wheelchair, skateboarding or scooting. Bus Priority Lane - Provision of dedicated road space for buses to reduce journey times and improve service reliability. The aim of bus priority lanes is to encourage people to change from cars to buses and thus reduce traffic congestion. Cargo Bike - A cargo bike is a bicycle designed for transporting goods or heavy loads. Cargo bikes may be used in a cycle logistics network and may also be used by individuals to move personal goods and people, for example, food shopping and taking children to school. Community Transport - Community transport are community-led transport solutions developed in response to unmet local transport needs, and often represent the only means of transport for many vulnerable and isolated people, often older people or people with disabilities. Most are demand responsive, taking people from door to door, but a growing number are scheduled services along fixed routes where conventional bus services are not available. Demand Responsive Transport (DRT) - Any programme or scheme that offers individualised passenger service based on passenger locations and particular needs. Common examples include Dial-a-Bus, Ring-and-Ride and Dial-a-Taxi. E-bike - An E-bike is a motorised bicycle with an integrated electric motor used to assist the rider and help move the bike forward. Also known as e-bike, electric bike or electric bicycle. Junior Road Safety Officer Scheme - Road safety initiative encouraging pupils to take responsibility for promoting road safety within their school. The scheme is aimed at P6 and P7 pupils. Light Goods Vehicle - A Light Goods Vehicle (LGV) is a commercial motor vehicle, such as a van, with a total gross weight of 3,500kg or less. The main purpose of a goods vehicle is for the carriage and transportation of commercial goods. Local Development Plan - Document prepared and adopted by the Planning Authority to detail policies and proposals for the future development of land use in the area. National Cycle Network - A strategic network of cycle routes throughout the UK.
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Renfrewshire Local Transport Strategy 2025-2035 5 PUBLIC Peak Period - Peak period refers to times of the day when there is the heaviest demand on the transport network, often in the mornings and after work in the early evenings. Real-Time Passenger Information - A method of giving passengers information on live times when their public transport service is due to arrive. Road User Charging - A system of charging drivers a fee for the use of a defined length of road. Shared Transport / Shared Mobility - Transport services and resources that are shared among users, either at the same time or one after another. Shared modes of transport include car clubs and other forms of car sharing; bike share schemes; trip sharing and on demand bus or demand-responsive transport (DRT). Strathclyde Partnership for Transport (SPT) - The statutory regional transport partnership for the West of Scotland. Sustainable Transport - Transport modes that are low or zero emission, including walking, wheeling, cycling and public transport. Traffic Regulation Order (TRO) - Legislation which allows restrictions to be placed on roads and car parks specifying places and times when vehicles can / cannot park, wait, load and unload. Can also be used to restrict vehicle movements, manoeuvres at junctions, introduce one-way streets and implement speed restrictions. Transport Scotland - The national transport agency for Scotland. Travel Plan - A package of measures and initiatives that aim to reduce the number of car journeys made, by encouraging the use of sustainable transport modes and providing people with greater transport choices. Ultra Low Emission Vehicle - Any road vehicle that emits less than 75g of carbon dioxide per kilometre. These include battery electric vehicles, hybrid electric vehicles, range- extended electric vehicles, and hydrogen fuel cell vehicles. Walking, Wheeling and Cycling - Walking is foot-based personal mobility and includes use of mobility aids such as canes, sticks and assistance animals. Wheeling is the equivalent of foot-based mobility for people who use wheeled mobility aids such as wheelchairs, and mobility scooters. Cycling is personal mobility incorporating a pedal-powered vehicle which may include electric-assistance.
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Renfrewshire Local Transport Strategy 2025-2035 6 PUBLIC Workplace Parking Licensing - A charge on employers who provide workplace parking. This is used as a demand management tool that aims to motivate employers to discourage the provision of free car parking and car commuting and to raise new funds to support the improvement of alternative modes of transport.
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Renfrewshire Local Transport Strategy 2025-2035 7 PUBLIC Acronyms AMIDS – Advanced Manufacturing Innovation District Scotland AQMA – Air Quality Management Area BSIP – Bus Service Improvement Partnership DVLA – Driver and Vehicle Licensing Agency GVA - Gross Value Added HES - Historic Environment Scotland IIA - Integrated Impact Assessment LDP – Local Development Plan LTS - Local Transport Strategy MACS – Mobility and Access Committee in Scotland NPF – National Planning Framework NTS2 – Second National Transport Strategy ORR – Office of Rail and Road PCN – Penalty Charge Notice RTPI - Real-Time Passenger Information RTS - Regional Transport Strategy RUC – Road User Charging SCTS – Strathclyde Concessionary Travel Scheme SEA – Strategic Environmental Assessment SHS – Scottish Household Survey SIMD – Scottish Index of Multiple Deprivation SOOPIR – Strengthening Opportunities for Older People in Renfrewshire SPT – Strathclyde Partnership for Transport STAG – Scottish Transport Appraisal Guidance
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Renfrewshire Local Transport Strategy 2025-2035 8 PUBLIC TRO – Traffic Regulation Order ULEV – Ultra Low Emission Vehicle WPL – Workplace Parking Licensing
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Renfrewshire Local Transport Strategy 2025-2035 9 PUBLIC 1. Introduction 1.1. Purpose Travel Renfrewshire 2035 is Renfrewshire’s new Local Transport Strategy (LTS). It sets the future direction of transport and travel across the council area and covers the period 2025 to 2035. This strategy follows on from a 2017 refresh of an earlier LTS and reflects recent policy changes and targets, including net zero targets set by the Scottish Government and Renfrewshire Council (to be achieved by 2045 and 2030 respectively) and an increasing focus on the need to provide opportunities for sustainable modes of travel. This LTS has been developed following publication of the Second National Transport Strategy (NTS2), Strathclyde Partnership for Transport’s Regional Transport Strategy (RTS) and publication of Renfrewshire’s Plan for Net Zero, which sets out how the area will work towards net zero by 2030. These documents provide the context for transport policy and priorities across Scotland, the Strathclyde region and within Renfrewshire and underline the importance of transport’s role in tackling climate change. NTS2 and the RTS also identify other priorities related to economic growth, improved safety and accessibility and health and wellbeing. The LTS sets out a Vision for transport and travel in Renfrewshire across a ten-year period and identifies Priorities and Objectives, against which progress will be monitored. The LTS establishes a new transport policy framework for the Council, which will guide partnership working and help to influence the allocation of resources and funding in future years. At the heart of the strategy is the identification of Action Plans by theme: Active Travel; Behaviour Change; Public Transport and Shared Mobility; Road Safety; Parking; Road Network and Freight; Environment; and Digital Technology. The Action Plans reflect the problems and opportunities specific to Renfrewshire, with a view to addressing the specific needs of the area.
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Renfrewshire Local Transport Strategy 2025-2035 10 PUBLIC Figure 1: Map of Renfrewshire 1.2. Process Development of this strategy has been informed by Local Transport Strategy Guidance and has also followed the principles of Scottish Transport Appraisal Guidance (STAG). Development of the strategy has involved a robust process to make sure the Action Plan reflects the needs of the area, as summarised below. Central to this has been public consultation and stakeholder engagement. • Identification of problems and opportunities: Problems and opportunities were analysed. These were informed by stakeholder and public consultation; a review of data (for example census data, Scottish Household Survey and transport statistics); and a review of relevant policy and strategy documents and legislation.
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Renfrewshire Local Transport Strategy 2025-2035 11 PUBLIC • Development of Vision, Priorities and Objectives: These set the framework for the strategy and set out what this should achieve. Objectives will be used to monitor actions going forward. The development of the objectives was informed by the identified problems and opportunities. • Option Development: Options were identified through public and stakeholder consultation; policy / strategy review; a review of previous and ongoing studies; a review of the 2017 LTS; and a review of best practice. Options were then refined and sifted and similar retained options were grouped together into themes. • Action Plans: A high-level appraisal of options was undertaken, and the retained options form the Action Plans. • Local Transport Strategy: Work undertaken has been brought together to form the LTS. The Action Plans form a central pillar of the strategy. • Monitoring and Evaluation: Development of a robust Monitoring and Evaluation Plan against which actions will be monitored and evaluated in future years. A round of consultation was undertaken in Spring 2024 to inform the identification of transport and travel problems and opportunities, and to generate potential options. A second round of engagement was undertaken in Summer 2025 focusing on receiving feedback to the Draft LTS and supporting documents. Sitting alongside the LTS are a Strategic Environmental Assessment (SEA) Environmental Report, Integrated Impact Assessment (IIA) and Main Issues Report. The SEA Environmental Report captures an appraisal of the LTS and the relative sustainability merits of reasonable alternative approaches to the proposals. The IIA takes cognisance of the Equality Act 2010 and captures an Equality Impact Assessment, Child Rights and Wellbeing Impact Assessment, Fairer Scotland Duty Assessment and Health Inequalities Impact Assessment in one document. Lastly, the Main Issues Report captures background work undertaken to inform the LTS development, including a policy review, an analysis of transport, travel, socio-economic and socio-demographic data and a summary of problems and opportunities identified. An overview of this information is provided in the LTS.
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Renfrewshire Local Transport Strategy 2025-2035 12 PUBLIC 1.3. Strategy Structure The LTS sets out the following information: • Chapter 2 – Policy Context • Chapter 3 – Data, Transport and Travel Context • Chapter 4 –Engagement and Consultation • Chapter 5 – Problems and Opportunities • Chapter 6 – LTS Vision, Priorities and Objectives • Chapter 7 – Roles and Responsibilities • Chapter 8 – Development of Actions and Appraisal • Chapters 9 – Active Travel • Chapter 10 – Behaviour Change • Chapter 11 – Public Transport and Shared Mobility • Chapter 12 – Road Safety • Chapter 13 – Parking • Chapter 14 – Road Network and Freight • Chapter 15 – Environment • Chapter 16 – Digital Technology • Chapter 17 – Monitoring and Evaluation • Chapter 18 – Interdependencies, Funding and Priorities
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Renfrewshire Local Transport Strategy 2025-2035 13 PUBLIC 2. Policy Context 2.1. Overview There have been significant changes to the policy context since the LTS was last refreshed in 2017, including publication of NTS2 in 2020, and publication of the Strathclyde Partnership for Transport’s updated RTS in 2024. Both documents reflect a shift in policy at the national and regional level, in particular to address climate change, with a Climate Emergency declared by the Scottish Government in 2019 (Scotland’s Response to The Global Climate Emergency). As such, interventions and measures in this LTS take into consideration their potential impact on tackling climate change. The key policy context at the national, regional and local levels for the new LTS is shown below. Figure 2: Summary of Key Policy and Strategy Documents and Legislation Reviewed
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Renfrewshire Local Transport Strategy 2025-2035 14 PUBLIC A summary of some of these key documents is presented below, with further details available in the Main Issues Report. NTS2 provides the national transport policy framework and sets out four key priorities: reducing inequality; taking climate action; helping deliver inclusive economic growth; and improving health and wellbeing. The Sustainable Investment Hierarchy is captured in NTS2 and should be used to inform investment decisions, with investment aimed at reducing the need to travel unsustainably sitting at the top of the hierarchy. The Sustainable Travel Hierarchy is also captured in NTS2, which sets out how modes should be prioritised. Walking and Wheeling sits at the top, followed by: Cycling; Public Transport; Taxis and Shared Transport; and Private Cars. The Scottish Government’s Securing a Green Recovery on a Path to Net Zero: Update to the Climate Change Plan 2018–2032 aligns strongly with the NTS2 Priority to take climate action and reflects the ambition to reduce Scotland’s greenhouse gas emissions to net zero by 2045; this target remains in place following the Climate Change (Emissions Reduction Targets) (Scotland) Bill 2024. The Climate Change Plan notes how recent transportation trends such as more widespread home working can be capitalised on to help enable targets to be met. The Scotland-wide target to reduce car kilometres by 20% by 2030 (against a 2019 baseline) is one of the key targets contained within the Plan. This is separately supported by A route map to achieve a 20 per cent reduction in car kilometres by 2030. It is noted however that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer term target for reducing car use will be developed. The Renewed Policy Statement demonstrates a commitment to reach net-zero by 2045 and includes conducting a ‘regulatory check’ for existing local road user charging powers under the Transport (Scotland) Act 2001 to ensure that local authorities have all the powers they need to make change happen (Transport Scotland). At a regional level, the Strathclyde Partnership for Transport (SPT) RTS also has a strong focus on tackling climate change, which is reflected in targets, including: • By 2030 car kilometres in the region will be reduced by at least 20%; • By 2030 transport emissions will be reduced by at least 53% from the 2019 baseline; and • By 2030 at least 45% of all journeys will be made by means other than private car as the main mode.
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Renfrewshire Local Transport Strategy 2025-2035 15 PUBLIC These targets underline the important role transport has to play in supporting climate change. At the local level, Renfrewshire's Plan for Net Zero sets out how the area will work towards net zero by 2030. Also at the local level, the Council’s Digital Strategy has been reviewed. An important element of the Strategy relates to improving access for residents to services; including through enabling access to digital public services, tackling digital inequality and creating the opportunity for active citizenship. This is captured in one of the outcomes / benefits outlined in the Strategy, to provide better access to information and data. Digital innovation can have a large impact on transport, as it can impact the frequency at which people travel or the decision to travel at all. Renfrewshire’s Local Development Plan has also been reviewed. This looks to facilitate sustainable development and a low carbon economy, providing high quality new development in the right locations. Renfrewshire Council is in the process of preparing an updated Local Development Plan (LDP3), which will set out the long-term vision for the area up to 2037 and beyond. The updated LDP will be strongly informed by the National Planning Framework 4 (NPF4). This sets out a long-term spatial strategy for development and infrastructure in Scotland. NPF4 outlines a number of key policy areas, which are highly relevant to the development of the LTS, including: Tackling the climate and nature crises (Policy 1); Climate mitigation and adaptation (Policy 2); Sustainable transport (Policy 13); Local Living and 20 Minute Neighbourhoods (Policy 15); and Infrastructure First (Policy 18), which supports development which provides infrastructure defined in the LDP or mitigates the impact of development on existing infrastructure. Provisions set out in the Transport (Scotland) Act 2019 have also been reviewed. Provisions of the Act have influenced several actions in this LTS, including those related to the pavement parking ban and consideration of the workplace parking license, road user charging and bus franchising. Scotland’s Road Safety Framework to 2030, refreshed in 2021, has a vision that is working towards a road traffic system that becomes free from death and serious injury, including an emphasis on journeys made on foot and by cycle and specific casualty reduction targets. Improving road safety is also presented as a priority for the Council in its Road Safety Policy of November 2021 which adopts the Government’s Safe System.
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Renfrewshire Local Transport Strategy 2025-2035 16 PUBLIC The Glasgow City Region City Deal has also been considered. The City Deal, which was the first in Scotland, brings £1 billion investment to the region. As part of the Deal, there are 21 key infrastructure projects, including three key projects within Renfrewshire. Since November 2023, SPT has been acting as the lead partner for development of the Case for Investment (CFI) for Clyde Metro. The CFI will set out the business case for the project and arrangements for the initial delivery phases. The scope of the Glasgow Airport Access Project is now incorporated within a wider, regional metro opportunity, with its approved £12.155m business case funds being reallocated to Glasgow City Council, as the lead GCR authority to support the CFI development. Glasgow City Council, on behalf of Glasgow City Region (GCR) is supporting SPT in delivery of the CFI, whilst Transport Scotland is acting in a Project Assurance role. The two remaining City Deal projects within Renfrewshire are Clyde Waterfront and Renfrew Riverside; and Glasgow Airport Investment Area, which includes improving access to the Advanced Manufacturing Innovation District Scotland (AMIDS) and to nearby Westway and Inchinnan Business Parks. AMIDS is a Renfrewshire Council project to develop a home for manufacturing innovation in Scotland. The area of the City Deal aligns with the Glasgow City Region, which brings together eight local authorities, including Renfrewshire, to help improve the region. With key partners, the Glasgow City Region aims to drive regional economic growth and improvement. The Glasgow City Region manages a number of strategies and programmes to support the regional economy, including the City Deal; the Regional Economic Strategy; and Clyde Mission, which looks to use the River Clyde to drive sustainable and inclusive growth. A Climate Adaptation Strategy and Action Plan was also developed in 2021 and covers the region.
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Renfrewshire Local Transport Strategy 2025-2035 17 PUBLIC 3. Data, Transport and Travel Context 3.1. Introduction Background issues and trends related to transport and travel patterns and socio-economic and socio-demographic data within Renfrewshire provides important context against which this LTS has been developed. Available sources have been analysed, including the 2011 and 2022 Scottish Censuses, Scottish Household Survey, Scottish Transport Statistics, Office for National Statistics and road casualty data. The data has helped to inform the identification of problems and opportunities, helping to shape the LTS. Further data is also presented in the separate thematic chapters (Chapters 9 to 16). 3.2. Socio-Economic and Socio-Demographic Context 3.2.1. Population and Population Density Renfrewshire’s population has increased by an estimated 4% between 2017 and 2022, from 176,830 to 183,800. This is in contrast to the Scotland-wide population, which increased by only 0.2% in the same period. Areas of highest population density are located in the east of the Council area, including around Renfrew, Paisley, Johnstone, and Erskine. This is presented in Figure 3.
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Renfrewshire Local Transport Strategy 2025-2035 18 PUBLIC 3.2.2. Urban / Rural Geography The Scottish Government’s Urban Rural classifications provide a consistent way of distinguishing urban, rural, accessible and remote areas across Scotland in six categories based on population and accessibility. Based on this, 84% of Renfrewshire’s population live in an urban area (‘Large Urban Area’ or ‘Other Urban area’), including Paisley, Johnstone and Renfrew. ‘Accessible small towns’ such as Bridge of Weir comprise 9% of the population; and ‘Accessible rural areas’ such as Lochwinnoch comprise 8% of the population. Figure 3: Renfrewshire Population Density Map
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Renfrewshire Local Transport Strategy 2025-2035 19 PUBLIC 3.2.3. Scottish Index of Multiple Deprivation There is a mix of areas of high and low levels of multiple deprivation across Renfrewshire; red indicates more deprived areas and blue indicates less deprived areas (SIMD). There are a number of more deprived pockets within urban areas in the east of the local authority area, such as in Paisley, Renfrew and Johnstone, though some areas here also record data zones with low levels of deprivation. Lower levels of deprivation are mostly found in the west and north of the local authority area, such as around Bridge of Weir, Erskine and Bishopton. Figure 4: Renfrewshire Urban Rural Classification
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Renfrewshire Local Transport Strategy 2025-2035 20 PUBLIC 3.2.4. Loneliness and Health An analysis of 2018 data from the Scottish Household Survey Data Explorer shows the following: • 18% of people in Renfrewshire felt lonely “some of the time”, which is slightly higher than the national average of 17%. • 28% of people living in the 20% most deprived areas of Renfrewshire felt lonely “some of the time”, which is higher than the national average of 21%. • Life expectancy for females is lower in Renfrewshire than the whole of Scotland at 79.89 years compared to 80.72 years nationally; the difference in life expectancy for males is not statistically significant between Renfrewshire and Scotland (Public Health Scotland). Figure 5: Scottish Index of Multiple Deprivation Map of Renfrewshire
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Renfrewshire Local Transport Strategy 2025-2035 21 PUBLIC 3.2.5. Employment and Economic Performance Gross Value Added (GVA) is a measure of the value of goods and services produced in an area, industry or region of an economy. GVA for Renfrewshire is grouped together with Inverclyde and East Renfrewshire. An analysis of data from the Office for National Statistics shows the following: • Since 2017, GVA per head in Inverclyde, East Renfrewshire and Renfrewshire has grown slightly from £18,656 to £20,555 in 2022 (in April 2024 prices). • GVA per head in Inverclyde, East Renfrewshire and Renfrewshire in 2022 (£20,555) was lower than the national average (£30,419) and was significantly lower the neighbouring Glasgow City (£40,933). 3.3. Transport and Travel 3.3.1. Road and Rail Network The major road network in Renfrewshire is shown in Figure 6 , including motorways, A roads and B roads. The M8, M898, A898, A8T (West Ferry roundabout to Inverclyde) and A737 are trunk roads; as such, they are maintained by Transport Scotland. Other public roads are local and are maintained by Renfrewshire Council.
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Renfrewshire Local Transport Strategy 2025-2035 22 PUBLIC The rail network and rail stations within Renfrewshire are shown in Figure 7. The network includes two rail lines from Glasgow; a rail line that terminates at Paisley Canal and a line to Paisley Gilmour Street that splits off into the Inverclyde line via Bishopton and the Largs / Ardrossan / Ayr line via Johnstone. Figure 6: Renfrewshire Road Network
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Renfrewshire Local Transport Strategy 2025-2035 23 PUBLIC There is also an extensive bus network in Renfrewshire, alongside Demand Responsive and Community Transport which operates in the area. Private operators run commercial bus services registered with the Traffic Commissioner for Scotland. SPT manages bus stations and bus stops and provides a range of specialist bus services within the Strathclyde region from socially necessary bus services and Community Transport to co-ordinating school transport. Renfrewshire Council provides infrastructure such as bus shelters, high access kerbs and bus priority measures. 3.3.2. Travel to Work and School Hands Up Scotland Surveys undertaken by Sustrans in 2023 had a sample size of over 19,000 pupils in Renfrewshire. The results for 2023 show that 44% of school pupils in Renfrewshire walked to school, 4% cycled and 3% scooted or skated. By comparison, across Scotland 41% of school pupils walked to school, 5% cycled and 3% scooted / skated. The proportion of pupils driven to school in Renfrewshire (less than 20%) is lower than the Scotland wide proportion of 22.5%. Figure 7: Renfrewshire Rail Network
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Renfrewshire Local Transport Strategy 2025-2035 24 PUBLIC With regard to mode of travel to work, Scotland Census 2022 demonstrates that travel by car / van (as a driver or passenger) was the most common mode of travel (71%); bus accounted for 8% of travel to work trips; rail 5%; and walking and cycling 8% combined. For the purpose of this analysis, it is noted that this does not include “Work from home” figures. When “Work from home” is included, data shows that 31% of respondents in Renfrewshire said this applied to them. 3.3.3. Distance Travelled 2022 Transport and Travel data shows that 78% of all journeys made by Renfrewshire residents were under 10km, which is 2 percentage points higher than the Scotland wide average. 64% of all journeys made by those living in Renfrewshire were under 5km, which is higher than the Scotland-wide figure of 61%. 6% of all journeys were over 20km in 2022, which is lower than the Scotland wide figure of 12%. Shorter journey distances may, in part, be due to large areas of Glasgow being accessible to many residents located in the east of Renfrewshire, which are less than 10km from Glasgow city centre. Figure 8: Distances Travelled in Renfrewshire and Scotland (2022)
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Renfrewshire Local Transport Strategy 2025-2035 25 PUBLIC 3.3.4. Car and Bike Availability Access to at least one bicycle in Renfrewshire by household is in line with the Scotland wide average, with 38% of households in Renfrewshire having access to at least one bicycle, compared to the national average of 37.5% (Transport and Travel in Scotland 2022). With regards to car or van availability, Scotland Census 2022 data shows that 28% of Renfrewshire households have no access to a car or van, which is slightly higher than the Scotland-wide proportion of 25%. 3.3.5. Transport Expenditure The Living Costs and Food Survey collects spending patterns and cost of living data that reflect household budgets in the UK. This includes transport expenditure for different household types across the country. 2022 results show the following: 79% of people in Renfrewshire spend more than 10% of their weekly household income on transport costs. This is slightly lower than the Scotland-wide average of 84%. 17% of people in Renfrewshire spend more than 15% of their weekly household income on transport, which is also lower than the Scotland-wide average (24%). Figure 9: Bike Availability in Renfrewshire and Scotland (2022)
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Renfrewshire Local Transport Strategy 2025-2035 26 PUBLIC 3.4. Summary This chapter has provided an understanding of the current transport and travel network in Renfrewshire and an understanding of the socio-economics and socio-demographics in the area. This has identified some challenges experienced in the area, including: • There are areas of high deprivation across Renfrewshire. • Gross Value Added is lower in Renfrewshire compared to the national average. • Although there is an extensive rail and bus network, there are gaps; particularly in the west of Renfrewshire. • Car is the main mode of travel to work, accounting for a higher proportion of travel to work trips compared to Scotland as a whole. The proportion of walking and cycling to work is lower in Renfrewshire compared to Scotland as a whole. • A large proportion of people in Renfrewshire spend more than 10% of their weekly household income on transport costs. Findings have helped to inform the problems and opportunities, which in turn have shaped objectives and ultimately actions.
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Renfrewshire Local Transport Strategy 2025-2035 27 PUBLIC 4. Engagement and Consultation Public consultation and stakeholder engagement has been an important part of the LTS development process and has helped to make sure that the strategy will work to address the challenges and needs of the local area. An extensive round of consultation and engagement was undertaken in the first instance, which focused on identifying transport related problems and opportunities, and potential options to address these; engagement activities are summarised in Figure 10. The engagement activities were designed to be inclusive through both the range of methods used to receive feedback and through specific groups consulted. A second round of engagement was held in Summer 2025 to receive feedback on the Draft LTS and supporting documents. Feedback was primarily received via an online survey. Figure 10: Summary of Engagement Methods
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Renfrewshire Local Transport Strategy 2025-2035 28 PUBLIC 5. Problems and Opportunities Problems and opportunities have been identified through: stakeholder engagement and public consultation; analysis of transport and travel and data; a review of existing policies and strategies; and input from Council Elected Members and officers. Problems and opportunities captured in this chapter were primarily informed by stakeholder and public feedback. Further details are available in the Main Issues Report. 5.1. Problems Summary • Limited active travel infrastructure (including dedicated cycle paths) and poor safety associated with on road cycling and shared path facilities. • Limited public transport frequency and provision (bus and rail) and reliability issues. • Limited public transport integration (timetable and ticketing) between bus and rail services. • Poor access to transport, including public transport access in rural areas; the cost of public transport making it difficult to access; accessibility of transport for people with disabilities (for example no step free access at some stations); and difficulties accessing public transport owing to people being unable to use timetable and ticket purchasing apps on mobile phones. • High fares associated with public transport. • Personal safety and security, including a lack of lighting along National Cycle Network routes and more generally; and personal safety and security, including safety of female users and people with disabilities on buses. • Road safety, including hazards related to high traffic speeds and volumes (including outside schools). • Limited access to public Electric Vehicle charging points. • Maintenance issues (for example potholes), including poor maintenance of the road and path network. • Parking issues, including a limited amount of parking at rail stations. • A forced reliance on private vehicles, contributing towards congestion; including in town centres (particularly in rush hour and school pick-up times).
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Renfrewshire Local Transport Strategy 2025-2035 29 PUBLIC 5.2. Opportunities Summary Unless otherwise stated, the opportunities presented below were primarily identified through stakeholder and public feedback. Further details are available in the Main Issues Report. • Expansion of and improvements to walking and cycling network, including improvements to route maintenance and expansion of cycle training courses. • Improvements to paths and roads (maintenance). • Increase frequency and provision of public transport, including to work with partners to support development of the Clyde Metro, including potential for a fixed link between Paisley and Glasgow Airport. • Potential for local bus franchising. • Improve access to public transport, including through lower fares and consideration of integrated ticketing. • Improved accessibility to transport for people with disabilities to continue to be able to access stations and stops, including through the provision of suitably located disabled parking bays. • Improved rail provision and potential for rail line and station expansion. • Increase number of Park & Ride sites / spaces. • Increase provision of demand responsive and community transport. • Reduced congestion on the road network through workplace parking license and/or local road user charging. • Climate change and adaptation: Transport Scotland’s Approach to Climate Change Adaptation and Resilience notes the climate risks associated with transport and that there are opportunities to protect against extreme weather conditions caused by climate change. • Initiatives to tackle school congestion. • Reduce transport emissions, including through increasing the number of electric vehicle charging points and their availability; and associated opportunities to address air quality (noting however that a Revocation Report and associated AQMA Revocation Orders were presented to and approved by Renfrewshire Council’s Infrastructure, Land and Environment Policy Board in March 2025. As such, there are no longer any AQMAs within Renfrewshire Council, with the council meeting all air quality objectives. The Scottish Government recommends that where AQMAs are no longer required that local authorities prepare an Air Quality Strategy to replace the Air Quality Action Plan (which has served its purpose), with
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Renfrewshire Local Transport Strategy 2025-2035 30 PUBLIC some of the measures from the action plan being carried forward into the strategy. The Council are currently developing this Air Quality Strategy, which will be approved by the Policy Board prior to publication. • Road safety improvements. • Greater use of technology, including to provide joined up travel between different modes of public transport and to support access to information. • Digital connectivity: As captured in A route map to achieve a 20% reduction in car kilometres by 2030, there are opportunities associated with strengthening and enhancing digital connectivity, including to reduce the need to travel. It is noted that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer term target for reducing car use will be developed. • Stronger controls and enforcement of speeding and parking regulations. • Expansion of car clubs. Problems and opportunities have helped to inform the development of a vision statement, priorities, objectives, policies and actions presented in subsequent chapters.
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Renfrewshire Local Transport Strategy 2025-2035 31 PUBLIC 6. LTS Vision, Priorities and Objectives 6.1. Vision Statement An overarching Vision for the Council with regards to transport and travel by the time the LTS is delivered has been developed. This reflects the views and priorities expressed by the public and stakeholders during consultation and has also been informed by a review of problems and opportunities and by the wider policy context; in particular, the NTS2 and RTS. Consideration has also been given to the Council’s Plan for Net Zero, which has a commitment to maximise sustainable transport opportunities to deliver an inclusive, affordable transport system that provides choice for all. The vision statement details what the Council is aiming to achieve, whilst having regard for the funding challenges facing the Council and the need to focus on core activities. The vision is for: “Renfrewshire to be an attractive place to live, work and visit, with walking, wheeling and cycling and public transport opportunities that are inclusive, affordable, integrated and safe to use; and a transport system which supports net zero targets, inclusive economic growth and the health and wellbeing of all”. 6.2. Priorities The Vision Statement is supported by a set of Priorities: Equality and Accessibility Net Zero Emissions Inclusive Economic Growth Safety and Security Resilience and Maintenance
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Renfrewshire Local Transport Strategy 2025-2035 32 PUBLIC The Priorities are further supported by objectives. 6.3. Objectives The identified objectives form part of the criteria against which actions will be monitored and evaluated in future years. The objectives have been developed to take into consideration the problems and opportunities and consideration has also been given to key documents, including NTS2 priorities and outcomes, RTS objectives and themes from Renfrewshire’s second Local Development Plan (noting that its third LDP is in the process of being prepared) and Digital Strategy – and how these align with the objectives. The objectives for this LTS are as follows: • Objective 1: Support fair and equitable access to sustainable modes of transport in Renfrewshire, that is integrated and easy to use for all • Objective 2: Support the continued reduction in harmful transport emissions across Renfrewshire • Objective 3: Increase the proportion of trips undertaken by walking, wheeling and cycling and public transport for everyday journeys • Objective 4: Improve transport connections within Renfrewshire and to neighbouring local authorities to support inclusive economic growth • Objective 5: Improve the safety of Renfrewshire's transport network through meeting Scottish Government casualty reduction targets • Objective 6: Provide a secure, resilient and well-maintained transport network that meets the needs of users The following tables summarise how each problem and opportunity theme has directly informed the objectives development.
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Renfrewshire Local Transport Strategy 2025-2035 33 PUBLIC Table 1: Problems and Objectives Alignment Problem Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Limited active travel infrastructure and safety Limited public transport frequency and provision and reliability issues Limited public transport integration High fares associated with public transport ticketing Poor access to transport Personal safety and security Road Safety Limited access to public Electric Vehicle charging points Maintenance issues Parking issues Reliance on private vehicles
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Renfrewshire Local Transport Strategy 2025-2035 34 PUBLIC Table 2: Opportunities and Objectives Alignment Opportunity Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Expansion of and improvements to walking and cycling network Improvements to paths and roads (maintenance) Increase frequency and provision of public transport Potential for local bus franchising Improve access to public transport Improved accessibility to transport for people with disabilities Improved rail provision Increase number of Park and Ride / mobility hub sites / spaces Increase provision of demand responsive and community transport Reduced congestion on the road network
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Renfrewshire Local Transport Strategy 2025-2035 35 PUBLIC Opportunity Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Climate change adaptation and resilience Tackle school congestion Reduce transport emissions Road safety improvements Greater use of technology Digital connectivity Stronger controls and enforcement of speeding and parking regulations Expansion of car clubs
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Renfrewshire Local Transport Strategy 2025-2035 36 PUBLIC 7. Roles and Responsibilities Renfrewshire Council is one of several organisations involved in the delivery of transport in the area. A collaborative approach is taken to deliver transport in Renfrewshire and close working is required across organisations, including with SPT, Transport Scotland, neighbouring local authorities and other organisations such as bus and rail operators and Sustrans. Local Transport Strategy Guidance states that there is no general statutory requirement for a local authority to have an LTS in place, and there is no provision for Scottish Ministers to approve an LTS. However, there are certain discretionary powers which the local authority may only exercise if they have an LTS in place, including powers related to a workplace parking licensing (WPL) scheme under the Transport (Scotland) Act 2019, or a road user charging (RUC) scheme under the Transport (Scotland) Act 2001. 7.1. Responsibilities by Governance Tier 7.1.1. National The Scottish Government is the devolved government of Scotland and has a range of responsibilities that include the economy, transport, education, health, justice, rural affairs, housing, environment, equal opportunities, consumer advocacy and advice, and some taxation. Transport Scotland is the national transport agency for Scotland, delivering the Scottish Government's vision for transport. At a national and strategic level Transport Scotland is responsible for the following: • Rail projects and control of ScotRail • National concessionary travel scheme • National Transport Strategy • Liaison with Regional Transport Partnerships • Sustainable transport, road safety and accessibility • Aviation, bus, freight and taxi policy • Ferries, ports and harbours • The Blue Badge scheme for people with disabilities • The trunk road network • Major trunk road and bridge projects
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Renfrewshire Local Transport Strategy 2025-2035 37 PUBLIC Within Renfrewshire, the following trunk roads are managed and maintained by Transport Scotland, through its operating company, currently Amey: • M8 motorway; • A8T (West Ferry to Inverclyde); • M898 motorway and A898; and • A737. 7.1.2. Regional Strathclyde Partnership for Transport was formed in 2006 as part of the transport framework created by the Scottish Government, which is comprised of Transport Scotland and seven Regional Transport Partnerships (RTPs). SPT is the RTP for the west of Scotland and has the aim of bringing together local authorities and other key regional stakeholders to strengthen planning and delivery of regional transport. SPTs roles and responsibilities also include considering, prioritising and funding certain transport provisions, improvements and developments at a regional level and linking with transport in neighbouring regions and beyond. All 12 local authorities in the former Strathclyde area, including Renfrewshire Council, are members of SPT and have elected members who sit on the Partnership Board, agreeing policies and strategies as well as priorities for public transport and regionally strategic transport matters. SPT is responsible for the development and implementation of the RTS for the west of Scotland. The revised RTS, which covers the period 2023 to 2038, was approved in July 2023, and a summary of the Strategy is provided within Chapter 2. SPT has also developed a Regional Active Travel Strategy and the Strathclyde Regional Bus Strategy.
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Renfrewshire Local Transport Strategy 2025-2035 38 PUBLIC In Renfrewshire, SPT has the following specific roles (Delivering for Renfrewshire – SPT 2022): • The provision of socially necessary bus services, including the demand responsive transport service, MyBus, and analysing changes in commercial provision to determine any additional support requirements. • Managing and maintaining bus stop infrastructure and facilitating school transport on behalf of the Council. • Liaison with bus operators. • Providing travel information, including the maintenance of Real-Time Passenger Information (RTPI) displays. • Providing the secretariat for the Strathclyde Concessionary Travel Scheme (SCTS) on behalf of local authorities and administering ZoneCard on behalf of participating transport operators. • Smartcard ticketing. Behaviour Change interventions, such as cycle training, health walks or providing access to bikes, are delivered by many different organisations, including funding provided through the People and Place programme, currently administered by SPT in the region on behalf of Transport Scotland. 7.1.3. Local Renfrewshire Council has a duty to manage and maintain local public roads (including footways), footpaths, non-National Cycle Network cycleways, bridges, street lighting and traffic signals across the Council area, and has the power to improve infrastructure as necessary. The Council also has responsibility for road safety and flood risk management. For financial year 2024/25, approximately 80% of the Council’s budget came from the Scottish Government and 20% was raised through Council Tax. It is recognised that there are financial constraints the Council is currently working within and that this will impact upon what transport measures can be taken forward over the lifespan of this LTS.
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Renfrewshire Local Transport Strategy 2025-2035 39 PUBLIC In the Council’s budget for 2024/25, the Council continued to invest in Renfrewshire’s roads, with £5m invested in maintenance and improvements to roads and footpaths in the year ahead. Further information related to funding is provided in Chapter 18. Business as Usual Renfrewshire Council is responsible for maintaining more than 800 kilometres of roads and 1,200 kilometres of footpaths within Renfrewshire. The Council undertakes a range of such business-as-usual activities. Business-as-usual activities are a mixture of those which the Council has a statutory responsibility to undertake and others which fulfil a social need; and are undertaken on an ongoing and continual basis. Business-as-usual activities are not captured in the Action Plans (Chapters 9 to 16) but may support some of the actions identified. Examples of such activities are captured below. • Maintenance of local public roads, bridges, and footpaths • Maintenance of street lighting and traffic signals and responding to faults • Winter gritting • Supporting community organisations to provide access to bikes (including adapted bikes) • Road safety • Flood protection • Monitoring air quality • Traffic management design and implementation • Implementation of Traffic Regulation Orders (TROs), including those to control on street parking • Parking enforcement • Development management • Fleet management • Road works control including abnormal load movements and advance warning of planned road closures • Traffic and transportation engineering
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40 PUBLIC The Council also provides emergency response to extreme weather events and other incidents affecting the road and active travel networks and undertakes various improvement projects. The Council will continue to work with partners to deliver services within the local authority area and on cross-boundary projects where appropriate. In addition to those points captured above, the Council also undertakes business-as-usual activities in other areas, which do not directly relate to transport, for example, biodiversity schemes alongside road and active travel networks. Through the Planning process, Renfrewshire Council will continue to work with developers and their agents to agree the suitability of active travel and public transport interventions and measures to mitigate the impact of private motorised traffic arising from developments. In general, the Council does not have responsibility for the provision of public transport, however it does support and promote its use. This is done in conjunction with partners such as SPT and Transport Scotland through, for example, improvements to bus stop infrastructure and the funding of school buses and through contributions to community transport efforts. Specific responsibilities for the delivery of public transport in Renfrewshire – and other transport provision – are set out in subsequent chapters of this LTS. 7.2. Responsibilities by Mode and Category 7.2.1. Active Travel and Behaviour Change The national budget for Active Travel schemes is set by the Scottish Government, according to priorities set out in the Programme for Government. Active travel refers to walking, wheeling and cycling, with such infrastructure primarily delivered by local authorities, with funding from Transport Scotland combined with allocation of Council capital funding.
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Renfrewshire Local Transport Strategy 2025-2035 41 PUBLIC Local authorities, including Renfrewshire Council, can access Transport Scotland Active Travel funding through a combination of non-competitive and competitive funding streams. There is no limit to the amount that a Council can allocate to active travel, but all Council budgets must be weighed against other local priorities. Renfrewshire Council also works with partners, including Sustrans, to deliver active travel infrastructure in the area. As the local roads authority, it is the responsibility of the Council to maintain the public footpaths and the majority of the cycle path network within the local authority area. However, Renfrewshire also contains a section of the National Cycle Network – NCN7 from Paisley to Lochwinnoch and NCN75 from Johnstone to Bridge of Weir – which is owned and maintained by Sustrans. Behaviour Change interventions, such as cycle training, health walks or providing access to bikes, are delivered by many different organisations, including funding provided through the People and Place programme, currently administered by SPT in the region on behalf of Transport Scotland. 7.2.2. Bus Many bus services in Scotland are operated on a commercial basis by bus operating companies. In Renfrewshire, this currently includes McGill’s and First Bus. Renfrewshire Council does not have any direct control over the operation of these commercially provided services. In the event where a commercial service is not in operation and is deemed socially necessary, SPT may provide a financial subsidy in order to deliver a bus service for that area, where funding permits. Occasionally, a planning agreement is used to compel a developer to subsidise a bus service to a new development for a limited time to help encourage public transport behaviours from the outset. For example, BAE Systems currently (2025) fund a service which operates between the Dargavel development and Braehead Shopping Centre via Bishopton Rail Station. It is noted that at the time of writing, SPT, through the Strathclyde Regional Bus Strategy, is exploring ways in which to improve the bus network across the region and to address the recent drop in bus ridership, including the potential for franchising local services.
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Renfrewshire Local Transport Strategy 2025-2035 42 PUBLIC Renfrewshire Council supports SPT in this effort. There is potential to deliver this through provision outlined in the Transport (Scotland) Act 2019. 7.2.3. Demand Responsive Transport and Community Transport Demand Responsive Transport allows passengers to use services which align with their personal requirements. It also provides flexible bus services to meet those demands. SPT operates the MyBus service, a demand responsive transport service which helps to provide people with access to local facilities as and when required. Community Transport is usually offered by locally-owned organisations or volunteers. SPT has provided funding to support two Community Transport organisations in Renfrewshire: Strengthening Opportunities for Older People in Renfrewshire (SOOPIR), and Renfrewshire Community Transport based at the New Tannahill Centre. SOOPIR Bus was launched in March 2019 and provides transport for older people and community groups in Renfrewshire. The Council will continue to work with SPT over the lifespan of the LTS to identify potential funding opportunities for these and other Demand Responsive and Community Transport services. 7.2.4. Rail Responsibility for the majority of rail powers in Scotland sits with Transport Scotland (Office of Rail and Road). Whilst Scottish Ministers specify and fund the outputs to be delivered by Network Rail, the organisation has responsibilities including operating, maintaining and renewing the railway infrastructure. ScotRail is owned by the Scottish Government and is overseen by Scottish Rail Holdings Limited. ScotRail is primarily responsible for the provision of local rail services and is responsible for the management of a large majority of stations in Scotland (including all stations in Renfrewshire). Responsibility for safety regulation across Great Britain sits with the Office of Rail and Road (ORR). Transport Scotland oversees the funding for rail projects in Scotland as well as any potential projects which have to follow the Government’s approval process as set out in the Rail Enhancements and Capital Investment Strategy. The Department for Transport oversees the Access for All programme, which looks to address issues faced by passengers with disabilities and passengers facing mobility
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Renfrewshire Local Transport Strategy 2025-2035 43 PUBLIC constraints (such as heavy luggage or pushchairs) when using railway stations in Great Britain. Renfrewshire Council will work with partners to support rail improvement projects. An example of recent partnership working is improved access to Johnstone Station, which was delivered in 2022. 7.2.5. Parking In 2010, Renfrewshire Council obtained Decriminalised Parking Enforcement powers. This enables the Council to enforce its own parking restrictions, including the issuing of Penalty Charge Notices (PCNs) to vehicles parked in restricted locations such as bus stops, double yellow lines and controlled parking zones. Since April 2025, the Council has had the ability to enforce the pavement parking ban. Specifically, the Council has agreed the locations where the ban is exempted and enforces the ban everywhere else in Renfrewshire, on parking on pavements, double parking and parking at pedestrian dropped kerb crossing points. This follows on from provisions set out in the Transport (Scotland) Act 2019. The Council currently allows for one hour of free parking in Paisley town centre with payment required for longer stays on Monday to Saturday in Zones 1 and 2 and Monday to Friday in Zones 3 and 4. Charging tariffs encourage the use of car parks over on-street spaces and are free on Sundays. The Transport (Scotland) Act 2019 also has provisions for local authorities to implement a workplace parking license, which creates a requirement to hold a licence to provide parking at workplaces, and to charge employers for that licence based on the number of spaces available. 7.2.6. Road As noted previously, all trunk roads in Scotland are managed by Transport Scotland, which for Renfrewshire includes the M8, M898, A898, A8T (West Ferry to Inverclyde) and A737. These roads are operated by Transport Scotland’s Trunk Road Operating Company, currently Amey. All other public roads are managed by Renfrewshire Council as the local roads authority. As per the Roads (Scotland) Act 1984, Renfrewshire
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Renfrewshire Local Transport Strategy 2025-2035 44 PUBLIC Council is responsible for providing and maintaining the following: road and footway safety measures, works to protect against natural dangers (for example drainage to protect against flooding), street lighting and traffic management measures. 7.2.7. Other Many other aspects of transport and access will be taken forward in partnership with other services within Renfrewshire Council; with Community Planning Partners, such as Police Scotland and NHS Greater Glasgow and Clyde; as a joint regional approach with stakeholders in the SPT area across the west of Scotland; or with developers as private development opportunities arise. Renfrewshire Council will work closely with partner organisations in order to effectively deliver the new LTS. Renfrewshire Council and its partners play a vital role in making sure that the transport network is as sustainable, efficient, inclusive, safe and integrated as possible.
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Renfrewshire Local Transport Strategy 2025-2035 45 PUBLIC 8. Development of Actions and Appraisal The process undertaken to develop actions for this LTS included the following steps. The identified problems and opportunities directly informed the development of a Vision Statement, Priorities and Objectives as captured in Chapter 6, as well as a set of polices, which sit above the actions and support objectives. An exercise was undertaken to make sure objectives aligned with problems and opportunities and with priorities and objectives captured in the NTS2 and SPT’s RTS. The next stage was to generate a list of options, which were primarily informed by stakeholder and public consultation findings and supplemented by Renfrewshire Council Elected Member and officer input and options identified in existing strategy / policy documents (including the 2017 LTS). With regard to existing strategy and policy documents, this included particular consideration of policies such as Infrastructure First and Local Living policies that are captured in NPF4. These policies place an emphasis on sustainable travel and local living and in developing options, consideration has therefore been given to options which support these policies. The process also considered policies such as the Sustainable Travel Hierarchy and Sustainable Investment Hierarchy in NTS2, alongside existing targets and how LTS actions could help to achieve these, for example to reduce car kilometres by 20% by 2030 against a 2019 baseline (noting with regards to the latter target that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer term target for reducing car use will be developed). Wider policies not directly related to transport have also been considered, given the close relationship between transport and other areas, including health, the economy, reducing inequalities and tackling climate change. For example, the Council has a Local Child Poverty Action Plan; transport has a role to play in tackling child poverty, including through free bus travel to support access to schools; and a Sustainability Strategy endorsed by NHS Greater Glasgow and Clyde includes how to support safe active travel routes and low carbon transport links. Resources produced to promote accessibility also have an important role to make sure people can move around with ease. This includes resources such as Scotland’s Accessible Travel Framework, which was developed with input from organisations such as Inclusion Scotland and the Mobility and Access Committee in Scotland (MACS). This captures outcomes to support making travel more comfortable and safer for those with disabilities.
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Renfrewshire Local Transport Strategy 2025-2035 46 PUBLIC The initial list of options was consolidated, and eight themes were identified: • Active Travel • Behaviour Change • Public Transport and Shared Mobility • Road Safety • Parking • Road Network and Freight • Environment • Digital Technology Each theme informed the development of a short list of options. A high-level appraisal of these options was then undertaken. Options were appraised against: • LTS objectives (see Chapter 6); • Scottish Transport Appraisal Guidance (STAG) criteria (Environment; Climate Change; Health, Safety and Wellbeing; Economy; and Equality and Accessibility); and • Deliverability criteria (risks associated with Feasibility, Affordability and Public Acceptability). Following the appraisal process, some options were sifted out; this included options related to new rail stations and rail lines, which were not retained owing to high feasibility and affordability risks. Options retained following the appraisal form the basis of the Action Plans in the subsequent themed chapters. Sitting above actions are a set of policies for each theme, which support the objectives. A Monitoring and Evaluation plan has also been developed, which will be used to monitor the success of actions in future years, including against the objectives and indicators. As actions are developed further in future years, additional engagement will be required, including, but not limited to, liaising with equality groups in the design of new infrastructure to help remove barriers to inclusive mobility. The process undertaken to generate options and to develop the Action Plans is presented overleaf.
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Renfrewshire Local Transport Strategy 2025-2035 47 PUBLIC Identification of Problems & Opportunities • Stakeholder and Public Consultation • Data Review • Policy / Strategy / Studies Review • Renfrewshire Council Review Development of Vision, Priorities and Objectives • Informed by problems and opportunities and key documents Option Generation • Stakeholder and Public Consultation • Data Review • Policy / Strategy Review • Renfrewshire Council Review • Review of best practice High Level Appraisal • Short list of options appraised against LTS objectives, STAG criteria and deliverability criteria (feasibility, affordability and public acceptability) Option Cleaning / Sifting • Initial list of options cleaned / sifted • Remaining options assigned a theme and sub-theme • Sub-themes directly informed a short list of options Monitoring and Evaluation Plan • Development of robust Plan against which actions will be monitored and evaluated Policies and Action Plans • Policies were developed to support objectives • Outcome of option appraisal formed the Action Plans by theme
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Renfrewshire Local Transport Strategy 2025-2035 48 PUBLIC The following chapters present Action Plans by theme. Alongside each action indicative timescales are provided. Indicative timescales for each action have been presented in line with one of the following: • 0 to 5 years • 5 to 10 years • 10 years +
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Renfrewshire Local Transport Strategy 2025-2035 49 PUBLIC 9. Active Travel 9.1. Active Travel Overview This Chapter represents Renfrewshire Council’s Active Travel Strategy 2025-2035 and supersedes the Renfrewshire Cycling Strategy 2016-2025. National, regional and local policies place an emphasis on increasing travel by active modes (walking, wheeling and cycling) to help achieve net zero targets set out by the Scottish Government, SPT and Renfrewshire Council. In recognition of the Scottish Government’s declaration of a climate emergency in 2019, there was cross-party support for a Council motion which declared a climate emergency in Renfrewshire in the same year. One way to help achieve net zero targets and to tackle climate change is through the delivery of dedicated infrastructure to support walking, wheeling and cycling. Behaviour Change interventions also have an important role to play; they are captured in a separate Behaviour Change chapter. At the national level, the Sustainable Investment Hierarchy, captured within NTS2, informs the hierarchy of investment decisions, with investment aimed at reducing the need to travel unsustainably sitting at the top of the hierarchy, and targeted infrastructure improvements sitting at the bottom. The Sustainable Travel Hierarchy, also captured in NTS2, places walking, wheeling and cycling at the top of the hierarchy. National policy is therefore clear that there should be a strong focus on supporting active travel journeys in Scotland. At the regional level, SPTs Regional Active Travel Strategy supports the delivery of the Regional Transport Strategy and sets out a vision for active travel in Strathclyde. The Strategy sets out a regional active travel network to help co-ordinate the planning and delivery of strategic active travel routes and infrastructure in the region, including cross- boundary connections between council areas. The Council will work with SPT and neighbouring councils to help deliver regional and longer distance active travel routes which are within Renfrewshire Council’s boundary. At a local level, the Council’s Cycling Strategy laid out a continuing commitment to support and encourage cycling by continually improving and extending the network and providing clear links to public transport hubs, schools, key destinations and between communities. The Council’s Core Paths Plan also provides an up to date network of core routes which seek to enhance connections between settlements and communities, support active travel
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Renfrewshire Local Transport Strategy 2025-2035 50 PUBLIC use to schools and workplaces, and encourage healthy lifestyles. The Council’s Plan for Net Zero also sets out ways in which active travel opportunities can be maximised. 9.2. Current Status There is an established cycle network in Renfrewshire, which includes sections of the National Cycle Network (NCN7 from Paisley to Lochwinnoch and NCN75 from Johnstone to Bridge of Weir), which is owned and maintained by Sustrans. There are also existing non-NCN cycle routes, including more recently, between Bishopton and Inchinnan, the area around Glasgow Airport and AMIDS and between Renfrew and Paisley. Some statistics related to bicycle access and walking and cycling mode share are presented below. Findings from the 2022 Scottish Household Survey shows that access rates to at least one bicycle in Renfrewshire are in line with the national average (38% compared to 37.5%) Analysis of Census data between 2011 and 2022 shows that active travel mode share for travel to work remained broadly similar, at approximately 1% for cycling and 7% for walking In November 2023, LEAP (Local Energy Action Plan) launched an E-Bike hire scheme in Linwood. It currently has five E-Bikes and two E-Trikes now available within close proximity of two of LEAP’s Car Club cars. LEAP’s goal is to get more people to choose sustainable transport options for longer journeys and to get more people to choose to walk or cycle for short local journeys. 9.2.1. Active Travel Route Network An Active Travel Route Network map for Renfrewshire is presented in Figure 11. This presents the existing cycle network; proposed routes (primary and secondary), categorised as high, medium or low priority; and other proposed routes, categorised as recreational, local access and link route / access point. Route network categories have been informed by Sustrans guidance.
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Renfrewshire Local Transport Strategy 2025-2035 51 PUBLIC Primary routes link to key trip attractors and attract the highest demand for cycling and will often be used for commuting trips. Primary routes are street lit and gritted. Primary cycle routes will be used to form active freeways in urban areas. Active freeways are a network of high quality, segregated routes for walking, wheeling and cycling to connect city and town centres with residential neighbourhoods and other strategic centres and destinations. Secondary routes link to local centres. Level of priority has only been presented for primary and secondary routes. Local access routes will often be used for recreation and touring purposes. Link path / access points are a short distance link which branches off any of the above referenced network types and connects directly to an attraction such as school, parks, shops and job centres, for example. Routes have been identified following identification of key employment and residential areas which are considered to benefit from the creation of cycling links. Consideration was also given to improving active travel access to public transport stops and hubs when developing the routes. The routes presented are indicative and will be informed by future appraisal of their feasibility.
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52 PUBLIC Figure 11: Active Travel Route Network Map © Crown Copyright and database rights 2025. Licence number AC0000815792
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53 PUBLIC 9.3. What You Said Public and stakeholders were engaged to inform the development of this LTS, including identification of problems and opportunities related to active travel in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Issues associated with walking and cycling routes connecting town centres, stations and along key corridors Lack of cohesive and segregated traffic-free cycle routes Safety concerns in relation to the active travel network Maintenance of the active travel network Opportunities Improve and expand the cycle network Improve condition of the active travel network by prioritising routes in need of maintenance Improve walking and cycling routes to schools Increase provision of cycle parking, including at rail stations 9.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Active Travel policies have been developed for Renfrewshire Council to work towards, alongside actions.
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Renfrewshire Local Transport Strategy 2025-2035 54 PUBLIC 9.4.1. Policies • Policy 1 (Active Travel) – Prioritise provision of walking, wheeling and cycling infrastructure in Renfrewshire where practicable, in line with the Sustainable Travel Hierarchy and Sustainable Investment Hierarchy, with a view to increasing the proportion of people travelling by active modes for everyday journeys. • Policy 2 (Active Travel) – Deliver an active travel network and active travel infrastructure in Renfrewshire that is safe and accessible to all users. • Policy 3 (Active Travel) – Support use of sustainable freight solutions, including cargo bikes, to serve key service centres in Renfrewshire. • Policy 4 (Active Travel) – Maintain active travel infrastructure (including footpaths and cycleways) to a high standard. • Policy 5 (Active Travel) – Monitor use of active travel infrastructure and expand our network where new infrastructure can support modal shift. The table below demonstrates where there is alignment between policies and objectives. Table 3: Active Travel Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Active Travel) Policy 2 (Active Travel) Policy 3 (Active Travel)
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Renfrewshire Local Transport Strategy 2025-2035 55 PUBLIC Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 4 (Active Travel) Policy 5 (Active Travel) 9.4.2. Active Travel Actions Actions support the policies, and these have been developed to support the Vision and Objectives of this LTS. The Active Travel Actions are set out below, alongside a high-level indication of costs and timescales and a summary of delivery and potential funding partners. This forms the Delivery Plan for Active Travel. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. AT1: Design and extend the cycle path network across Renfrewshire to be safe and accessible, in line with locations identified in the Proposed Active Travel Network Map Delivery Partners: Renfrewshire Council; Sustrans; SPT Potential Funding Partners: Transport Scotland Timescale: 10 years +
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Renfrewshire Local Transport Strategy 2025-2035 56 PUBLIC AT2: Work with Sustrans to implement and adopt lighting across the off-road active travel network Delivery Partners: Renfrewshire Council, Sustrans Timescale: 10 years + AT3: Work with SPT to deliver regional and longer distance cycling connections set out within the Regional Active Travel Strategy Delivery Partners: Renfrewshire Council, Sustrans, SPT, Neighbouring Local Authorities Potential Funding Partners: Transport Scotland Timescale: 10 years + AT4: Prioritise pedestrian safety through a review of crossing facilities on the local road network at locations identified in the Annual Accident Assessment and through working with local communities Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years AT5: Review cycle safety and priority at junctions, including review of on-road infrastructure and measures for implementation of early release signals for cyclists at locations identified in the Annual Accident Assessment and through working with local communities Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 57 PUBLIC AT6: Create a Maintenance Plan for the active travel network, including adoption, prioritisation and maintenance of active travel paths across Renfrewshire, including winter maintenance and removal of vegetation Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years AT7: Undertake a signage review and implement a signage and wayfinding strategy to support more local journeys by walking, wheeling and cycling Delivery Partners: Renfrewshire Council, Sustrans Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years AT8: Review feasibility and implement the expansion of cycle training into secondary schools and / or adult cycle training through local providers Delivery Partners: Renfrewshire Council, SPT, Third Sector Active Travel Delivery Partners Timescale: 5 to 10 years AT9: Build a monitoring and evaluation framework for the active travel actions of the LTS in order to collect relevant baseline data and effectively monitor progress Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years AT10: Increase the number of secure cycle parking spaces, with a focus on locations serving local communities identified in the Proposed Active Travel Network Map Delivery Partners: Renfrewshire Council, SPT, Third Sector Active Travel Delivery Partners Timescale: 5 to 10 years AT11: Support access to bikes by working with SPT to investigate potential for delivery of a partial / fully regional public bike hire scheme (including e-bikes) that is available at locations which would be served by the Proposed Active Travel Network Delivery Partners: Renfrewshire Council, SPT, Public/Private sectors, Other Local Authorities
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Renfrewshire Local Transport Strategy 2025-2035 58 PUBLIC Timescale: 0 to 5 years AT12: Undertake a feasibility study to create a public charging network for electric bikes in Renfrewshire, potentially linked to Mobility Hubs Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years AT13: Support measures to make it easier for the last mile of small goods deliveries to be undertaken by sustainable modes, such as by cargo bikes Delivery Partners: Renfrewshire Council, Freight and logistics operators Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 59 PUBLIC 10. Behaviour Change 10.1. Behaviour Change Overview Transport Scotland’s Reducing Car Use for a Healthier, Fairer and Greener Scotland Route Map underlines that modifying people’s travel behaviours will be key to meeting the 20% reduction in car kilometres by 2030 target set out in the Climate Change Plan; it is noted that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer term target for reducing car use will be developed. Behavioural changes identified within the Route Map are centred around: reducing the need to travel; living well locally; switching modes; and combining or sharing car trips. The importance of Behaviour Change within transport was also highlighted within the Strategic Transport Projects Review 2 (STPR2) which presented a number of recommendations within the theme of ‘Influencing Travel Choices and Behaviour’. Behaviour Change interventions include those such as cycle training, health walks and providing access to bikes, and focus on influencing people to make healthier, more sustainable and safer travel choices through the use of marketing campaigns, travel planning and specific programmes of events within schools, workplaces and communities. These are delivered by many different organisations, including funding currently provided through the People and Place programme, administered by SPT. Recently funded Behaviour Change programmes (2023/2024) in Renfrewshire include the Beat the Street project which was delivered across Renfrew, Bishopton and Erskine in 2023 and the Living Street’s WOW Walk to School challenge that was provided within 20 primary schools in the area. Ongoing collaboration and partnership working between national, regional and local Government (including Renfrewshire Council) as well as public, private and third sector partners will be central to facilitate Behaviour Change. This LTS sets out the policies and actions the Council will deliver to support Behaviour Change initiatives in Renfrewshire over the lifespan of the strategy.
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Renfrewshire Local Transport Strategy 2025-2035 60 PUBLIC 10.2. Current Status Analysis of Census data shows the following changes in mode share between 2011 and 2022: • Travel to work by car / van (as a driver or passenger) has increased from 65% in 2011 to 71% mode share in 2022 (though the absolute number of people travelling to work by car has decreased, likely as a result of more people working from home); • Bus mode share has decreased from 12% to 8%; • Rail mode share has decreased marginally from 6% to 5%; and • Cycling and walking mode shares have remained broadly similar between the 2011 Census and 2022 Census, at around 1% for cycling and 7% for walking. The annual Hands Up Scotland Survey undertaken by Sustrans provides the most comprehensive dataset on travel to school, with a sample size of over 19,000 pupils in Renfrewshire in the latest survey (2023). The results for 2023 showed that: • The proportion of pupils being driven to school is lower in Renfrewshire (19%) compared to the whole of Scotland (23%); • The proportion of pupils who travel to school by active travel has decreased in Renfrewshire since the 2022 survey by 0.7 percentage points; • The proportion of pupils being driven to school decreased by 1.5 percentage points; and • There has been an increase in bus travel to school among secondary school pupils in Renfrewshire, increasing from 29% mode share in 2021 to 33% in 2023. Data demonstrates that car / van is the most common method of travel to work, providing an opportunity for travel to be made by other travel modes; which can be encouraged through Behaviour Change initiatives. Although being driven to school is not the most common method of travel, opportunities remain to encourage mode shift. Behaviour Change initiatives also have an important role to play, for example through the Bikeability programme. Bikeability is a national cycle training programme for school children. This helps to engender more confident cycling, which can encourage Behaviour Change. In school terms 2023 / 2024, over 2,500 pupils in Renfrewshire received this training.
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Renfrewshire Local Transport Strategy 2025-2035 61 PUBLIC 10.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to Behaviour Change in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Information available on public transport was noted to be inadequate Consultation highlighted the barriers which can prevent transport users in Renfrewshire from opting to select certain modes of transport, particularly sustainable modes. These are captured elsewhere in the LTS under relevant chapters, illustrating the problems transport users face when seeking to change their travel habits and use other modes of travel. Opportunities Education programmes to encourage pupils to travel more sustainably to school, such as the Better Points programme and Living Streets Promotion of alternative travel modes such as car-pooling, car clubs and bike hire schemes Walking and cycling benefits awareness – including cycle training and proficiency courses
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Renfrewshire Local Transport Strategy 2025-2035 62 PUBLIC 10.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Behaviour Change policies have been developed for Renfrewshire Council to work towards, alongside actions. 10.4.1. Policies • Policy 1 (Behaviour Change) – Make it easier for people to change their travel behaviours, by raising awareness of the benefits of sustainable travel, including health, and improving multi-modal transport access across Renfrewshire. • Policy 2 (Behaviour Change) – Continue to deliver Council-led Behaviour Change programmes – including in our schools – and engage with organisations across Renfrewshire to assist in the promotion of sustainable transport solutions. The table below demonstrates where there is alignment between policies and objectives. Table 4: Behaviour Change Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Behaviour Change) Policy 2 (Behaviour Change)
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Renfrewshire Local Transport Strategy 2025-2035 63 PUBLIC 10.4.2. Behaviour Change Actions Actions support the policies, and these have been developed to support the Vision and Objectives of this LTS. The Behaviour Change Actions are set out below, alongside a high- level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Behaviour Change. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. B1: Provide support to parents and carers to apply for young persons' concessionary travel entitlement card Delivery Partners: Renfrewshire Council, SPT Timescale: 5 to 10 years B2: Work with schools on Behaviour Change initiatives with local partners Delivery Partners: Renfrewshire Council, School Communities, SPT, Third Sector Active Travel Delivery Partners Timescale: 0 to 5 years B3: Provide more opportunities for pupils leaving primary school across Renfrewshire to receive Bikeability Levels 1 and 2 cycle training as a minimum Delivery Partners: Renfrewshire Council, SPT, Cycling Scotland, Third Sector Active Travel Delivery Partners Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 64 PUBLIC B4: Continue discussions on sustainable transport solutions and engage with employers to promote Cycling Scotland's Adult Cycle Training, including with employers at: • Advanced Manufacturing Innovation District Scotland (AMIDS) • Inchinnan Business Park • Westway Park • Hillington Industrial Estate • Braehead Retail Park Delivery Partners: Renfrewshire Council, Cycling Scotland, Health Board, Employers Timescale: 0 to 5 years B5: Encourage employers and schools to implement Travel Plans to support a shift to sustainable travel modes Delivery Partners: Renfrewshire Council, SPT, Employers, Developers, School Communities Timescale: 0 to 5 years B6: Renfrewshire Council to update its staff Travel Plan Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years B7: Review Behaviour Change programmes currently delivered in Renfrewshire and provide targeted, strategic support to organisations delivering Behaviour Change within Renfrewshire through external funding sources Delivery Partners: Renfrewshire Council, SPT, Health Board, Third Sector Active Travel Delivery Partners Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 65 PUBLIC 11. Public Transport and Shared Mobility 11.1. Public Transport and Shared Mobility Overview A high functioning public transport network which attracts a high mode share of users can play a central role in the delivery of national, regional and local policies. As described in the Council’s Economic Strategy, investment into the provision of high quality bus and rail services within Renfrewshire can act as an enabler for economic growth and support changes to future economic conditions. The Economic Strategy outlines the importance of improved access by public transport to principal business locations such as Inchinnan, Glasgow Airport, Westway and Hillington. AMIDS is also an important centre to be linked by public transport. The Transport (Scotland) Act 2019 sets out new provisions which provide local authorities with greater opportunities to provide improved and new public transport services in their area. This includes through the implementation of Bus Service Improvement Partnerships (BSIPs), which facilitate the creation of a statutory partnership between relevant authorities (such as the Council) and operators; and new powers for local authorities to franchise local services and implement new local bus services. The latest NTS2 Delivery Plan, which covers the period 2023 to 2024 (Third Scottish Government Delivery Plan) references national schemes which would impact upon Renfrewshire. This includes the Fair Fares Review, which aims to support a sustainable and integrated approach to public transport fares. There are a number of commercial bus operators which operate in Renfrewshire. There are also organisations within the area that are responsible for the delivery of community transport and demand responsive transport services; demand responsive and community transport is particularly important for those where it is difficult to access public transport, including older people and people with disabilities. Whilst most areas of Renfrewshire are accessible via the bus network, there are some exceptions, particularly in rural areas. Taxis and private hire vehicles also have a role to play and are particularly useful for certain journeys where walking, wheeling, cycling or using public transport is difficult, for example late at night, for those that are unable to travel by such modes or where community transport may not operate. Access to these types of transport also help reduce the need to own a car.
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Renfrewshire Local Transport Strategy 2025-2035 66 PUBLIC The rail network in Renfrewshire consists of a line from Glasgow Central Station that terminates at Paisley Canal and a line to Paisley Gilmour Street which then splits into the Inverclyde line and the Largs / Ardrossan / Ayr line via Johnstone. An overview map is provided in section 3.3. Renfrewshire’s Plan for Net Zero highlights the role that community initiatives have in delivering more sustainable transport solutions, to help meet the net zero target by 2030. Such initiatives are diverse and wide ranging but incorporate the establishment (and thereafter delivery) of, for example, car clubs and bike hire schemes. The success of these community transport initiatives is reliant upon effective collaboration between Renfrewshire Council and local communities, businesses, partners and organisations. 11.2. Current Status Data captured in the Strathclyde Regional Bus Strategy Case for Change shows that bus use in the west of Scotland (which covers the SPT area and Dumfries and Galloway) has seen sustained reductions in recent years, with a downward trajectory of annual passenger journeys since 2008/2009. The Scottish Access to Bus Indicator is an analysis undertaken by the Scottish Government which gives an indication of the availability and frequency of bus services within each data zone across Scotland. Key results show that 30% of data zones in Renfrewshire are amongst the 20% least accessible of all data zones in Scotland. Data collected on rail station entries and exits by The Office of Rail and Road (ORR) shows that in the years preceding 2019, there had been a general trend of growth in the number of entries and exits at Renfrewshire’s rail stations. However, as a result of the COVID-19 pandemic, there was a large fall in rail passenger numbers, with numbers in 2020-21 79% lower than in 2017-18. Rail passenger numbers have shown a recovery since the pandemic, but the number of entries and exits from stations remains 34% lower in 2022-23 when compared to 2019-20. Results from the Scottish Household Survey (SHS) show that from 2017-2022 (excluding 2020), general satisfaction rates with public transport in Renfrewshire (either very or fairly satisfied) fell from 77% in 2017 to 49% in 2022. Levels of dissatisfaction (either fairly or very dissatisfied) have fluctuated over the years but were at their lowest point in 2021 at 12% and at their highest point of 23% in 2022.
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Renfrewshire Local Transport Strategy 2025-2035 67 PUBLIC The SHS also asks respondents to indicate whether they agree with the statement “fares are good value for money” for bus and trains; in 2021, 43% of respondents stated they agreed with the statement for bus, and 51% stated they agreed for trains. With regards to the statement “I feel personally safe and secure on the bus / train during the day”, 91% stated they agreed with this statement for bus, and 90% for train. Feelings of personal safety and security are lower during the evening for both bus and train, with 68% of bus users agreeing with the statement “I feel personally safe and secure on the bus during the evening” and 71% of rail users agreeing with the statement “I feel personally safe and secure on the train during the evening”. With regards to Car Clubs, one such club was established by LEAP over ten years ago and operates in limited areas across Renfrewshire. Bike hire is considered under the Active Travel chapter. 11.2.1. Mobility Hubs Mobility Hubs bring together shared transport with public transport and active travel into one space, thus helping to support multi-modal sustainable journeys. These are intended to support more travel by sustainable modes and to make it easier to access shared transport such as car clubs and bike hire. Mobility Hubs can differ in scale and scope and although there are currently no formally designated mobility hubs in Renfrewshire, the Council will seek opportunities for potential sites in the area. 11.2.2. Clyde Metro Clyde Metro aims to provide a step-change in the region's transport system. It is a fully integrated mass transit public transport system which could include a variety of modes and aims to: help tackle social exclusion; support regeneration and investment across the region; to provide high quality public transport links to key hubs and unserved or underserved areas; and encourage fewer car journeys and thus reduce greenhouse gas emissions. Renfrewshire Council commits to working with SPT, Glasgow City Council and other partners to support development of the Clyde Metro. As a key area of the wider Glasgow City Region, it is important to make sure that Renfrewshire and it’s major trip generators and attractors are strategically connected with the wider city region. This is to make sure
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Renfrewshire Local Transport Strategy 2025-2035 68 PUBLIC that critical assets such as Glasgow Airport, AMIDS, Braehead and Hillington, alongside major towns such as Paisley, Renfrew and Johnstone are considered during the CFI development process and beyond. 11.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to public transport and shared mobility in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Low frequency and unreliable bus and train services – particularly in the evenings and in rural areas Network gaps (bus and rail) add to public transport connectivity and access problems; including for example, to employment sites Lack of accessible taxis Lack of integration between different public transport modes and lack of integrated ticketing Limited community transport services across the Renfrewshire area Opportunities Support introduction of integrated ticketing across bus and train operators Support implementation of Clyde Metro to strengthen public transport across Renfrewshire Support potential for expansion of demand responsive and community transport, including to help address social isolation Support introduction of car club schemes – including those that are community operated
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Renfrewshire Local Transport Strategy 2025-2035 69 PUBLIC 11.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Public Transport and Shared Mobility policies have been developed for Renfrewshire Council to work towards, alongside actions. 11.4.1. Policies • Policy 1 (Public Transport and Shared Mobility) – Work with partners to support measures to increase patronage on the bus and rail networks, by making public transport more attractive to use through improvements to frequency, reliability, connectivity and affordability of fares. • Policy 2 (Public Transport and Shared Mobility) – Work with partners to provide an accessible, safe, sustainable and integrated public transport system that is seamless and improves the quality of experience for users, including through improvements to transport hub facilities, public transport infrastructure and ticketing. • Policy 3 (Public Transport and Shared Mobility) – Facilitate improved access to transport in Renfrewshire through support for the expansion of Community Transport and Demand Responsive Transport services. • Policy 4 (Public Transport and Shared Mobility) – Engaging with partners, support the roll-out of initiatives that improve the ability for Renfrewshire residents to access shared transport options, including car club schemes and bike hire initiatives. Linked to Policy 4, it is noted that opportunities for an on-demand mobility service which brings together a cross section of transport modes into one integrated application is captured under the Digital Technology chapter.
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Renfrewshire Local Transport Strategy 2025-2035 70 PUBLIC The table below demonstrates where there is alignment between policies and objectives. Table 5: Public Transport and Shared Mobility Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Public Transport and Shared Mobility) Policy 2 (Public Transport and Shared Mobility) Policy 3 (Public Transport and Shared Mobility) Policy 4 (Public Transport and Shared Mobility)
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Renfrewshire Local Transport Strategy 2025-2035 71 PUBLIC 11.4.2. Public Transport and Shared Mobility Actions Actions support the policies, and these have been developed in turn to support the Vision and Objectives of this LTS. The Public Transport and Shared Mobility Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Public Transport and Shared Mobility. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. It is noted that public transport is primarily operated by commercial operators within Renfrewshire, who have ultimate responsibility and control over the implementation of many improvement measures. However, through this LTS, the Council will collaborate with operators to make sure improvements, particularly in traffic management infrastructure, best meet the needs of public transport users and support the delivery of the Strategy. PS1: Working with partners; enhance facilities at transport hubs such as Paisley Gilmour Street Station to improve safety, security and dissemination of information for all users Delivery Partners: Renfrewshire Council, SPT, ScotRail Timescale: 0 to 5 years PS2: Working with SPT and operators; make buses, trains and taxis accessible and easier for all to use, including through reducing physical accessibility barriers and improving the accessibility of travel information Delivery Partners: Renfrewshire Council, SPT, Public Transport operators Timescale: 0 to 5 years PS3: Working with SPT and operators; support measures to improve integrated ticketing across public transport modes and operators, including exploration of a daily price cap Delivery Partners: Renfrewshire Council, SPT, Public Transport operators Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 72 PUBLIC PS4: Working with partners; explore opportunities to increase the frequency and improve reliability of bus services across Renfrewshire Delivery Partners: Renfrewshire Council, SPT, Bus operators Timescale: 5 to 10 years PS5: Working with Transport Scotland, ScotRail and Network Rail; improve accessibility at all rail stations, including ramp access on all platforms and between platforms (as applicable), including at Lochwinnoch station Delivery Partners: Renfrewshire Council, Network Rail, ScotRail Potential Funding Partners: Transport Scotland, SPT Timescale: 0 to 5 years PS6: Working with partners; explore opportunities to expand network coverage of bus services in rural areas of Renfrewshire and between areas of deprivation and employment such as AMIDS Delivery Partners: Renfrewshire Council, SPT, Bus operators Timescale: 0 to 5 years PS7: Renfrewshire Council to work with SPT, Glasgow City Council and other partners to support development of Clyde Metro, and Renfrewshire Council to continue advocating for options to provide a fixed link to Glasgow Airport and AMIDS Delivery Partners: Renfrewshire Council, SPT, Glasgow City Council, Other delivery partners as relevant Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 73 PUBLIC PS8: Working with partners in the short term; explore options to provide a direct and frequent public transport service from Paisley Gilmour Street Station to Glasgow Airport and AMIDS Delivery Partners: Renfrewshire Council, SPT, Bus operators, Glasgow Airport Timescale: 0 to 5 years PS9: Support development of the bus network through provision of bus priority lanes on key corridors and bus priority at signalised junctions including at: • Glasgow Road • Renfrew Road • Neilston Road Delivery Partners: Renfrewshire Council, Glasgow City Council, SPT Potential Funding Partners: Transport Scotland Timescale: 5 to 10 years PS10: Support provision of existing and new Community Transport and Demand Responsive Transport, with a focus on rural areas and access to health and providing transport that is fully accessible Delivery Partners: Renfrewshire Council, SPT, Community Transport and Demand Responsive Transport operators Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 74 PUBLIC PS11: Investigate the implementation of Community Bus Hubs, to enable community operated services to connect with commercial bus routes Delivery Partners: Renfrewshire Council, SPT Timescale: 0 to 5 years PS12: Working with SPT; continue to implement a programme of bus stop improvements, including to provide high kerb access at bus stops in town and village centres and in neighbourhood locations as appropriate Delivery Partners: Renfrewshire Council, SPT Timescale: 5 to 10 years PS13: Support SPT to establish local bus franchising within Renfrewshire and across the Strathclyde region Delivery Partners: Renfrewshire Council, SPT Timescale: 5 to 10 years PS14: Support measures to make public transport affordable for all, including through actions identified in Transport Scotland’s Fair Fares Review, where relevant Delivery Partners: Renfrewshire Council, SPT, Public Transport operators Potential Funding Partners: Transport Scotland Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 75 PUBLIC PS15: Support the expansion of car club schemes across Renfrewshire, including clubs with electric vehicles Delivery Partners: Renfrewshire Council, LEAP, Other car club providers Timescale: 5 to 10 years PS16: Work with partners to explore the potential for Mobility Hubs across Renfrewshire, with a focus on existing transport hubs and town centre locations such as Paisley Gilmour Street and Piazza Shopping Centre Delivery Partners: Renfrewshire Council, SPT, Other delivery partners as relevant Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 76 PUBLIC 12. Road Safety 12.1. Road Safety Overview The Council’s Road Safety Policy reflects the vision of Scotland’s Road Safety Framework to 2030. This Framework sets out a vision for Scotland to have the best road safety performance in the world and has a number of targets, including interim targets to 2030 for a 50% reduction in people killed or seriously injured, and a 60% reduction in children killed or seriously injured. The framework embeds the Safe System approach to road safety delivery as set out in the NTS2 Delivery Plan, which includes; safe road use, safe vehicles, safe speeds, safe roads and roadsides and post-crash response. The Council’s Road Safety Policy follows the Safe System and has key objectives to reduce the volume of traffic on the road network; reduce the speed of the traffic on the road network; and enhance the physical environment for those who wish to walk, wheel, cycle or use public transport. 12.2. Current Status Road Casualty Statistics data – which is data collected by Police Scotland on the number of people killed or seriously injured on Scotland’s roads – shows that the number of people seriously injured on roads within Renfrewshire decreased from 81 people to 54 people from 2012-2016 to 2018-2022. The number of people killed on roads in Renfrewshire during the same period decreased slightly from five people to three people. (Reported Road Casualty Statistics 2022)
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Renfrewshire Local Transport Strategy 2025-2035 77 PUBLIC Although there is an overall trend of the number of road accidents decreasing, there is more work to be done to achieve the target set out in the Road Safety Framework of zero serious injuries or fatalities by 2050. There are currently over 70 School Crossing Patrols in place across Renfrewshire, helping to support safe travel to school. The Junior Road Safety Officer programme is also in place in Renfrewshire and promotes road safety by encouraging pupils to raise awareness of road safety issues at their primary school. Renfrewshire schools have: • 275 Junior Road Safety Officers across 23 schools in Renfrewshire • SafeKids event run by Youth Services • Road Safety Awareness Programme Figure 12: Road Casualty Statistics in Renfrewshire (5 Year Moving Average)
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Renfrewshire Local Transport Strategy 2025-2035 78 PUBLIC 12.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to road safety in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems High traffic speeds, particularly in rural areas and outside schools Road maintenance challenges – potential safety concerns associated with potholes Congested roads outside schools cause safety concerns Most survey respondents stated that they agree or somewhat agree that speeding traffic is an issue Opportunities Introduction of safety measures such as traffic calming at schools Expand initiatives such as Transport Scotland’s Junior Road Safety Officers scheme Implement speed limit reductions (including 20mph zones)
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Renfrewshire Local Transport Strategy 2025-2035 79 PUBLIC 12.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Road Safety policies have been developed for Renfrewshire Council to work towards, alongside actions. 12.4.1. Policies • Policy 1 (Road Safety) – Apply the principles of the Council’s Road Safety Policy to create a road network that is safe for all users. • Policy 2 (Road Safety) – Continue to work towards Scottish Government’s road casualty reduction targets of 50% fewer people killed and seriously injured; and 60% fewer children (aged under 16) killed or seriously injured by 2030 (against a 2014/2018 baseline) and Vision Zero serious injuries or fatalities by 2050. • Policy 3 (Road Safety) – Work with partners, including Police Scotland and Transport Scotland, to identify and implement road safety initiatives on the Renfrewshire road network. • Policy 4 (Road Safety) – Work with schools across Renfrewshire to promote road safety in school environments. The table below demonstrates where there is alignment between policies and objectives.
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Renfrewshire Local Transport Strategy 2025-2035 80 PUBLIC Table 6: Road Safety Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Road Safety) Policy 2 (Road Safety) Policy 3 (Road Safety) Policy 4 (Road Safety) 12.4.2. Road Safety Actions Actions support the policies, and these have been developed to support the Vision and Objectives of this LTS. The Road Safety Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Road Safety. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. RS1: Work with Transport Scotland to introduce 20 mph speed limits on urban residential streets Delivery Partners: Renfrewshire Council Potential Funding Partners: Transport Scotland Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 81 PUBLIC RS2: Implement measures to reduce congestion outside school gates, including consideration of short-term parking restrictions and work with schools and local communities to develop measures Delivery Partners: Renfrewshire Council, School Communities Timescale: 0 to 5 years RS3: Implement traffic calming measures and other road safety interventions on local roads, where considered appropriate, following assessment as defined by Renfrewshire's Road Safety Policy Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years RS4: Partner with Police Scotland on priorities for enforcement and improve collaboration on road safety matters Delivery Partners: Renfrewshire Council, Transport Scotland, Police Scotland Timescale: 5 to 10 years RS5: Seek collaboration with secondary schools to promote road safety Delivery Partners: Renfrewshire Council, School Communities Timescale: 5 to 10 years RS6: Undertake Annual Accident Assessments to identify locations for targeted road safety improvements Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 82 PUBLIC 13. Parking 13.1. Parking Overview The Council’s Parking Strategy covers the period 2023 to 2028 and sets out the parking management arrangements and enforcement model for the Council area. Prior to publication, Renfrewshire’s parking arrangements had been in place since 2010, when parking offences were decriminalised, and parking management largely centred around the control of parking in and around Paisley Town Centre. Ongoing parking issues exist across Renfrewshire, and so the new strategy was developed to address parking concerns raised by residents, business and stakeholders. The Actions identified in this LTS document build upon the Workstreams in the Parking Strategy. 13.2. Current Status Decriminalised Parking Enforcement has been in place in Renfrewshire since 2010; this allows the Council to manage its own parking restrictions, including the issuing of Penalty Charge Notices (PCNs). One hour free parking is available at all charged parking locations in Paisley town centre. This was introduced, with a revised long stay tariff, to balance the needs of business and shoppers with the Council’s wider efforts to encourage more travel by sustainable modes such as walking, wheeling, cycling, bus and rail, where possible. Recently, provision set out in the 2019 Transport (Scotland) Act gave powers to local authorities to enforce the national pavement parking ban. This came into effect in Renfrewshire in April 2025, subject to limited exemptions allowed by local traffic orders. Statistics related to parking in Renfrewshire are set out below. • There are over 2,000 controlled parking spaces in car parks across Renfrewshire and around 1,600 on-street, plus over 1,000 residential disabled parking bays. • There are 148 Electric Vehicle charging devices within Renfrewshire (as of April 2024). • There are 49 Council-owned car parks across the local authority area. • There are approximately 650,000 parking transactions that take place in Paisley town centre on an annual basis, split between on-street and off-street parking.
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Renfrewshire Local Transport Strategy 2025-2035 83 PUBLIC It is noted that parking spaces are a necessity in some circumstances, including for disabled users and those with mobility issues. With regards to parking charges: • These generally apply Monday to Saturday (Monday to Friday in Zones 3 and 4). • All the car parks and on-street parking spaces in Paisley offer up to 1 hour free parking, except the long stay spaces outside the Royal Alexandra Hospital in Zone 4. • Parking is free on Sundays in Council car parks and in on-street parking spaces, unless there are restrictions clearly marked. Details of Renfrewshire Council’s Parking Places can be viewed on the Council’s website. Renfrewshire Council does not manage car parks at rail stations. The number of car park spaces at rail stations is presented below. This demonstrates that there are a number of stations that do not have car parking facilities. It also shows the low number of Electric Vehicle parking spaces at stations. This data is up to date as of summer 2024 and was obtained from information provided on the National Rail website. Table 7: Summary of Car Parking at Rail Stations in Renfrewshire Station Parking Free Parking? Owner Number of Parking Spaces Number of disabled parking spaces Number of Electric Vehicle parking spaces Bishopton Yes Yes Scotrail 284 24 0 Hawkhead Yes Yes Scotrail 40 2 0 Howwood Yes Yes Scotrail 30 2 0 Johnstone Yes Yes Scotrail 423 13 2 Langbank No N/A N/A N/A N/A N/A Lochwinnoch Yes Yes Scotrail 17 1 0 Milliken Park No N/A N/A N/A N/A N/A Paisley Canal No N/A N/A N/A N/A N/A Paisley Gilmour Street Yes No Scotrail 75 2 0 Paisley St James No N/A N/A N/A N/A N/A
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Renfrewshire Local Transport Strategy 2025-2035 84 PUBLIC 13.3. Parking Strategy Feedback The Parking Strategy has been reviewed as part of the LTS development. This found that parking of vehicles affects many aspects of daily life for Renfrewshire’s residents, businesses, and visitors. The Parking Strategy identified concerns by members of the public and stakeholders around a lack of enforcement and poorly maintained infrastructure which are tackled with actions in its Workstream 1. 13.4. What You Said – LTS The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to parking in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Pavement parking ban may lead to more parked cars on the carriageway, impeding live traffic Lack of capacity for parking at rail stations such as Milliken Park and Johnstone can lead to over-spill parking in surrounding areas A lack of electric vehicle charging points deters those without space at their own home from buying electric vehicles Car parking in village centres such as Bridge of Weir and Kilbarchan can often exceed capacity Opportunities Increase the number of accessible Electric Vehicle charging points Parking charges to continue to be balanced with economic regeneration and the needs of local businesses Provide more shared Park and Ride/ mobility hub sites to encourage increased travel by bus and rail
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Renfrewshire Local Transport Strategy 2025-2035 85 PUBLIC 13.5. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Parking policies have been developed for Renfrewshire Council to work towards, alongside actions. Policy 1 below refers to supporting Transport Scotland’s targets for reducing car kilometres. It is noted that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer term target for reducing car use will be developed. 13.5.1. Policies • Policy 1 (Parking) – Continue to implement Renfrewshire Council’s Parking Strategy (2023-2028), to support Transport Scotland’s targets for reducing car kilometres and thereby carbon emissions, and to support the economic growth and vitality of town and village centres. • Policy 2 (Parking) - In line with the Sustainable Travel Hierarchy, support parking measures which encourage sustainable travel.
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Renfrewshire Local Transport Strategy 2025-2035 86 PUBLIC The table below demonstrates where there is alignment between policies and objectives. Table 8: Parking Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Parking) Policy 2 (Parking) 13.5.2. Parking Actions Actions support the policies and these in turn have been developed to support the Vision and Objectives of this LTS. The Parking Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Parking. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. P1: Explore options to manage parking capacity issues, including at Johnstone Rail Station, and the need for Park and Ride / mobility hub provision where there is currently none, including at Milliken Park Rail Station, and to serve towns and villages which do not have their own railway station Delivery Partners: Renfrewshire Council, SPT, ScotRail, Network Rail Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 87 PUBLIC P2: Support the private sector expansion of the publicly available electric vehicle charging network Delivery Partners: Renfrewshire Council, Private sector Timescale: 5 to 10 years P3: Increase the number of disabled parking spaces in proximity to major trip attractors Delivery Partners: Renfrewshire Council Timescale: 0 to 5 years P4: Implement pavement parking exemptions and enforce the national pavement parking ban, including the offences of double parking and parking across pedestrian dropped kerbs Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years P5: Investigate the potential for a workplace parking license and / or local road user charging to be implemented in Renfrewshire Delivery Partners: Renfrewshire Council Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years
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Renfrewshire Local Transport Strategy 2025-2035 88 PUBLIC 14. Road Network and Freight 14.1. Road Network and Freight Overview Renfrewshire has a road network that includes motorways, A roads and B roads. Major roads within the area include the M8, which begins in Renfrewshire before heading east, and is the main motorway connecting Glasgow and Edinburgh, and the M898 / A898, which connects the M8 to the Erskine Bridge. ‘A’ roads in Renfrewshire include the A737 and the A8T (West Ferry to Inverclyde). These roads – and the M8, M898 and A898 – form part of the trunk road network, which is maintained by Transport Scotland. An overview map is provided in section 3.3. The remaining public roads in Renfrewshire are managed and maintained by Renfrewshire Council. For the financial year 2024 / 2025, the Council budget included a typical annual figure of £5m investment in the Council’s road network. Safe and sustainable transportation of freight and goods is essential for the economic wellbeing of Renfrewshire. Freight is transported around Renfrewshire by road, rail and water. Transporting goods by road can have a large impact on the structural integrity of roads and bridges and can shorten the lifespan of these assets, with an associated impact on maintenance costs. Freight transport can also have a big impact on town centres if left unregulated. Deliveries during peak periods can cause congestion and make town centres less attractive to shoppers and visitors. King George V Dock in Renfrew receives regular deliveries of abnormally large loads which set off by road to destinations all over Scotland and require specialist oversight while on Renfrewshire’s road network. 14.2. Current Status It is estimated that there was an increase (1.5%) in kilometres travelled on roads within Renfrewshire between 2011 and 2021. In comparison, the change in traffic kilometres travelled across Scotland between 2011 and 2021 was less than 1% (Scottish Transport Statistics 2022). Overall, across Renfrewshire in 2019, 1,624 million vehicle kilometres (Scottish Transport Statistics 2020) were driven. This decreased slightly in 2022 to 1,610 million vehicle kilometres (Scottish Transport Statistics 2023).
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Renfrewshire Local Transport Strategy 2025-2035 89 PUBLIC Car / Van (driver or passenger) is the most common method of travel to work, with 71% of people travelling by these modes according to 2022 Census data, demonstrating high usage of the road network. With regards to the condition of roads maintained by the Council, 28% were categorised as red or amber; this is lower than the Scotland wide proportion of 33% (Scottish Transport Statistics 2023). Red indicates that the road has deteriorated to the point at which it is likely repairs to prolong its future life should be undertaken, and amber indicates further investigation should be undertaken to establish if treatment is required. NTS2 sets out that in 2018, total freight (excluding pipeline and rail) carried in Scotland was approximately 214 million tonnes, with road freight making up the largest proportion (69%). The number of goods vehicle trips, if left unchecked, was forecast to increase by 44% between 2014 and 2037, which would negatively impact on journey times and peak period delays. Increases in the number of goods vehicle trips would also impact upon the environment. NTS2 also sets out that in 2017, HGV emissions were 3.5% higher than in 2016 and 5.2% above the 1990 baseline figure. LGV emissions were 6.5% more than in 2016 and 95.6% higher than the 1990 baseline figure, the highest increase of all road transport. The increase in emissions from light goods vehicles reflects increasing vehicle kilometres. In Renfrewshire, HGV emissions between 2016 and 2019 grew by 3.4% before COVID-19 caused a drop. However, emissions in 2021 were back to around 2016 levels. LGV emissions between 2016 and 2019 dropped by 7.8%. However, by 2021 they had risen back up to 6.4% higher than the 2016 figure. Renfrewshire Council’s Local Development Plan (2021) identifies three strategic freight hubs: • Glasgow Airport • Linwood, Burnbrae • Hillington, Deanside 14.2.1. Journey Times and Cordon Counts Journey time surveys are undertaken on eight routes across Renfrewshire every two years. A comparison has been undertaken of 2019 and 2021 journey times, which shows these decreased across all routes. Examples from two routes are presented:
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Renfrewshire Local Transport Strategy 2025-2035 90 PUBLIC The route between Paisley and Glasgow Airport recorded journey time reductions of 30% for the morning peak (8am to 9am) and 42% for the evening peak (5pm to 6pm) The route between Renfrew and Paisley recorded a 13% reduction in journey times in the morning peak and a 17% reduction in the evening peak The Council also undertakes surveys to collect traffic count data. These are available for 19 sites between 2018 and 2022. The counts are broadly located at Paisley, Renfrew and Erskine, with individual counts also undertaken in Bridge of Weir and Elderslie. A sample of findings are presented. 21% decrease in traffic counts at Inchinnan Road (Paisley) between 2018 and 2022 23% increase in traffic counts at B775 Gleniffer Road (Paisley) between 2018 and 2022 27% decrease in traffic counts at A726 Barnsford Road (Erskine) between 2018 and 2022 18% decrease in traffic counts at A8 Inchinnan Road (Renfrew) between 2018 and 2022 It is noted that changes in travel behaviour following the COVID-19 pandemic may have impacted upon the journey time and cordon count results.
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Renfrewshire Local Transport Strategy 2025-2035 91 PUBLIC 14.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to road network and freight in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Road maintenance challenges – potential safety concerns associated with potholes Opportunities Encouraging developers to consider rail as an alternative to road for moving freight was ranked number one the most often in the LTS survey, when respondents were asked how important actions related to the movement of freight were 14.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Road Network and Freight policies have been developed for Renfrewshire Council to work towards, alongside actions. 14.4.1. Policies • Policy 1 (Road Network and Freight) – Prioritise making better use of the existing road network above infrastructure improvements, but where new road infrastructure is required, this will be introduced through developer contributions to support economic growth and development opportunities, facilitate the efficient movement of people and goods and reduce congestion.
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Renfrewshire Local Transport Strategy 2025-2035 92 PUBLIC • Policy 2 (Road Network and Freight) – Support improvements in freight transport facilities to facilitate a sustainable, efficient, resilient and reliable freight transport network. The table below demonstrates where there is alignment between policies and objectives. Table 9: Road Network and Freight Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Road Network and Freight) Policy 2 (Road Network and Freight) 14.4.2. Road Network and Freight Actions Actions support the policies and these in turn have been developed to support the Vision and Objectives of this LTS. The Road Network and Freight Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Road Network and Freight. Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities.
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Renfrewshire Local Transport Strategy 2025-2035 93 PUBLIC RNF1: Renfrewshire Council to explore the feasibility of road improvements, including: • Alignment / junction improvements at Arkleston Road staggered junction • Seedhill Road / Hawkhead Road mini-roundabout • Strengthening Penilee Road Railbridge Delivery Partners: Renfrewshire Council, Network Rail Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years RNF2: Renfrewshire Council to progress with the construction of new road links, including at AMIDS South link road from Inchinnan Road to Renfrew Road and Harbour Road Delivery Partners: Renfrewshire Council Potential Funding Partners: Transport Scotland Timescale: 0 to 5 years RNF3: Undertake an assessment of the road safety and environmental effects of HGV routeing through Renfrewshire’s urban road network Delivery Partners: Renfrewshire Council, Freight Operators, Stakeholders Timescale: 10 years+ RNF4: Encourage developers to consider rail as an alternative to road for moving freight, including considering the feasibility of allowing loads heavier than the maximum gross weight for heavy goods vehicles to use the Burnbrae Drive approach to Elderslie Railhead Delivery Partners: Renfrewshire Council, Transport Scotland, Network Rail, Freight Operators Timescale: 10 years+
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Renfrewshire Local Transport Strategy 2025-2035 94 PUBLIC 15. Environment 15.1. Environment Overview Each of the Council’s climate change-related policies and documents aim to contribute to the overarching end goal of ending Renfrewshire’s contribution to climate change within a generation; this includes Renfrewshire’s Plan for Net Zero; Air Quality Action Plan; Local Heat and Energy Efficiency Strategy and Delivery Plan; Community Climate Fund; and Climate Change Action Fund. The first phase of Renfrewshire’s Plan for Net Zero sets out how the area will work towards net zero by 2030. The Plan draws on independent research which shows that transport is responsible for 34% of the area’s emissions. To reach the target of becoming net zero by 2030, the Council introduced the Ren Zero campaign which looks to take a collaborative approach with communities, businesses, partners and organisations working together to make the required changes. The Plan for Net Zero developed five key themes and actions: • Clean energy: minimising energy demand, maximising energy efficiency and sustainable energy generation, alleviating fuel poverty, increasing energy security and resilience; • Sustainable transport: maximising active travel opportunities, increase public transport patronage alongside a reduction in car miles, enable modal shift to Ultra Low Emission Vehicles (ULEVs), alleviate transport poverty and facilitate local carbon offsetting to make every trip in the Renfrewshire area net zero carbon; • Circular economy: reducing waste at source, maximising reuse, repair and recovery, development of sustainable waste management, supporting communities to reduce waste and offsetting disposal with local offsetting of associated emissions to compensate; • Connected communities: a comprehensive and ongoing engagement, with particular focus on supporting community initiatives and partnership working, as well as the development of socio-economic impact benefits, whilst focusing on children and young people and providing support and advice; and
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Renfrewshire Local Transport Strategy 2025-2035 95 PUBLIC • Resilient place: ensuring resilience, protecting, restoring and enhancing existing habitats and species. This would be carried out alongside initiatives to help nature locally, as well as improving air quality and sequestration. An updated Renfrewshire Air Quality Action Plan was published in 2019. The Plan set out measures the Council were to take forward to help improve air quality throughout Renfrewshire. Priorities included tackling emissions caused by congestion, promoting low emission transport and encouraging active travel alternatives. 15.2. Current Status Air Quality Management Areas (AQMAs) are defined areas where the air quality does not meet Government objectives and must therefore be subject to additional actions to ensure improvement to air quality. As of late-2024, Renfrewshire had three AQMAs: Paisley town centre, Johnstone High Street and Renfrew town centre. However, Scottish Government and SEPA, on the basis of monitoring data from 2023 confirming there continue to be no air quality exceedances in Renfrewshire, approved a report in November 2024 to revoke all three of Renfrewshire’s Air Quality Management Areas i.e. Paisley town centre, Johnstone High Street and Renfrew town centre. A Revocation Report and associated AQMA Revocation Orders have since been approved by Renfrewshire Council’s Infrastructure, Land and Environment Policy Board in March 2025. As such, there are no longer any AQMAs within Renfrewshire Council, with the council meeting all air quality objectives. The Scottish Government recommends that where AQMAs are no longer required that local authorities prepare an Air Quality Strategy to replace the Air Quality Action Plan (which has served its purpose), with some of the measures from the action plan being carried forward into the strategy. The Council is currently developing this Air Quality Strategy which will be presented to the Policy Board for approval, prior to publication. To support the preparation of this LTS, a Strategic Environmental Assessment (SEA) was undertaken to set out the identification, reporting and mitigation of potential environmental impacts associated with the LTS within the Renfrewshire area. A summary of key baseline indicators from the SEA are outlined below:
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Renfrewshire Local Transport Strategy 2025-2035 96 PUBLIC Biodiversity, Flora and Fauna, and Geodiversity: Within Renfrewshire, there is one Ramsar site (a wetland site designated of international importance), three Special Protection Areas, eleven sites of Special Scientific Interest, three Local Nature Reserves, one Geological Conservation Review Site and three Country Parks. Climatic Factors: Expectations of warmer, wetter winters and hotter, drier summers with more extreme events, for example increased risk of flooding. Changes to the climate could damage transportation infrastructure, affect reliability of transportation systems and likely increase the cost of transportation. Air Quality and Noise Pollution: Renfrewshire had three AQMAs, which were revoked in March 2025 following approval of a Revocation Report and associated AQMA Revocation Orders by Renfrewshire Council’s Infrastructure, Land Environment Policy Board. The main source of noise pollution within the Renfrewshire area is from Glasgow Airport and the strategic road network – predominantly the A737 and M8. Soil and Water Resources: Water resources located within Renfrewshire include a network of main rivers, lochs, lakes, streams, dams, and drainage ditches. Cultural Heritage: the Historic Environment Scotland (HES) search tool identified 603 heritage assets in Renfrewshire. HES identified 568 listed buildings, 34 scheduled monuments and one garden and designed landscape. There are also eight conservation areas within Renfrewshire and 28 Buildings at Risk. Landscape: The Renfrewshire Local Development Plan Landscape Assessments Main Issues Report (2011) identifies seven Regional Landscape Character Types in Renfrewshire. Additionally, there are no Local Landscape Areas in Renfrewshire, but there is one Wild Land Area. Material Assets: Renfrewshire’s geology has extensive volcanic rock formations from the Lower Carboniferous period and significant coalfields north of the volcanic area, extending from Houston to the eastern local authority border near Rutherglen. Renfrewshire Council continues to decarbonise its vehicle fleet. A pool of electric cars and vans is used exclusively for site visits and council duties and trials of four out of 24 waste trucks are being undertaken to assess the benefit of biofuel powered engines.
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Renfrewshire Local Transport Strategy 2025-2035 97 PUBLIC 15.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to environment in Renfrewshire, and identification of potential actions. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Idling cars outside schools Limited progress to address the large contribution transport makes towards carbon emissions A limited active travel network prevents modal shift, which has a negative impact on transport emissions Opportunities Reduce the number of vehicles in congested town centres Actions can be taken to protect transport infrastructure against extreme weather conditions caused by climate change 15.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Environmental policies have been developed for Renfrewshire Council to work towards, alongside actions.
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Renfrewshire Local Transport Strategy 2025-2035 98 PUBLIC 15.4.1. Policies • Policy 1 (Environment) – Support measures to create a healthier and greener environment, including to support priorities and actions captured in our Plan for Net Zero. • Policy 2 (Environment) – Adapt the transport network to be resilient in response to climate change. The table below demonstrates where there is alignment between policies and objectives. Table 10: Environment Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Environment) Policy 2 (Environment) 15.4.2. Environment Actions Actions support the policies, and these have been developed to support the Vision and Objectives of this LTS. The Environment Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Environment. Business-as-usual measures are captured under Chapter 7 and include elements such as biodiversity schemes, flood management and measures related to street lighting. These do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities.
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Renfrewshire Local Transport Strategy 2025-2035 99 PUBLIC ENV1: Continue to monitor air quality at existing automatic monitoring stations within Paisley, Johnstone and Renfrew Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years ENV2: Expand the decarbonisation of Renfrewshire Council’s vehicle fleet Delivery Partners: Renfrewshire Council Timescale: 5 to 10 years ENV3: Design and implement climate change adaptation and resilience measures to strengthen and protect the transport network from weather related events Delivery Partners: Renfrewshire Council; Transport Scotland; Network Rail; ScotRail Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 100 PUBLIC 16. Digital Technology 16.1. Digital Technology Overview Digital innovation and technology can have a large impact on transport, as they can impact the frequency at which people travel and decisions to travel at all. The Council’s Digital Strategy sets out a digital vision and references a SMART place plan, which embraces innovation and technology to secure economic and environmental advantages. An important element of the Strategy relates to improving access for residents to services; through enabling access to digital public services, tackling digital inequality and creating the opportunity for active citizenship. This captures one of the benefits outlined in the strategy, to provide better access to information and data. As part of Scotland’s Full Fibre Charter, Renfrewshire has rolled-out fibre digital infrastructure to all the council buildings in its towns and villages. This infrastructure enables broadband and 5G services to connect homes and businesses, as well as schools, hospitals and GP surgeries to the most up-to-date and reliable internet service technology. The opportunity was also taken to connect the Council’s Urban Traffic Control signal junctions to their hosted control centre via the fibre network. Other technologies can also be used to support transport, including through the provision of Real Time Passenger Information (RTPI), which provides live public transport timetable information at bus stops. Measures to support public transport ticketing are captured under the Public Transport and Shared Mobility chapter (Chapter 11) and Electric Vehicle charging infrastructure is captured under the Parking chapter (Chapter 13). Technology is constantly evolving and the Council will adapt and utilise technological innovations to support transport where practicable to do so. 16.2. Current Status Renfrewshire Council and SPT work together to implement RTPI at bus stops. SPT supports the continued the roll-out of RTPI across Renfrewshire and the Council works closely with SPT to achieve this. A total of around 50 RTPI displays have been installed at bus stops- on major bus corridors across the Renfrewshire Council area since 2018. Through a remote hosting agreement, the Council has upgraded and expanded its urban traffic control system. Replacements and upgrades have been carried out to 66 signal-
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Renfrewshire Local Transport Strategy 2025-2035 101 PUBLIC controlled junction sites across Renfrewshire. This new system uses on-street detectors to optimise the flow of traffic at signalised junctions to reduce delays to drivers. Furthermore, the system supports real-time adaptive control at 30 junctions, with the potential for the introduction of bus priority signalling in future. • As outlined above, the roll-out of Full Fibre communications infrastructure is complete, with the result that 98% of premises within Renfrewshire have access to broadband. • 82% of premises within Renfrewshire have access to full fibre broadband; and • All Council owned buildings have access to full fibre broadband. 16.3. What You Said The public and stakeholders were engaged with to inform development of this LTS, including identification of problems and opportunities related to Digital Technology in Renfrewshire, and identification of potential options. This helped to inform the development of actions for a ten-year period. The following points provide examples of what was raised. Problems Lack of Real Time Passenger Information outside of urban areas Difficulties accessing information (for example where people are unable to use apps) Concerns related to reliability of buses (which may be impacted by congestion at traffic lights) Opportunities Provide further Real Time Passenger Information at bus stops and in town centres Technology to be used to provide integrated travel within the same mode and with other modes of travel
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Renfrewshire Local Transport Strategy 2025-2035 102 PUBLIC 16.4. Policies and Actions Consideration has been given to the problems and opportunities identified through discussions with stakeholders and members of the public, as well as consideration of national, regional and local policies when developing policies and actions for this LTS, and how strongly these help to address the objectives of this strategy. With this in mind, Digital Technology policies have been developed for Renfrewshire Council to work towards, alongside actions. 16.4.1. Policies • Policy 1 (Digital Technology) – Work with partners to explore digital and technological innovations to reduce the need to travel, or where travel is required, support more sustainable travel and the efficient movement of people and goods. The table below demonstrates where there is alignment between policies and objectives. Table 11: Digital Technology Policy Alignment with LTS Objectives Policy Objective 1 Fair access to sustainable modes Objective 2 Reduce transport emissions Objective 3 Increase everyday sustainable travel trips Objective 4 Improve transport connections Objective 5 Improve transport safety Objective 6 Maintain transport network Policy 1 (Digital Technology) 16.4.2. Digital Technology Actions Actions support the policies and these in turn have been developed to support the Vision and Objectives of this LTS. The Digital Technology Actions are set out below, alongside a high-level indication of costs and timescales, and a summary of delivery partners. This forms the Delivery Plan for Digital Technology.
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Renfrewshire Local Transport Strategy 2025-2035 103 PUBLIC Business-as-usual measures are captured under Chapter 7; these do not form part of the Action Plan. However, some business-as-usual activities support some of the actions identified. The actions below are in addition to business-as-usual activities. DT1: Working with SPT through wider processes, including Clyde Metro and Strathclyde Regional Bus Strategy, consider opportunities to support the development and delivery of improved integrated journey planning app(s) that includes booking and payment functions Delivery Partners: Renfrewshire Council, SPT Timescale: 5 to 10 years DT2: Working with SPT; continue implementation of the remaining elements of a programme to provide Real Time Passenger Information at bus stops on the busiest corridors and village centre locations across Renfrewshire Delivery Partners: Renfrewshire Council; SPT Timescale: 5 to 10 years DT3: Undertake a study to expand the UTC traffic signal network across Renfrewshire, expanding adaptive control and bus priority at signalised junctions on bus routes, where identified as necessary Delivery Partners: Renfrewshire Council, SPT Timescale: 0 to 5 years DT4: Work with partners to add connections to the existing fibre network as and when new council building development dictates, to continue to improve digital connectivity across Renfrewshire and thus reduce the need to travel Delivery Partners: Renfrewshire Council; Digital delivery partners Timescale: 5 to 10 years
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Renfrewshire Local Transport Strategy 2025-2035 104 PUBLIC 17. Monitoring and Evaluation 17.1. Introduction To effectively monitor the success of the LTS against its objectives, determining indicators ahead of the strategy’s implementation is critical to make sure the correct data is collected, targets are measurable, and progress can be monitored on an ongoing basis. Indicators are assigned to LTS objectives and can be derived from existing data sources to generate efficiencies and to support consistency across the period of the strategy. Indicators developed take cognisance of the NTS2 Monitoring and Evaluation Framework indicators and those contained within the Active Travel Framework where applicable. Additional bespoke indicators can also be established where relevant to this LTS. Indicators are presented in this chapter. Progress against objectives contained within the LTS will be monitored at appropriate intervals to determine whether actions are on track to be achieved. A final review towards the end of the ten-year period will determine to what extent actions have been achieved, lessons learnt from their implementation, and whether actions should be carried forward into future LTSs. 17.2. Data Sources The data sources used in the Monitoring and Evaluation framework are listed below: • Scottish Household Survey (2022) • Scotland Census 2022 • Scottish Transport Statistics (2023) • Scottish Access to Bus Indicator (2019) • Scottish Index of Multiple Deprivation – Geographic Access To Services Indicators (2018) • Air Quality in Scotland Annual Statistic Reports (2023) • ChargePlace Scotland Monthly Charge Point Performance (July 2024) • Sustrans Hands Up Survey (2023) • National Monitoring Framework – All Mode Traffic Surveys (May 2024) • Office of Rail and Road, Estimates of Station Usage (2022-23)
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Renfrewshire Local Transport Strategy 2025-2035 105 PUBLIC • Office for National Statistics, UK Small Area Gross Value Added (GVA) Estimates (2022) • Business Register and Employment Survey (2022) • Department for Transport Road Traffic Statistics • Living Cost and Food Survey • Cycling Scotland • Driver and Vehicle Licensing Agency (DVLA) • Renfrewshire Council Internal Datasets A source commonly used for several indicators is the Scottish Household Survey (SHS). This is an annual survey, where respondents answer questions based on all journeys made on the previous day through a travel diary. Across Scotland the sample size is typically around 10,000 households, with Renfrewshire having 270 household responses in 2022. The size of the Renfrewshire sub-sample means certain disaggregation of the SHS, including by personal characteristics and some journey characteristics, is not possible. Noting the limitations of the SHS, alternative data sources could include the Scotland Census as those outputs become available. With regards to other sources, Sustrans collects and publishes the annual Hands Up Survey of school pupils which asks what mode of transport pupils use to travel to school.
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Renfrewshire Local Transport Strategy 2025-2035 106 PUBLIC 17.3. Indicators This section summarises potential indicators for each objective, alongside the indicator source and a baseline of data. This information will be used to inform monitoring and evaluation in future years. Table 12: Objective Indicators Objective Indicator Source Baseline Objective 1: Support fair and equitable access to sustainable modes of transport in Renfrewshire, that is integrated and easy to use for all Bus Accessibility Scottish Access to Bus Indicator Proportion of Renfrewshire data zones in top 50% in Scotland for access to bus (2019): Over 60% (Weekday: 67%, Weekend: 68%) Access to Bicycle Scottish Household Survey (Table LA8) Households with access to one or more bicycles (2022): 38% Proximity to Infrastructure Renfrewshire Council Proportion of population within 800m of a cycle facility in 2023 Cycle Parking and Storage Renfrewshire Council Number of cycle parking facilities in Renfrewshire in 2023 Transport Expenditure Living Cost and Food Survey Proportion of households spending more than 10% of income on transport (2021): 79% Perception of Public Transport Affordability Scottish Household Survey (Table LA14) Percentage agreeing to the statement “the fares are good value” for bus and train (2021): bus: 43%, rail: 51% Bikeability Training Cycling Scotland Proportion of Renfrewshire Schools offering Bikeability Scotland Level 2 training: 84% Social Inclusion Scottish Household Survey (Table 2.39) Proportion of Renfrewshire residents experiencing loneliness (some or most of the time) (2018): 18% Objective 2: Support the continued reduction in harmful transport NO2 Exceedances Renfrewshire Council Concentration exceedances at Monitoring Points (2020): Zero PM10 Exceedances Renfrewshire Council Concentration exceedances at Monitoring Points (2020): Zero
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Renfrewshire Local Transport Strategy 2025-2035 107 PUBLIC Objective Indicator Source Baseline emissions across Renfrewshire Number of Electric Vehicle Charging Points Renfrewshire Council data Number of Electric Vehicle Charge Points in Renfrewshire (April 2024): 148 Ultra Low Emission Vehicle Registrations Department for Transport (available via the RTS CfC) Registration of ULEVs (Q3 2020): 5,020 Number of new Petrol / Diesel vehicles in the Council’s fleet Renfrewshire Council Number of newly registered petrol or diesel vehicles in Council’s fleet in 2023: 19 Objective 3: Increase the proportion of trips undertaken by walking, wheeling and cycling and public transport for everyday journeys Proportion of Journeys Under 2 Miles by walking Scottish Household Survey (Table LA21) Walking % (2022): 48% Proportion of Journeys Under 5 Miles by cycle Scottish Household Survey (Table LA22) Cycling % (2022): <1% Travel to Work Mode Share 2022 Census Car / Van Drive travel to work % (2022): 71% Public Transport (bus and rail) travel to work % (2022): 13% Walking travel to work % (2022): 7% Cycling travel to work% (2022): 1% Travel to School Mode Share Sustrans Hands Up Survey Walking % (2023 – All School Type excluding nursery): 44% Cycling/Scooter/Skate % (2023 – All School Type excluding nursery): 7% Driven % (2023 – All School Type excluding nursery): 19% Number of cyclists and pedestrians Cycling Scotland Open Data Hub Annual daily average of counts from working counters across Renfrewshire (Cycling Scotland website shows there are nine counters)
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Renfrewshire Local Transport Strategy 2025-2035 108 PUBLIC Objective Indicator Source Baseline Car Kilometres Scottish Transport Statistics Table 5.4 1,643 million vehicle km on Renfrewshire roads (2019) Frequency of Driving Scottish Household Survey (Table LA5) % of people driving everyday (2022): 29% Frequency of Walking Scottish Household Survey (Table LA9) % of adults walking as transport one or more days per week (2021): 61% Frequency of Using Public Transport Scottish Household Survey (Table LA11) % of adults who use local bus services at least once a week (2022): 22% % of adults who use rail services at least once a week (2022): 14% Cordon Counts (24-hour average total flow) Renfrewshire Council Paisley Cordon: A741 Renfrew Road (2022): 29,992 Paisley Cordon: A761 Ferguslie (2022): 28,238 Renfrew Cordon: A8 Glasgow Road (2022): 19,717 Erskine Cordon: A726 Southbar Road (2022): 16,454 Rail Patronage Office of Rail and Road, Estimates of Station Usage (Table 1410) 4,862,320 total entries and exits at Renfrewshire stations in 2022- 23 Objective 4: Improve transport connections within Renfrewshire and to neighbouring local authorities to support GVA per head Office for National Statistics, Regional Gross Value Added (GVA) GVA per head of Inverclyde, East Renfrewshire and Renfrewshire (2022): £20,555 Number of jobs Business Register and Employment Number of part time and full- time employees in Renfrewshire (2022): 84,000
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Renfrewshire Local Transport Strategy 2025-2035 109 PUBLIC Objective Indicator Source Baseline inclusive economic growth Survey: Open Access Employment levels 2022 Census Proportion of Renfrewshire residents economically active in employment: 73.8% (2023/24) Average Journey Times Routes monitored are: Paisley to Glasgow International Airport, Erskine to Motorway (M8), Renfrew to Paisley, Bridge of Weir to Red Smiddy Roundabout (A8), Paisley to A8, A8/M8 Junction 31 to Glasgow, Bridge of Weir to Glasgow, Johnstone to RAH Paisley Renfrewshire Council Average AM and PM peak journey times across eight monitored routes (2021). Journey times for the AM and PM peak periods are presented below: • Paisley to Glasgow International Airport: 7 mins 54 secs and 8 mins 12 secs; • Erskine to the Motorway (M8 Junction 29): 8 mins 57 secs and 10 mins 1 sec; • Renfrew to Paisley: 18 mins 31 secs and 18 mins 6 secs; • Bridge of Weir to Red Smiddy Roundabout (A8): 8 mins 55 secs and 8 mins 57 secs; • Paisley to the A8 (Glasgow): 16 mins 4 secs and 16 mins 58 secs; • A8 (M8 Junction 31) to Glasgow: 35 mins 19 secs and 36 mins 33 secs; • Bridge of Weir to Glasgow 56 mins 29 secs and 58 mins 53 secs; • Johnstone to Royal Alexandra Hospital (Paisley): 11 mins 36 secs and 12 mins 25 secs. Objective 5: Improve the safety of Renfrewshire's transport network through meeting Road Safety Transport Scotland Reported Road Casualty Statistics Number of People Killed in Road Traffic Collisions (2014- 2018 Annual Average): Four Number of People Seriously Injured in Road Traffic Collisions (2014-2018 Annual Average): 75
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Renfrewshire Local Transport Strategy 2025-2035 110 PUBLIC Objective Indicator Source Baseline Scottish Government casualty reduction targets Number of Children (0-15) Killed in Road Traffic Collisions (2014- 2018 Annual Average): 0.2 Number of Children (0-15) Seriously Injured in Road Traffic Collisions (2014-2018): Eight Number of 20mph Zones Renfrewshire Council Number of 20mph Zones in Renfrewshire: One (Dargavel) Perception of Personal Safety on Public Transport Scottish Household Survey (Table LA14) Percentage agreeing to the statement “I feel personally safe and secure on the bus/train during the day” (2021): Bus: 91%, Train: 90% Percentage agreeing to the statement “I feel personally safe and secure on the bus/train during the evening” (2021): Bus: 68%, Train: 71% Objective 6: Provide a secure, resilient and well- maintained transport network that meets the needs of users Active Travel Infrastructure Delivered Renfrewshire Council Active travel infrastructure delivered between 2017 and 2023 (kms): 18km Lighting columns Renfrewshire Council Proportion of active travel network with streetlights (2023): 28% Road Condition Scottish Transport Statistics Table 4.6a Proportion of local authority roads categorised as red or amber, indicating repairs are required (2023): 28% The successful delivery of the LTS will also require close engagement with communities across Renfrewshire to understand their needs and to develop measures that are tailored to them. This can be achieved through bespoke data collection conducted by Renfrewshire Council including surveys, focus groups and consultation with stakeholders, including established groups within the area such as Fairer Renfrewshire. This will allow the Council to gauge how successfully it is achieving the LTS objectives through listening to people’s perceptions of transport and access across Renfrewshire.
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Renfrewshire Local Transport Strategy 2025-2035 111 PUBLIC 18. Interdependencies, Funding and Priorities 18.1. Interdependencies There are several factors which influence the extent to which Renfrewshire Council is able to successfully implement actions captured in this LTS. This includes the following: • Funding availability; • Alignment of the LTS with national, regional and local strategies / policies; • Strong working relationships with delivery partners; • Outcomes of public consultation and stakeholder engagement; and • The outcomes of transport-related appraisals and other studies. The Action Plans presented in Chapters 9 to 16 set out the likely delivery partners an action is considered to align with. Whilst each of the identified actions have an important role to play in helping the Council to achieve the Vision, Priorities and Objectives identified, it is noted that actions cannot necessarily be delivered quickly, as indicated by the timescales provided in Chapters 9 to 16; also noting the factors above which will impact upon their delivery. It is also highlighted that many of the actions require close working with at least one delivery partner such as (but not limited to) SPT, Transport Scotland, Sustrans, Cycling Scotland, bus and rail operators and Police Scotland. Delivery of actions is therefore dependent on support from relevant partners. The Council is currently working within financial constraints, and this has the potential to have a significant impact on which actions can be progressed. Additional financial support from partners will therefore be required to successfully implement measures. Some actions will require further work to understand their impact, including their feasibility from an operational and technical perspective and costs associated with actions. The outcomes of this additional work, which will sit outside of the LTS, will inform which actions are delivered. 18.2. Funding Renfrewshire Council and services operated within the local authority area receive funding from the UK Government and Scottish Government, Council Tax, and a range of sources,
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Renfrewshire Local Transport Strategy 2025-2035 112 PUBLIC including: SPT; other Government-supported organisations such as Sustrans, Cycling Scotland; and through developer contributions. Funding is often stipulated for specific purposes, or, in some cases, can only be spent on specific projects, for example if the Council has applied for funding to support a specific scheme. It is noted that funding amounts for future years is not guaranteed and is generally determined on a year-by-year basis. Renfrewshire Council has received City Deal Funding, which has been used to support the Clyde Waterfront and Renfrew Riverside Project; and Glasgow Airport Investment Area. City Deal Funding is now discontinued. The Council’s budget consists of capital and revenue streams. Capital relates to what is spent on physical infrastructure and assets, for example to construct a new path, and Revenue is the day-to-day running costs to provide services and includes maintenance of the transport network. Approximately 80% of the Council’s funding comes from the Scottish Government and 20% is raised through Council Tax. For the financial year 2025 / 2026, the Council budget has been set at £571,512,000. Included within this is a £90m investment in the Council’s transport network over a ten- year period. The Council is currently working under financial constraints, which will directly impact which actions identified in this LTS will be possible to take forward. 18.3. Priorities Renfrewshire Council’s priorities for implementation relate primarily to measures and initiatives which promote safety, those which are required to maintain the existing transport network to at least its present standard, and those that promote sustainable transport and contribute to reducing emissions. The Council will seek, wherever possible, to make best use of existing infrastructure and encourage travel and access by sustainable means, in line with the Sustainable Travel Hierarchy and the Sustainable Investment Hierarchy.
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Renfrewshire Local Transport Strategy 2025-2035 113 PUBLIC Environment, Housing and Infrastructure Renfrewshire Council Renfrewshire House Cotton Street Paisley PA1 1BR
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1 PUBLIC Travel Renfrewshire 2035 Renfrewshire Council Local Transport Strategy 2025-2035 Integrated Impact Assessment (IIA)
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 2 PUBLIC Table of Contents 1. Introduction ....................................................................................... 3 2. Legislation and Policy Review............................................................ 7 3. Summary of LTS ............................................................................... 15 4. Evidence Review .............................................................................. 19 5. Key Issues and Evidence .................................................................. 35 6. Consultation .................................................................................... 42 7. Assessment of Impacts .................................................................... 46 8. Conclusions and Recommendations .............................................. 75 Appendix A Evaluation of LTS Actions ........................................................ 79
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 3 PUBLIC 1. Introduction 1.1. Purpose AECOM has been commissioned by Renfrewshire Council (‘the Council’) to provide an Integrated Impact Assessment (IIA) of the Renfrewshire Local Transport Strategy (LTS). The IIA will combine an Equality Impact Assessment (EqIA), Child Rights and Wellbeing Impact Assessment (CRWIA), Fairer Scotland Duty Impact Assessment (FSDA) and Health Inequalities Impact Assessment (HIIA). An IIA is a systematic assessment of the effects of plans, policies or proposals on groups with protected characteristics as defined by the Equality Act 2010, including children and young people, as well as socio-economically disadvantaged groups. The purpose of this IIA is to consider how the Renfrewshire LTS contributes to the realisation of equality effects on the local community and visitors to the area affected by the strategy. This IIA will combine the four impact assessments to support the Council to fulfil its equality duties in relation to the Public Sector Equality Duty (PSED), Fairer Scotland Duty and UN Conventions on the Rights of the Child Act. As a public sector organisation, the Council has a duty under the Equality Act 2010 and the associated PSED to have due regard to the need to prevent unlawful discrimination (direct and indirect) and to advance equality of opportunity and foster good relations between those with a protected characteristic and all others in the implementation of the Local Transport Strategy (LTS). Protected characteristics are defined under the Equality Act 2010 as age, disability, gender reassignment, pregnancy and maternity, race, religion or belief, sex, sexual orientation and marriage/civil partnership. An EqIA is often used by public sector organisations to demonstrate how this duty has been discharged. EqIAs are undertaken to help meet the PSED and to make sure disadvantaged groups are not further disadvantaged by Council policy and strategy (see Renfrewshire Council website). The Council also has a duty under the United Nations Conventions on the Rights of the Child (Scotland) Act (2024) to complete a CRWIA to ensure that the LTS actions are compatible with the rights set out in the UN Convention on the Rights of the Child. In addition, under the Fairer Scotland Duty, there is a legal responsibility for the Council to consider how they can reduce inequalities of outcome caused by socio-economic disadvantage which is demonstrated by the completion of the FSDA.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 4 PUBLIC A HIIA is not explicitly required by law, however the PSED mandates that public bodies asses the impacts of proposed policies which often includes health inequalities. Therefore, it is good practice to include an HIIA. This IIA provides consideration of potential direct and indirect impacts (both adverse and beneficial) associated with the LTS actions. The approach draws on evidence from secondary data sources as well as feedback from consultation and engagement processes and information from design and assessment work undertaken for the project. 1.2. Context The previous Renfrewshire LTS was published in 2007 and later refreshed in February 2017. Since then, there have been significant updates to the policy context, including the publication of the second National Transport Strategy in 2020 and the publication of the Strathclyde Partnership for Transport’s (STP) updated Regional Transport Strategy in 2024. Both documents reflect a shift in policy at the national level, in particular to address climate change. In 2019, the Scottish Government declared a Climate Emergency, and as such, there is an expectation that any interventions or measures take cognisance of the potential impact on tackling climate change. The new LTS will set the future direction of transport and travel within Renfrewshire across a ten-year period up to 2035. It will develop a Vision, Priorities and Objectives and will set out an Action Plan in which to achieve these. In line with the recently published Local Transport Strategy Guidance from Transport Scotland, in developing an LTS, local authorities may wish to refer to the principles of Scottish Transport Appraisal Guidance (STAG). The development of the LTS follows STAG principles, which includes: transport related problems and opportunities identification informed by a review of transport and socio-economic data to set the wider context and provide background information on the study area; an extensive round of stakeholder engagement and public consultation to further inform problems and opportunities, as well as to identify potential options; development of a Vision, Priorities and Objectives; and ultimately development of an Action Plan. Following STAG principles helps to make sure that a robust process has been followed and that meaningful actions which address the needs of the area are identified.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 5 PUBLIC 1.3. Renfrewshire Local Transport Strategy The most recent Renfrewshire LTS was refreshed in 2017 and set out a vision to help improve people’s health and travel to their destination within a set timetable using all modes, including walking, cycling, public transport or car for essential trips. It also set out an aim to allow businesses to operate effectively and efficiently, creating prosperity and job opportunities; attract visitors to enjoy the tourism and leisure facilities and to achieve this without compromising the future environment. The previous LTS set out five key objectives to be delivered through actions within the strategy: • Regenerate the local economy wherever possible; • Extend opportunities for all by: o Combating poverty and promoting equality including supporting behaviour change; o Encouraging healthier lifestyles; o Encouraging a choice of transport options; o Improving access for all, including the mobility impaired. • Ensure a healthy and sustainable environment; • Improve community safety and security, both real and perceived and increase connectivity between settlement and services; • Encourage integration of services and an integrated approach by public bodies whilst achieving best value. This IIA assesses the Renfrewshire Council LTS which covers the period 2025 to 2035. Chapter 3 ‘Summary of LTS’ provides further detail on the LTS objectives and actions. 1.4. Report Structure Following on from this introduction section, the remainder of the report is structured as follows: • Chapter 2: Policy and Legislation Review – providing context through review of relevant policy and legislation associated with equalities and transport; • Chapter 3: Summary of LTS – an overview of the LTS, including Vision, Priorities, Objectives and Actions being considered;
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 6 PUBLIC • Chapter 4: Evidence Review– using secondary data sources such as Census 2022 data to form a population baseline and wider literature to consider the key evidence and issues related to protected characteristic groups and transport; • Chapter 5: Key Issues and Evidence – an overview of the key issues and evidence around children and young people (CRWIA), other protected characteristic groups (EqIA), socio-economic disadvantaged groups (FSDA) and health (HIIA). • Chapter 6: Consultation – a summary of consultation undertaken to date and feedback received by the Council; • Chapter 7: Assessment of Impacts – an appraisal of impacts and equality effects of the LTS Actions using the evidence gathered. • Chapter 8: Conclusions and Recommendations - conclusion of equality impacts and the Council’s due regard to the PSED. This section also contains continued actions recommended for enhancing positive equality impacts and minimising potential negative impacts based on available evidence to date.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 7 PUBLIC 2. Legislation and Policy Review 2.1. Legislation 2.1.1. Equality Act 2010 and the Public Sector Equality Duty (PSED) The Equality Act 2010 legally protects people from discrimination both in the workplace and in wider society. It ensures that individuals with the following nine protected characteristics are not indirectly or directly discriminated against: • Age: This refers to persons defined by either a particular age or a range of ages; • Disability: A person with a disability is someone who has a physical or mental impairment (lasting more than a year) that has a substantial adverse effect on their ability to carry out normal day-to-day activities; • Gender Reassignment: This refers to a person who is proposing to undergo, is undergoing, or has undergone a process for the purpose of reassigning their gender identity; • Marriage and Civil Partnership: Marriage can be between a man and a woman or between two people of the same sex. Civil partners must not be treated less favourably than married couples; • Pregnancy and Maternity: Pregnancy is the condition of being pregnant and expecting a baby. Maternity refers to the period after the birth. In the non-work context, protection against maternity discrimination is for 26 weeks after giving birth; • Race: Under the Equality Act 2010 race includes colour, nationality (including citizenship) and ethnic or national origins; • Religion or Belief: Religion means any religion and a reference to religion includes a reference to a lack of religion. Belief means any religious or philosophical belief and a reference to belief includes a reference to a lack of belief; • Sex: This refers to a man or to a woman, or to a group of people of the same sex; and, • Sexual Orientation: this means a person's sexual orientation towards persons of the same sex, persons of the opposite sex, or persons of either sex. Section 149 of the Act sets out the PSED. Those subject to the PSED must, in the exercise of their functions, have due regard to the need to:
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 8 PUBLIC • Eliminate discrimination, harassment, victimisation and any other conduct that is prohibited by or under this Act; • Advance equality of opportunity between persons who share a relevant protected characteristic and persons who do not share it; and • Foster good relations between persons who share a relevant protected characteristic and persons who do not share it. The three aims of the duty apply to all protected characteristics provided for in section 149(7). Although marriage and civil partnership is a protected characteristic under the Equality Act, it is not covered by the PSED and is therefore not considered as part of this appraisal. The Equality Act 2010 explains that having due regard to the second aim involves: • Removing or minimising disadvantages affecting people due to their protected characteristics; • Taking steps to meet the needs of people with certain protected characteristics where these are different from the needs of other people; and • Encouraging people with certain protected characteristics to participate in public life or in other activities where their participation is disproportionately low. The PSED requires public bodies to take proactive measures to address inequality and help contribute to the government’s commitment to tackle disadvantage and discrimination, advance equality of opportunity and encourage good relations between all people. 2.1.2. Fairer Scotland Duty (2010) Part 1 of the Equality Act 2010, the ‘Fairer Scotland Duty’, places a legal responsibility on the relevant authorities to actively consider how they can reduce inequalities of outcome caused by socio-economic disadvantage. When making decisions of a strategic nature about how to exercise its functions, Renfrewshire Council must have due regard to the desirability of exercising them in a way that is designed to reduce the inequalities of outcome which result from socio-economic disadvantage. This differs from the PSED under Section 149 of the Equality Act which considers only reducing inequalities of opportunity.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 9 PUBLIC Public bodies may wish to publish a written assessment under the Fairer Scotland Duty, demonstrating how they have considered inequalities of outcome when making any major strategic decision. ‘The Fairer Scotland Duty - Guidance for Public Bodies’ identifies a need to consider both ‘communities of place’ and ‘communities of interest’ in terms of people who share an experience and are particularly impacted by socio-economic disadvantage. 2.1.3. Children and Young People (Scotland) Act (2014) In Section 1 of the Children and Young People (Scotland) Act (2014), Scottish Ministers have committed to keep under consideration whether there are any steps they could take which would further effect in Scotland the United Nations Convention on the Rights of the Child (UNCRC) requirements. Completion of the CRWIA feeds into this consideration and review process. The ‘wellbeing of children and young people’ is defined at section 96(2) of the 2014 Act. The general principles of the Act (as identified by UNICEF 2019) are: • Non-discrimination; • Best interest of the child; • Right to survival and life development; and • Right to be heard. The UNCRC considers a child as any human being below 18 years old, unless majority is attained earlier under the law applicable to the child. As per the UN General Assembly on the Convention on the Rights of the Child, in Scotland, a minor is a person under the age of 18 in most circumstances. Part 9 of the Children and Young People (Scotland) Act on corporate parenting is relevant to certain public bodies, including Renfrewshire Council. Through corporate parenting, duties were introduced for the relevant public bodies to support certain children and young people. The responsibilities of every corporate parent are: a. to be alert to matters which, or which might, adversely affect the wellbeing of children and young people to whom this Part applies; b. to assess the needs of those children and young people for services and support it provides; c. to promote the interests of those children and young people;
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 10 PUBLIC d. to seek to provide those children and young people with opportunities to participate in activities designed to promote their wellbeing; e. to take such action as it considers appropriate to help those children and young people: i. to access opportunities, it provides in pursuance of paragraph (d); and ii. to make use of services, and access support, which it provides; and f. to take such other action as it considers appropriate for the purposes of improving the way in which it exercises its functions in relation to those children and young people. 2.1.4. United Nations Convention on the Rights of the Child (Scotland) Act (2024) The United Nations Convention on the Rights of the Child (Scotland) Act (2024) Act builds upon the Children and Young People Act by incorporating the rights and obligations established by the UN Convention on the Rights of the Child (UNCRC) into Scots law. This ensures that public authorities act in a way which is compatible with the rights set out in UNCRC. The Act also mandates the creation of a Children’s Rights Scheme to outline how the Government will give effect to the rights and obligations under the UNCRC and provides for judicial remedies for children and their representatives to bring proceedings in court if public authorities fail to comply with the requirements under the UNCRC. The Act also requires public authorities to conduct a child rights and wellbeing impact assessment to report their compliance with the UNCRC. It also includes provisions for guidance to be issued on its implementation. 2.2. National Policy There is a range of national policy which is relevant to the development of the Renfrewshire LTS, which is summarised within the LTS document. This section outlines policies which contain provisions directly relevant to the IIA. The Main Issues report provides further details of wider national policy.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 11 PUBLIC 2.2.1. Best start, Bright Futures: Tackling Child Poverty Delivery Plan 2022 to 2026 (2022) Best Start, Bright Futures was published by Scottish Government in 2022, outlining the strategy to tackle child poverty in Scotland. The role of transport is underlined throughout the document, pointing towards the importance of affordability, and providing connections to essential services, employment centres and schools. For example, the document outlined that a community bus fund is planned, aimed at improving public transport availability, as well as expanding the concessionary fares offer to deliver free bus travel for all children and young people under the age of 22 (the latter has since been implemented). The Delivery Plan notes that a review of Demand Responsive Transport options will be undertaken to establish how they can help low-income families. 2.2.2. The National Walking Strategy Action Plan (2016-2026) The National Walking Strategy was one of the first of its kind to be introduced across the world. The Strategy has been included in this section due to the potential mental wellbeing and physical health impacts for protected characteristic groups. It outlines a vision for Scotland ‘where everyone benefits from walking as part of their everyday journeys, enjoys walking in the outdoors and where places are well designed to encourage walking’. The document sits within a wider strategy context of the National Performance Framework, with walking a key component on aiding the delivery of outcomes within the framework. The aims of the strategy are: to create a culture of walking where everyone walks more often as part of everyday travel and for recreation and wellbeing, and secondly, to achieve better quality walking environments with attractive, well designed and managed built and natural spaces and places for everyone. In order for everyone to be able to walk and enjoy local walking environments, they must be accessible for all. 2.2.3. Local Transport Strategy Guidance (2024) In 2024 Transport Scotland published their guidance for Local Transport Strategies. The guidance aims to support local authorities in creating transport strategies for their area. The Guidance refers to a target to reduce car kilometres by 20% by 2030 against a 2019 baseline (this target is in the process of being reviewed as of April 2025, pending receipt of
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 12 PUBLIC advice from experts at the Climate Change Committee, expected in Spring 2025), with reduction of overall car use seen as essential to meeting Scotland’s statutory emission targets. Reducing the dominance of private cars also aims to address existing inequalities, as those on low incomes, women, people with a disability, and people of non-white Scottish or British ethnicities are less likely to have access to or use a car, while negative effects of car use – air and noise pollution, road danger, community severance and congestion - fall disproportionately on those groups. 2.3. Regional and Local Policy Regional and local policy relevant to the IIA is set out below. The Main Issues Report sets out further details of wider regional and local policy. 2.3.1. The Regional Transport Strategy for the West of Scotland (2023) In July 2023, Strathclyde Partnership for Transport (SPT) published its Regional Transport Strategy (RTS) covering the period 2023 to 2038. The RTS sets a vision for the West of Scotland to be “an attractive, resilient and well-connected place with active, liveable communities and accessible, vibrant centres facilitated by high quality, sustainable and low carbon transport shaped by the needs of all.” The Strategy supports and follows the principles of the Sustainable Travel Hierarchy and aims to tackle key issues in the region: active living, access for all, quality of public transport, transport emissions, and regional connectivity. The RTS outlines policies in order to achieve the following objectives: • To improve accessibility, affordability, availability and safety of the transport system, ensuring everyone can get to town centres, jobs, education, healthcare and other everyday needs; • To reduce carbon emissions and other harmful pollutants from transport in the region; • To enable everyone to walk, cycle or wheel and for these to be the most popular choices for short, everyday journeys; • To make public transport a desirable and convenient travel choice for everyone; and
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 13 PUBLIC • To improve regional and inter-regional connections to key economic centres and strategic transport hubs for passenger and freight. • In addition, the RTS establishes targets that are aligned with the national climate change targets, setting out the transformational change in behaviours that are required to achieve the Strategy’s vision: • By 2030, car kilometres in the region will be reduced by at least 20%; • By 2030, transport emissions will be reduced by at least 53% from the 2019 baseline; and • By 2030, at least 45% of all journeys will be made by means other than private car as the main mode. 2.3.2. Renfrewshire’s Local Development Plan (2021) The Local Development Plan spatial strategy focuses on placemaking and development within existing built-up areas and key redevelopment sites, aiming to facilitate sustainable development and a low carbon economy providing high quality new development in the right locations. The policies and proposals outlined within the plan aim to provide a balance between the need to protect and enhance the environment in Renfrewshire as well as promoting development activity, new investment and sustainable and inclusive economic growth. The key areas of relevance in the current LDP for the IIA include the focus on inclusive growth, green infrastructure and positive contribution to safe environments, sustainable transport and urban development. Renfrewshire Council is in the process of preparing an updated Local Development Plan (LDP3), which will set out the long term vision for the area up to 2037 and beyond. This will reflect updated policies, including those captured in National Planning Framework 4. The aim is to deliver a place-based, people-centred and delivery focused plan for Renfrewshire which will set out an ambitious vision for the areas places, and the LDP will sit alongside and be influenced by community-led Local Place Plans and a Regional Spatial Strategy (RSS) for the Glasgow city region. The LDP will also support connections to new developments.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 14 PUBLIC 2.3.3. Renfrewshire Community Plan (2017-2027) The Community Plan outlines the vision for a community that aims to have people ‘working together to make Renfrewshire a fairer, more inclusive place where all our people, communities and businesses thrive’. The four key themes to help achieve this aim are acknowledged by the Plan and are highlighted below: • Thriving: Maximising economic growth, which is inclusive and sustainable • Well: Supporting the wellness and resilience of our citizens and communities • Fair: Addressing the inequalities which limit life chances • Safe: Protecting vulnerable people, and working together to manage the risk of harm
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 15 PUBLIC 3. Summary of Local Transport Strategy The Renfrewshire LTS has been developed following identification of problems and opportunities and identification of potential options, which in part were informed by public and stakeholder consultation. This chapter summarises the Vision, Priorities, Objectives and actions of the LTS. 3.1. Vision The Vision Statement for the Renfrewshire LTS is as follows: ‘Renfrewshire to be an attractive place to live, work and visit, with walking, wheeling and cycling and public transport opportunities that are inclusive, affordable, integrated and safe to use; and a transport system which supports net zero targets, inclusive economic growth and the health and wellbeing of all’. The Vision Statement has been informed by the wider policy context in particular the National Transport Strategy 2 and the Regional Transport Strategy, both of which place a strong emphasis on addressing the climate emergency and in supporting sustainable economic growth, the health and wellbeing of the local population and equality, safety and security for all. It was also developed with consideration for the Council’s Plan for Net Zero which commits to maximise sustainable transport opportunities and delivering inclusive, affordable transport systems. 3.2. Priorities The Vision Statement is supported by a set of priorities informed by the same factors as the Vision Statement: • Equality and Accessibility • Net Zero Emissions • Inclusive Economic Growth • Safety and Security • Resilience and Maintenance
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 16 PUBLIC 3.3. Local Transport Strategy Objectives The objectives take cognisance of SMART principles so they can be monitored and evaluated against future years (Specific, Measurable, Achievable, Relevant, Time-bound). The objectives also balance the need to be both aspirational whilst realistic and attainable. The objectives are as follows: • TPO1: Support fair and equitable access to sustainable modes of transport in Renfrewshire, that is integrated and easy to use for all • TPO2: Support the continued reduction in harmful transport emissions across Renfrewshire • TPO3: Increase the proportion of trips undertaken by walking, wheeling and cycling and public transport for everyday journeys • TPO4: Improve transport connections within Renfrewshire and to neighbouring local authorities to support inclusive economic growth • TPO5: Improve the safety of Renfrewshire's transport network through meeting Scottish Government casualty reduction targets • TPO6: Provide a secure, resilient and well-maintained transport network that meets the needs of users 3.4. Local Transport Strategy Actions Following the development of the Vision, Priorities and Objectives, options were generated and a short list of options developed. An appraisal was undertaken of the short-list, scoring each option against the objectives, STAG criteria and deliverability criteria in qualitative terms. Options retained following the appraisal form the Action Plans. The full list of actions is available in Appendix A. The actions forming the LTS have been grouped into eight themes as set out below. It is noted that many of the actions will require working with partners to allow delivery and are subject to funding availability.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 17 PUBLIC Table 3-1: Overview of LTS Themes LTS theme Description Active Travel The actions included within this theme focus on active travel, including: extending cycle networks, improving safety across active travel infrastructure (including lighting), access to hire bikes, secure cycle parking and public charging stations for e-bikes, improving signage and wayfinding, improving maintenance of the active travel network, exploring mobility hubs as part of wider measures and cycle training. Behaviour Change The actions included within this theme focus on Behaviour Change initiatives, including: initiatives within schools and with employers to encourage mode shift, Bikeability training 1 and 2 to primary school children, adult cycle training, travel plans for employers (including Renfrewshire Council) and increased support for applying for concessionary travel cards. Public Transport and Shared Mobility The actions under Public Transport and Shared Mobility include integrated ticketing to support affordability of public transport and working with partners to improve frequency and reliability of bus services. There is also a focus on improving physical accessibility of stops, stations and transportation. In addition, actions include improved links to Glasgow Airport, AMIDS and other strategic locations, bus priority measures, bus stop improvements, consideration of the potential for mobility hubs and support to establish local bus franchising. This theme also considers community transport and demand responsive transport, particularly for rural areas. Road safety Actions on road safety include reducing speed limits and introducing traffic calming measures, particularly around urban residential areas and schools. Actions also include targeted measures to reduce causalities and to improve road safety by partnering with Police Scotland. Parking This theme includes actions to examine the need for expansion of park and ride / mobility hub sites where there are capacity issues and provide provision where there currently is none. There are also actions to support private sector expansion of publicly available electric vehicle charging network, to increase the number of disabled parking spaces in proximity
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 18 PUBLIC to trip attractors, implementation of pavement parking exemptions and to investigate the potential for a workplace parking license. Road Network and Freight Road Network and Freight actions include actions to progress with construction of targeted new road links and to explore the feasibility of targeted road improvements, to undertake an assessment of the road safety and environmental effects of HGV routeing through Renfrewshire’s urban road network and to encourage developers to consider rail as an alternative to road for moving freight. Environment Environment actions include a continuation of monitoring air quality in the Council area, expanding decarbonisation of the Council’s vehicle fleet and implementing climate change adaptation and resilience measures. Digital Technology Digital Technology actions include those related to supporting an integrated journey planning app, provision of Real Time Passenger Information at targeted bus stops, undertaking a study to expand the Urban Traffic Control network and measures to support the fibre network.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 19 PUBLIC 4. Evidence Review 4.1. Introduction A baseline profile of the population living in Renfrewshire is necessary to enable an assessment of the potential impacts the LTS may have on groups with protected characteristics as well as those experiencing socio-economic disadvantage. This chapter outlines the social and equalities baseline relevant to the LTS. This includes analysis of data and datasets from the National Records of Scotland (NRS) including mid- year population estimates as well as the results of Scottish Surveys Core Questions (SSCQ), Scottish Index of Multiple Deprivation and Census 2001, 2011 and 2022 data where appropriate. The most recently available data is presented at two geographical levels: Renfrewshire and Scotland. 4.2. Population Baseline 4.2.1. Population According to the 2022 Scottish Census, the population of Renfrewshire is 183,874. Between 2001 and 2022, the population has grown by 6.4% which is slightly lower than the national figure (+7.4% growth). The population projection between 2018 and 2028, predicts overall population growth of 2.5%, compared to a projection of 1.8% for Scotland as a whole (National Records for Scotland). In 2022, Renfrewshire had the 9th highest population out of all 32 council areas in Scotland and by 2028 Renfrewshire is predicted to have the 10th highest population.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 20 PUBLIC Table 4-1: Population for Renfrewshire and Scotland (2001 Census, 2011 Census, 2022 Census) Year Renfrewshire Scotland 2001 172,867 5,062,011 2011 174,908 5,295,403 2022 183,874 5,436,600 Percentage Change (2001- 2022) +6.4% +7.4% The data zone within Renfrewshire with the largest population increase was Rural North and Langbank, where there was a 138% increase in population between 2017 and 2021 (likely owing to Dargavel development in Bishopton being built in this period). This is the biggest population increase of any data zone in Renfrewshire during this period. Paisely North 01 data zone also recorded a large population growth in this period (70%) while Paisley Ferguslie data zones 06 and 07 recorded the biggest decrease in population between 2017 and 2021 of -13% and -14% respectively. 4.2.2. Urban / Rural Geography The Scottish Government’s Urban Rural classifications provide a consistent way of distinguishing urban, rural, accessible and remote areas across Scotland in six categories based on population and accessibility. Based on this, 84% of Renfrewshire’s population live in an urban area (‘Large Urban Area’ or ‘Other Urban area’), including Paisley, Johnstone and Renfrew. ‘Accessible small towns’ such as Bridge of Weir comprise 9% of the population; and ‘Accessible rural areas’ such as Lochwinnoch comprise 8% of the population.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 21 PUBLIC Figure 4-1: Renfrewshire population urban rural classifications (Scottish Government 2020) 4.3. Protected Characteristic Groups 4.3.1. Age The age breakdown for 2011 and 2022 is similar across both geographies, as shown in table 4-2 below. In 2022, 16.1% of the Renfrewshire population were aged between 0-15 compared to 16.4% in Scotland, while 19.5% of the Renfrewshire population were over the age of 65 compared to 20% nationally. Renfrewshire and Scotland have an ageing population with those over the age of 65 forming a larger proportion of the population in 2022 compared to 2011. Table 4-2: Age breakdown (%) by geographical area (2011 Census and 2022 Census) Age range (years) 2011 2022 Renfrewshire (%) Scotland (%) Renfrewshire (%) Scotland (%) 0-15 17.6 17.3 16.1 16.4 16-64 65.5 65.9 64.4 63.6 65 and over 16.9 16.8 19.5 20.0
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 22 PUBLIC 4.3.2. Sex There is a slightly higher proportion of females across both geographies (51.7% female in Renfrewshire compared to 51.1% in Scotland). Table 4-3: Sex breakdown (%) by geographical areas (2022 Census) Sex Renfrewshire (%) Scotland (%) Female 51.7 51.4 Male 48.3 48.6 4.3.3. Disability Table 4-4 shows that in Renfrewshire, 24.7% of the population have a disability or long- term health condition that limits daily activities. This compares to 24.1% in Scotland as a whole. Of these, 11.7% of the Renfrewshire population have a disability or health conditions that limits daily activities ‘a lot’, which is slightly higher than the national figure (10.8%). Table 4-4: Disability or long-term health condition breakdown (%) by geographical area (2022 Census) 4.3.4. Race The largest ethnic group in Renfrewshire is White Scottish, forming 85.6% of the population (compared with 77.7% in Scotland as a whole). The largest minority ethnic group is ‘African Other’ forming 1.1% of the population which is similar to the figure for Scotland (1%). Overall, a slightly smaller proportion of the Renfrewshire population represent non-White groups (5.5%) compared to Scotland as a whole (6.1%). Disability Renfrewshire (%) Scotland (%) Day-to-day activities limited a lot 11.7 10.8 Day-to-day activities limited a little 13.0 13.3 Day-to-day activities not limited 75.2 75.9
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 23 PUBLIC Table 4-5: Ethnic group breakdown (%) by geographical area (2022 Census) Ethnic group Renfrewshire (%) Scotland (%) White Scottish 85.6 77.7 Other British 4.8 9.4 Irish 1.0 1.0 Gypsy or Traveller <0.1 0.1 Polish 1.3 1.7 Other 1.8 3.0 Mixed or Multiple Ethnic Groups Mixed or Multiple Ethnic Groups 0.9 1.7 Asian, Asian Scottish or Asian British Indian, Indian Scottish/British 0.9 1.0 Pakistani, Pakistani Scottish/British 0.9 1.3 Bangladeshi, Bangladeshi Scottish/British <0.0 0.1 Chinese, Chinese Scottish/British 0.4 0.9 Other Asian 0.4 0.6 African African, African Scottish/British 0.1 0.1 Other African 1.1 1.0 Caribbean or Black Caribbean, Caribbean Scottish/British <0.1 <0.1
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 24 PUBLIC Ethnic group Renfrewshire (%) Scotland (%) Black, Black Scottish/British <0.1 <0.1 Other Ethnic Groups Arab, Arab Scottish/British 0.3 0.4 Other 0.3 0.5 4.3.5. Religion or Belief The largest religious group in Renfrewshire is Church of Scotland, forming 20.8% of the population, followed by Roman Catholic, forming 19.1% of the population. Nationally, 20.4% of the population report Church of Scotland as their religion whilst 13.3% report Roman Catholic. The largest minority religious group is Muslim, comprising 1.4% of the Renfrewshire population. This is lower than the figure for Scotland as a whole (2.2%). The second largest religious group is Sikh, representing 0.5% of the Renfrewshire population, which is slightly higher than the national figure (0.2%). Table 4-6: Religion breakdown (%) across geographical areas (2022 Census) Religion Renfrewshire (%) Scotland (%) Church of Scotland 20.8 20.4 Roman Catholic 19.1 13.3 Other Christian 4.1 5.1 Buddhist 0.2 0.3 Hindu 0.3 0.6 Jewish <0.1 0.1 Muslim 1.4 2.2
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 25 PUBLIC Religion Renfrewshire (%) Scotland (%) Sikh 0.5 0.2 Pagan 0.3 0.4 Other religion 0.2 0.2 No religion 47.2 51.1 Religion not stated 5.9 6.2 4.3.6. Sexual Orientation As shown in the table below, the proportion of the population who identify as gay or lesbian, bisexual or another sexual orientation is similar across both geographies (3.7% in Renfrewshire and 4.1% nationally). Table 4-7 Sexual orientation breakdown (%) across geographies (2022 Census) 4.3.7. Gender Reassignment According to the 2022 Census, the proportion of the population who identify as a trans man, trans woman, non-binary or another trans status (or unspecified) is 0.5% in both Renfrewshire and Scotland as a whole. Sexual orientation Renfrewshire (%) Scotland (%) Heterosexual/Straight 88.8 87.8 Gay or Lesbian 1.8 1.8 Bisexual 1.5 1.8 Other Sexual Orientation 0.4 0.5 Not answered 7.5 8.2
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 26 PUBLIC Table 4-8 Gender reassignment breakdown (%) across geographies (2022 Census) 4.3.8. Pregnancy and Maternity In 2023, there were 1,663 births in Renfrewshire which was a 5.2% decrease from 1,754 births in 2022. The standardised birth rate was 8.8 per 1,000 population (National Records for Scotland). The most common age group of mothers was 30 to 34 (628 births) while the least common age group of mothers was 0 to 19 (35 births). This age group (0-19 years) has seen the largest percentage decrease in births since 2003 (-76.4%) whilst the over 40 age group has seen the largest percentage increase in births (+56.1%) (National Records for Scotland). 4.3.9. Marriage and Civil Partnership The legal partnership status of the Renfrewshire and Scottish populations are very similar. In Renfrewshire, 38.4% of the population have never been married (compared with 38.1% in Scotland) and 43% are married or in a civil partnership, compared with 44% of the Scottish population, whilst 8.4% of the population in both geographies are divorced or had their civil partnership dissolved. Gender reassignment Renfrewshire (%) Scotland (%) Not trans and does not have a trans history 93.9 93.6 Trans man 0.1 0.1 Trans woman 0.1 0.1 Non-binary 0.2 0.2 Trans status or history (not specified) 0.1 0.1 Other trans status or history <0.1 <0.1 Not answered 5.8 5.9
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 27 PUBLIC Table 4-9 Legal partnership status breakdown (%) by geographical area (2022 Census) Legal partnership status Renfrewshire (%) Scotland (%) Never married 38.4 38.1 Married/Civil Partnership 43.0 44.0 Separated but still legally married or in civil partnership 2.7 2.4 Divorced or civil partnership dissolved 8.4 8.4 Widowed 7.5 7.0 4.4. Socio-economic Disadvantage The Scottish Index of Multiple Deprivation (SIMD) is a Scottish Government tool which splits the country into over 6,000 data zones. The tool takes data from several different indicators to give each data zone an overall ranking. This data can then be used to show which areas record high levels of deprivation. The data zones are split into ten deciles (10% increments), where Decile 1 indicates high levels of deprivation and Decile 10 indicates low levels. The figure overleaf shows the deprivation deciles for Renfrewshire, with red indicating higher levels of deprivation and blue showing lower levels of deprivation. As shown, levels of deprivation vary across Renfrewshire Council area. There are multiple areas of high deprivation within urban areas in the east, such as Paisley, Renfrew and Johnstone (although some areas here also have data zones with low levels of deprivation). Lower levels of deprivation are primarily recorded in the west and north of the local authority area, such as around Bridge of Weir, Erskine and Bishopton.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 28 PUBLIC Figure 4 2: Renfrewshire Scottish Index of Multiple Deprivation deciles Table 4-10 shows the split of data zones across the deciles. Renfrewshire has a higher proportion of data zones (15%) in the 10% most deprived category. Overall, 25% of data zones fall in the top 20% of deprived category in Renfrewshire, which is higher than the percentage for Scotland, whilst the proportion in the least deprived 20% mirrors the Scotland-wide average. Table 4-10 Scottish Index of Multiple Deprivation deciles for Scotland and Renfrewshire (SIMD 2020) Scottish Index of Multiple Deprivation 2020 All Deciles 1 2 3 4 5 6 7 8 9 10 Scotland 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% Renfrewshire 15% 10% 10% 11% 9% 8% 6% 10% 12% 8%
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 29 PUBLIC 4.5. Employment The Labour Market Profile of Renfrewshire for the period July 2023 to June 2024 shows that 73.8% of Renfrewshire’s working age population were economically active and in employment. This is slightly lower than the national figure (74.5%). Across both geographies, the proportion of the population who are economically active in employment has increased since 2011. Unemployment rate in the same period was 3.5% of the economically active population for both Renfrewshire and Scotland. Table 4-11 Economic Activity Status (%) across geographies, 2011, 2023-2024 (NOMIS) Economic Activity Status 2011 2023-2024 Renfrewshire (%) Scotland (%) Renfrewshire (%) Scotland (%) Economically active: in employment 66.9 70.5 73.8 74.5 Table 4-12 provides a breakdown of people who are economically inactive. For some categories, data is unavailable at the council level and therefore not included. Renfrewshire has a larger proportion of retired residents compared to Scotland as a whole (23.9% compared to 14.5% respectively). 20.1% of the Renfrewshire population look after the family / home compared to 16.3% in Scotland, and 31.9% are long-term sick, which is similar to the national figure (32.7%). Table 4-12 Economic inactivity categories (%) across geographies, April 2023-March 2024 (NOMIS) Economic inactivity Renfrewshire (%) Scotland (%) Student 23.3 24.8 Looking after family/home 20.1 16.3 Temporary sick N/A 2.5 Long-term sick 31.9 32.7 Retired 23.9 14.5 Other N/A 8.9
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 30 PUBLIC As shown in Table 4-13, the largest employment sector in Renfrewshire is ‘professional occupations’ (24.6%) although this is slightly lower than the figure for Scotland. Overall, 47.1% of the Renfrewshire population are employed in the major employment groups 1-3 (managers, directors, senior officials, professional occupations and associate professional and technical occupations), compared with 50.5% of the Scottish population. A larger proportion of the Renfrewshire population work in sales and customer occupations (13.4%) compared with Scotland as a whole (6.4%). Table 4-13 Employee jobs by broad sector group (%) across different geographical areas, 2023-2024 (NOMIS) Occupation Renfrewshire (%) Scotland (%) Managers, directors, senior officials 5.3 8.0 Professional occupations 24.6 26.4 Associate professional & technical occupations 17.2 16.1 Administrative & secretarial occupations 12.4 9.5 Skilled trades occupations 8.5 9.3 Caring, leisure & other service occupations 5.1 9.0 Sales & customer service occupations 13.4 6.4 Process plant / machine operatives 5.8 5.5 Elementary occupations 7.7 9.7 4.6. Education Table 4-14 provides a breakdown of educational attainment in Renfrewshire and Scotland. In Renfrewshire, 30.5% of the population have degree level qualifications and above, which
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 31 PUBLIC is similar to the figure for Scotland (32.5%). 16.7% of both geographies have no qualifications and a similar proportion have lower school qualifications (18.6% in Renfrewshire and 18.9% in Scotland) and upper school qualifications (10.7% in Renfrewshire and 11.1% in Scotland). Table 4-14 Educational attainment (%) by different geographical area (2022 Census) Educational attainment Renfrewshire (%) Scotland (%) No qualifications 16.7 16.7 Lower school qualifications 18.6 18.9 Upper school qualifications 10.7 11.1 Apprenticeship qualifications 8.4 7.6 Further education and sub-degree higher education 15.1 13.2 Degree level qualifications and above 30.5 32.5 4.7. Health Table 4-15 shows the life expectancy for males and females in Renfrewshire and Scotland. As shown, life expectancy for both males and female in Renfrewshire is slightly lower on average compared to Scotland as a whole. Table 4-15 Life expectancy across geographies, 2019-2021 (National Records for Scotland) Life Expectancy Renfrewshire (%) Scotland (%) Life expectancy males (2019-2021) 75.5 76.5 Life expectancy females (2019-2021) 80.0 80.8 Healthy life expectancy refers to the average number of years a person can expect to live in full health (without significant illnesses or injuries) compared with normal life expectancy, which counts the average total lived years regardless of health status (World Health Organisation). Although life expectancy for females is higher than males, in the period
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 32 PUBLIC 2019-2021, the healthy life expectancy for males was 59; females was lower at 58.4. This compares to 61.1 for females and 60.4 for males in Scotland (ScotPHO). As reported by the Renfrewshire Health & Social Car Partnership (HSCP), the Renfrewshire Strategic Planning Group’s Health and Wellbeing Priorities highlight that some of the key health priorities to address within Renfrewshire include: • Helping people feel connected to their communities and addressing loneliness and social isolation. • Addressing low-level mental health issues by developing appropriate support. • Reducing health inequalities by improving health outcomes for particularly affected groups (minority ethnic groups and people in lower socio-economic groups). • Developing support for children in their early years and vulnerable families impacted by inequalities that can lead to poorer health, developmental and educational outcomes. • Recognising the importance that housing plays in people’s health and wellbeing and prevent homelessness. Renfrewshire is part of NHS Greater Glasgow and Clyde Health Board. There is limited data available specific to this health board on health issues such as obesity. However, national data finds that 67% of adults are overweight, with 29% of those obese. In addition, a third of children (33%) are at risk of being overweight/obese. Between 2022/23, 13.9% of children in the most deprived quintile were at risk of obesity which was more than double the rate of children in the least deprived quintile (6.8%) (Obesity Action Scotland). Engagement will be undertaken with targeted stakeholders on the final themes and also to gauge further detail on health and obesity in Renfrewshire and the likely health impacts of the LTS. 4.8. Access to Transport Options Table 4-16 provides data on the mode of travel for work for all people aged 16 and over in employment. The most common mode of travel is ‘driving a car or van’ (48.9%) which is slightly higher than the national figure (45.9%). A smaller proportion of the Renfrewshire population travel to work on foot (4.8%) compared to Scotland as a whole (7.3%). The same is true for cycling, with 0.7% of the Renfrewshire population travelling to work on a cycle compared to 1.4% of the Scottish population.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 33 PUBLIC 30.8% of the population work mainly at or from home which is similar to the Scottish figure (31.6%). There has been an increase nationally in the proportion of the population who work from home following the Covid-19 pandemic. This has been identified as opportunity for reducing the number of cars on the road, particularly during rush hour. Table 4-16 Mode of travel to work (%) across geographies (2022 Census) Travel to work Renfrewshire (%) Scotland (%) Work mainly at or from home 30.8 31.6 Driving a car or van 48.9 45.9 Passenger in car or van 3.9 3.6 Taxi or private hire 0.9 0.6 Motorcycle, scooter or moped 0.2 0.2 On foot 4.8 7.3 Bicycle 0.7 1.4 Bus, minibus or coach 5.3 5.7 Train 3.5 2.3 Underground, subway or train 0.1 0.2 Other 0.9 1.3 In terms of car ownership, Renfrewshire has the highest vehicle ownership per head than any other local authority in Scotland. However, it is noted that Renfrewshire accounted for 25% of all company cars registered, compared to only 5% of all cars, which will impact these figures (Scotland Transport Statistics 2021). 4.9. Road, Rail and Bus The road network in Renfrewshire includes motorways, A roads and B roads. The M8, M898, A898, A8T (West Ferry roundabout to Inverclyde) and A737 form part of the trunk road network, which are maintained by Transport Scotland. Other roads are local and are maintained by the Council.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 34 PUBLIC The rail network in Renfrewshire includes two rail lines from Glasgow; a rail line that terminates at Paisley Canal and a line to Paisley Gilmour Street that splits off into the Inverclyde line via Bishopton and the Largs / Ardrossan / Ayr line via Johnstone. There is also an extensive bus network in Renfrewshire, alongside Demand Responsive and Community Transport which operates in the area. Private operators run commercial bus services registered with the Traffic Commissioner for Scotland. SPT manages bus stations and bus stops and provides a range of specialist bus services within the Strathclyde region from socially necessary bus services and Community Transport to co-ordinating school transport. Renfrewshire Council provides infrastructure such as bus shelters, high access kerbs and bus priority measures. Further details are available in the Main Issues Report.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 35 PUBLIC 5. Key Issues and Evidence The information below highlights some of the key issues and evidence around children and young people (CRWIA), other protected characteristic groups (EqIA), socio-economic disadvantaged groups (FSDA) and health (HIIA). It refers specifically to Renfrewshire and nationally. This will be used to assess the impacts of the LTS. 5.1. Children and Young People (CRWIA) • Across Scotland, the Young Scot National Entitlement Card (NEC) is available for free for anyone aged 11 to 25 living in Scotland. The card provides free bus travel for those under the age of 22 and for those aged 16, 17 or 18, cheaper train and ferry fares. The uptake in Renfrewshire was 70.9%, which was slightly higher than the national figure of 68.3%, ranking Renfrewshire the eight highest usage of Scotland’s local authorities (Transport Scotland, 2021). • Young people are more likely to rely on public transport to access education, public services, economic opportunities and social activities (Transport Scotland, 2021). Renfrewshire has 50 primary schools, 11 secondary schools and two additional support needs schools educating more than 23,000 young people (Paisley Live). Children living in more rural parts of Renfrewshire may be particularly impacted by a lack of frequent and well-connected bus services and this poses a barrier to accessing educational and social opportunities. As such, children and young people are likely to benefit from increased investment into public transport and active travel, particularly in rural areas. • Just under a quarter of children in Renfrewshire are living in poverty and child poverty is rising. Poverty in childhood has a severe limiting effect on the prospects for a child both at present and later in life. Employment is not always a barrier for poverty as two thirds of children living in poverty in Renfrewshire are living in a household where at least one person is working (Renfrewshire’s Community Learning and Development Strategy 2021-2024). • According to the Scottish Health Survey, in 2019, 16% of children were at risk of obesity. Access to active travel and transport systems that encourage active living, and regular physical activity is an important factor in combating obesity, as well as having beneficial impacts on mental health and wellbeing.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 36 PUBLIC • Reports into the effects of road traffic noise and behavioural problems in children (Hjorteberg, D. et al 2015) state that traffic-related noise is correlated more broadly with lower health-related quality of life in children and they are more vulnerable to the effects of poor air quality compared to the overall population. • In 2022, there were 294 child pedestrian casualties recorded across Scotland, which accounted for 33% of all pedestrian casualties (Transport Scotland). Children from deprived areas and certain ethnic groups are also more at risk. • As reported in the Scottish Governments School Transport Guidance 2021, a key safety issue for children is school transport. A journey home from school in the afternoon has more risks than the journey to school in the morning, especially when walking or cycling. • The School Streets Initiative promotes the introduction of School Streets (a temporary restriction on motorised traffic on roads outside schools during drop-off and pick-up times). This is a potential solution to tackle air pollution and road danger for children attending schools. • The LTS does not have any significant negative impact on children and young people. The LTS has taken into account the needs and rights of children and young people. • The LTS promotes a number of children’s rights under the UNCRC including Article 2 (no discrimination), Article 3 (best interests of children), Article 4 (making rights real) and Article 31 (rest, play, culture, arts). Further reference is made to specific articles under the UNCRC where the LTS actions are assessed as having an impact on children’s rights. 5.2. Protected Characteristic Groups (EqIA) 5.2.1. Age: Older People • 19.5% of the Renfrewshire population are over the age of 65 and the population is ageing - a trend reflected across Scotland (2022 Census). Therefore, the needs of older people and the likely impacts of the LTS on older people should be considered inclusively. It is also likely that as the proportion of older people increases, there is likely to be an increase in age-related disabilities. This can lead
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 37 PUBLIC to increased pressures on local health service provision and requirements for increased accessible provision of public services. • Older people are more likely to rely on public transport to access services such as shops, post offices, healthcare centres and visiting friends and relatives. Older people may be less likely to drive due to medical problems, therefore having access to public transport supports elderly people to engage in meaningful activities and is therefore beneficial for their wellbeing. • As bus accessibility is reduced in more rural areas, older people may benefit from the introduction of community buses or Demand Reactive Transport (DRT) in these regions. • Across Scotland, people over the age of 60 are eligible for free bus travel through the National Entitlement Card (Transport Scotland). • Reports into the association of road traffic noise and increased cardiovascular morbidity (Halonen, J. et al 2015) states that both noise and poor air quality has increased health risks for the elderly. 5.2.2. Sex • Women are more likely to use public transport to make multi-stop and multi- purpose trips combining travel to work with trips for other purposes, such as taking children to school, looking after family members or shopping (Sustrans). Their reliance on public transport makes them more vulnerable to changes to transport services than men. • Women’s concerns when traveling on public transport largely relate to gender- based violence and assault, including sexual harassment when travelling. Safety concerns could be heightened where public transport facilities are understaffed and when they are located in remote areas. As such, the impact of the LTS on both perceived and actual safety for women using active travel or public transport should be considered. • Research into factors that affect pedestrians’ perceptions of safety, comfort and pleasantness (Trop, T., Shoshany Tavory, S., & Portnov, B. A. 2023) states that a key factor for women’s perceptions of safety is street lighting, with women planning journeys to avoid routes without street lighting at night.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 38 PUBLIC • Women are underrepresented in cycling figures. A 2018 report from Sustrans found that 73% of women living in seven major UK cities ‘never ride a bike’ for local journeys, despite having a positive perception of cycling. • Data from the Scottish Household Survey (SHS) suggests that women are less likely to meet the recommended levels pf physical activity than men. In 2021, the SHS found that 73% of men met the guidelines for moderate or vigorous physical activity compared to 65% of women. Therefore, improvements made to encourage active travel methods could increase the number of women walking, wheeling and cycling and increase the number of women who meet the recommended levels of physical exercise. 5.2.3. Sexual Orientation and Gender Reassignment • LGBTQIA+ people may have concerns regarding their security and safety on public transport. Whilst data is not available at the local authority level, across Scotland there was a 10% increase in the number of hate crimes based on sexual orientation in 2021-22 compared to the previous year. In 2021-22, 27% of hate crimes had a sexual orientation aggravator (Scottish Government, 2023). • Across Scotland there was an 87% rise in hate crime charges based on transgender identity in 2021-22 compared to the previous year (Scottish Government, 2023). • As LGBTQIA+ people make up a small proportion of the Renfrewshire population, they may travel to nearby cities (such as Glasgow) to reach LGBTQIA+ friendly venues and gender affirming healthcare clinics. Therefore, links to the city centre could be particularly important to this group. 5.2.4. Pregnancy and Maternity • Pregnant women are mobility restricted, particularly at later stages of pregnancy and may have concerns or issues with regards to accessibility and safety as well as needing to access facilities whilst feeling nauseous or ill whilst travelling. • Research into acute effects of air pollutants on spontaneous pregnancy loss (Leiser, C. et al (2019) found pregnant women are also more vulnerable to poor air quality, which increases the risk of miscarriage, premature births, and low birth rates.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 39 PUBLIC 5.2.5. Disability • 11.8% of the Renfrewshire population have a disability or health condition that limits daily activity ‘a lot’. In addition, the number of age-related conditions is likely to increase due to the ageing population. • The Disability Resource Centre is a day centre in Paisley which provides services for physically disabled and sensory impaired people living in Renfrewshire. Whilst the Centre can arrange accessible transport for visitors, due to limited spaces, many people make their own way there by accessible taxi or MyBus service. • Across Scotland, the National Entitlement Card provides free travel on local buses for people with qualifying disabilities. However, there are still concerns regarding additional costs associated with accessible transport options. The cost of vehicle and service adaptations for passengers with a disability could potentially be met by service providers rather than passed on to users. • Cycling rates amongst the disabled population are lower than those who are not disabled. Furthermore, of the people with a disability who do cycle, 75% use their cycle as a mobility aid. Findings from the Office for National Statistics found that people with a disability cite inaccessible infrastructure, the cost of non-standard cycles and the inability to cycle in places where a mobility scooter would be allowed as the biggest barrier of cycling (European Heart Journal). • People with a disability may be disproportionately impacted by traffic-related emissions, as well as dust and emissions created through construction and maintenance of transport infrastructure (Science of the Total Environment). • For some people with disabilities, such as learning disabilities, wayfinding can be more difficult when travelling. Clear signposting and improved wayfinding strategies are necessary to make it easier for people with a diverse range of disabilities to navigate towns. • Research from Transport Scotland indicates that generally, people with a disability are slightly less positive about their experiences using public transport than people who are not disabled, although differences were small for most aspects. The area where the difference was highest was whether individuals ‘felt safe and secure on the [bus or train] at night’ – 58% of people with a disability said they felt safe and secure compared to 73% of non-disabled people (Disability and Transport, Transport Scotland).
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 40 PUBLIC 5.3. Socio-economically Disadvantaged (FSDA) • Data from the SMID shows that 25% of data zones in Renfrewshire are in the 20% most deprived data zones nationally. Reporting from Renfrewshire Health & Social Care Partnership notes that between 2019-2020, 23.1% of children in Renfrewshire were living in poverty after housing costs. • People with a disability tend to have higher costs of living than non-disabled people. On average, disabled adults face extra costs of £583 per month. Having one disabled child costs an average family an extra £528 per month and for almost a quarter of families with disabled children, extra costs amount to over £1,000 per month (Glasgow Social Recovery Taskforce). • 79% of people in Renfrewshire spend more than 10% of their weekly household income on transport and 17% of people pay more than 15% of their weekly household income on transport (although this is lower than the national figures, 84% and 24% respectively). • A 2019 NatCen Study found that there are three underlying factors that influence the relationship between transport and inequality: the way people are distributed geographically and across social classes, the way opportunities are distributed (including jobs and education) and how accessible the transport system is in terms of cost, geographic accessibility and the time and reliability of different transport options. • People living in deprived areas tend to live in more hazardous environments, with greater proximity to high volumes of fast-moving traffic and high levels of on-street parking. As such, people living in more deprived neighbourhoods have higher levels of exposure to road traffic risk and negative health impacts associated with air pollution (Government Office for Science). • 9% of the Renfrewshire population live in ‘accessible small towns’ and 8% live in ‘accessible rural areas’. Across Scotland, rural households are more likely to have access to a personal vehicle (96%) than households in urban areas (72%). Research into forced car ownership (Mattioli, 2017) found that rural households may be forced into forced car ownership despite financial constraints due to a lack of public transport options in rural areas and the connection between transport and social exclusion which can result in cutting household expenditure, limited travel activity and increasing vulnerability to fuel price fluctuations.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 41 PUBLIC • Transport cost increases can disproportionately affect socio-economically disadvantaged groups, contributing to broader societal inequities because of the price and availability of transportation choices. Many low-income people may therefore be less able to maintain social relationships or to access health appointments, work or training possibilities that could improve their standard of living. • A 2023 report by the Social Market Foundation found that 5 million people in the UK are in transport poverty (8% of the UK population). This was calculated by measuring the number of households that would move out of poverty if their transport costs were eliminated (Social Market Foundation). In the year ending March 2020, the average UK household spent £106 on motoring per week. Most of these costs come from areas outside of the government’s direct control (new vehicles, maintenance, and the global price of oil). • Sustrans research found that poor cycle parking stops people on lower incomes from cycling, but that residential cycle parking provision can benefit low-income households who may not have a secure place to park a cycle at home (particularly people living in flats rather than houses). 5.4. Health (HIIA) • In Renfrewshire, 28.9% of residents are in the 20% most deprived areas nationally for health indicators (Renfrewshire Health & Social Care Partnership). • With an ageing population, age-related health conditions are likely to increase over the next decade in Renfrewshire. • People with a disability are twice as likely to face isolation, and 71% of people with a disability have difficulty in taking part in things locally (Renfrewshire Health & Social Care Partnership). • Across Scotland, people living in the most deprived areas are nine times more likely to have an alcohol-related admission to hospital and 18 times more likely to have a drug related death than people in least deprived areas. The gap in life expectancy (19 years for males and 13.9 years for females) between people in the most and least deprived areas has increased since 2008 (Renfrewshire Health & Social Care Partnership).
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 42 PUBLIC 6. Consultation 6.1. Introduction and Overview A round of consultation was undertaken in spring 2024. The purpose of this was to understand transport problems and opportunities in Renfrewshire and potential options to address these to support the development of the LTS. The consultation was open to receive feedback on all modes of transport across Renfrewshire and ran from Thursday 16th May to Thursday 27th June. There were several methods of contribution for this consultation, including: • Online survey (paper copies were also available upon request and were placed in libraries); • Online interactive map; • Online workshops with Elected Members and stakeholders; • In person events at five supermarkets; and • In person engagement events with the local community, including people living with disabilities and people with lived experience of poverty. 6.2. Findings The key findings from the consultation which are of relevance to the Integrated Impact Assessment have been summarised below. They are categorised as points relating to socio-economic disadvantage, children and young people, and disability. Additional feedback, relevant across multiple population groups, is also summarised. 6.2.1. Socio-economic Disadvantage (FSDA) • 12.8% of survey responses said that the cost of public transport was one of the biggest negatives faced in relation to transport in Renfrewshire. Cost of public transport was identified as the third largest barrier (following provision and frequency). • Respondents commented on the need for new bus and rail services, particularly in rural areas such as Langbank, and that integrated ticketing should be introduced between operators and modes.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 43 PUBLIC • It was suggested that parking should be made free, as users could previously park in town for 3 hours for free. • It was raised that it is more difficult for residents who live outside of urban settlements such as Paisely, Johnstone and Renfrew to access areas outside of the local authority due to gaps in the bus network. Public transport needs to be well connected to employment sites such as Glasgow International Airport, Hillington Industrial Estate and the Royal Alexandra Hospital. 6.2.2. Children and Young People (CRWIA / EqIA) • Some responses highlighted the need to reduce vehicle speeds to improve safety for all, including outside of schools and in residential areas. • School congestion was highlighted, and it was suggested there be greater emphasis on walking and cycling to school to prevent traffic congestion outside the school gate. 6.2.3. Disabled People (EqIA) An engagement session was held with people with disabilities and people with sensory impairments. The key challenges raised were as follows: • Buses: Buses can be unreliable, with times changing and limited services in rural areas; wheelchair and pushchair spaces are often full; there is a lack of audio and visual announcements; ramps are not universally available; drivers can pull away too quickly; payment systems can be confusing; and buses can be overcrowded and feel unsafe. • Community Transport: Some services are often cancelled and have become too unreliable to use but there is still a need for community transport. • Rail: Understaffed stations; difficulty getting on and off trains; not all stations have ramps; unlit stations; lifts at stations do not always work; and some services are regularly cancelled. • Taxis: Lack of accessible taxis; cost of taxis compared to other modes of travel which is a barrier for those who cannot use bus or rail. • Walking/wheeling: Parked cars can obstruct walkways; lack of dropped kerbs extends walking distances; uneven pavements, puddles and bins can be dangerous.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 44 PUBLIC • Other: High cost of adaptive cars. Key opportunities and suggestions raised included: • Raised kerbs at bus stops; • More space on public transport for wheelchair users; • Increased number of buses in MyBus fleet; • Better integration of public transport, including an app to plan journeys; • Travel buddy schemes; • More buses should have a tail lift; • Taxi operators should have a minimum number of accessible taxis; • More frequent buses with direct routes; and • All train platforms and stations should be accessible, with universal ramp provision for trains and buses. 6.2.4. Additional feedback • Across the different consultation workshops and surveys, there was feedback on Demand Responsive and Community Transport, which suggested that this should be explored in areas with limited bus routes. • The biggest barrier for transport was identified as the transport provision and frequency within Renfrewshire and connecting to other areas. The most frequently selected survey response for the action which would have the biggest positive impact was improved public transport provision within Renfrewshire (32.9%) and connecting Renfrewshire to other areas (31.1%). 20.5% of survey respondents selected that improvements to the local bus network was the most important thing to be included in the LTS; this was the most popular survey response for this question. Overall, the feedback was in favour of more frequent and better connected public transport. • Poor support for vulnerable groups was mentioned a number of times, as was a lack of options for those without alternative private modes of transport, which can have socially isolating effects. • Personal safety concerns were raised, with feedback generally in favour of speed limit reduction, traffic calming measures and the need to repair potholes. Lack of lighting was also identified as a problem and anti-social behaviour on bus
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 45 PUBLIC networks. In addition, 73.2% of survey respondents agreed that more priority needs to be given to the gritting of pavements and footpaths and 67% agreed that speeding traffic is an issue. • Congestion in town centres (particularly in rush hour and during school times) was highlighted as a problem. Johnstone town centre was identified as an area where congestion can be an issue, in part owing to on street parking on narrow roads. • Speed bumps were discussed at a workshop as being ineffective and uncomfortable for people with chronic pain issues (as are potholes). Alternatives could be used (e.g. speed cameras) to address this issue. • To encourage active travel, more accessible provision is required, such as additional space for adaptive cycles and more traffic-free active travel routes for leisure. • Some feedback stated there should be walking and cycling benefit awareness campaigns, cycling proficiency courses and the introduction of a minimum standard for cyclists (such as reflectors, bells, and insurance cover). • The online map received a large number of comments focused on improving the safety of cyclists and pedestrians. • The lack of integrating ticketing across different public transport modes was identified as a challenge. 6.3. Second Round Engagement Further engagement was undertaken in summer 2025 to receive feedback on the Draft LTS and supporting documents, including the Draft Integrated Impact Assessment. As part of this second round engagement, a workshop was undertaken with stakeholders in the health sector to provide further insights into health inequalities and potential impacts. Comments raised during the workshop include the following: • Broad support for active travel actions that encourage walking, wheeling and cycling and the potential to improve access to health and social care support; • The cost-of-living-crisis can pose a challenge for residents participating in active travel. • Consideration should be given to how people can access mobility hubs.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 46 PUBLIC • Consideration should be given to people with sensory loss and how they can access public transport. • There is potential for actions to benefit groups such as older people and women, who are more likely to use public transport. • For people with learning disabilities, accessibility of public transport is dependent on the quality and availability of transport. Improvements to public transport could support the independence of people with learning disabilities. • Increased digitisation can raise the risk of digital exclusion; this should be taken into consideration. • The cost-of-living crisis poses a challenge, as not everyone has access to digital devices. Feedback from the workshop has been used to inform the LTS and IIA. 7. Assessment of Impacts 7.1. Introduction This IIA assesses the potential indirect and direct impacts of the LTS actions included within each of the eight themes (active travel, behaviour change, public transport and shared mobility, parking, road safety, road network and freight, environment and digital technology) against the requirements of the EqIA, CRWIA, FSDA, and HIIA: • The EqIA addresses how different protected characteristic groups (age, disability, gender reassignment, pregnancy and maternity, race, religion or belief and sex) may be disproportionately or differentially impacted by the LTS actions. • The CRWIA considers the impact of the LTS actions on children and young people’s rights and wellbeing. • The FSDA assesses the socio-economic impacts of the LTS actions and whether they are likely to exacerbate or reduce inequalities caused by socio-economic disadvantage to ensure the LTS contributes to a fairer society. • The HIIA evaluates potential health impacts of the LTS actions and how the actions may affect health inequalities.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 47 PUBLIC 7.2. Assessment Framework Socio-economic, health impacts and impacts on protected characteristic groups, including children, are assessed on magnitude and sensitivity. These consist of: • Magnitude of impact: the extent to which the impact would affect protected characteristic groups/households of lower economic status or extent of health impact by considering the numbers or proportion that would experience the impact. • Sensitivity to the impact: this considers how those impacted might respond and their ability to adapt (where negatively impacted). If the impacted group has no alternatives, they would be considered highly sensitive, whereas if the group are able to function as normal, the sensitivity of the impact would be considered low. Table 7-1: Impact rating matrix Magnitude of impact No change Low Medium High Sensitivity to impact High Neutral Minor or moderate Moderate or major Major Medium Neutral Minor Moderate Moderate or major Low Neutral Neutral or minor Minor or moderate Minor or moderate Following the assessment of actions included within each theme, they are categorised as having an overall positive, negative or neutral impact for each of the impact assessment criteria. A 7-point scale is used in the assessment as indicated below:
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 48 PUBLIC Table 7-2 Summary of 7-point scale Major positive impact The action provides a major contribution to the achievement of the Public Sector Equality Duty/supports the UNCRC/reduces inequality of socioeconomic or health outcomes. Moderate positive impact The proposed action contributes significantly to the achievement of the Public Sector Equality Duty/supports the UNCRC/reduces inequality of socioeconomic or health outcomes. Minor positive impact The proposed action contributes to the achievement of the Public Sector Equality Duty/ supports the UNCRC/reduces inequality of socioeconomic or health outcomes, but not significantly. Neutral impact The proposed action is related to, but does not have any impact on, the achievement of, the Public Sector Equality Duty/the UNCRC or impact health or socioeconomic inequalities. Minor negative impact The proposed action detracts from the achievement of the Public Sector Equality Duty/ supports the UNCRC/reduces inequality of socioeconomic or health outcomes, but not significantly. Moderate negative impact The proposed action detracts significantly from the achievement of the Public Sector Equality Duty/ the UNCRC/exacerbates inequality of socioeconomic or health outcomes. Mitigation is therefore required. Major negative impact The proposed action results in a major detraction from the achievement of the Public Sector Equality Duty/ goes against the UNCRC/significantly exacerbates socioeconomic or health inequalities/outcomes. An alternative option or significant mitigation is therefore required.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 49 PUBLIC 7.3. Assessment of Impacts Table 7-3 provides a breakdown of the LTS actions by theme and an assessment of the likely direct and indirect impacts of the actions for each Impact Assessment. There is also a column for recommendations to either enhance positive impacts or mitigate negative impacts. A more detailed assessment of individual actions for each impact assessment is included in Appendix A.
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50 PUBLIC Table 7-3: Assessment of potential impacts – EqIA, CRWIA, FSDA and HIIA Theme Overview Assessment of impacts Recommendations Active Travel The 13 actions under the active travel theme include proposals to extend the cycle path network, improve lighting and crossings, improve access to hire bikes, cycle parking, and e-bike charging facilities, improving maintenance of the active travel network, improving wayfinding and to extend Bikeability training. Equality Impact Assessment – major positive • Action AT2, to implement and adopt lighting across the off-road active travel network, could have a positive impact on women, who are more likely to feel unsafe when walking through unlit areas compared to men. This could also benefit other protected characteristic groups who could be at risk of discrimination and abuse (minority ethnic and religious groups, people with a disability, transgender and LGBTQIA+ people). If people feel safer using active travel routes to commute, this could have health and wellbeing benefits. In addition, there may be intersectional socioeconomic impacts. For example, women not having to rely on expensive modes of transport like taxis to get home as they feel safer walking. • Actions to increase secure cycle parking could include spaces for adaptive cycles to be inclusive of cyclists with a disability. • As cycle networks are extended, strategic locations for protected characteristic groups should be identified (e.g., creating cycle routes that go via schools, places of worship, GP surgeries etc). • Whilst actions to increase access to bikes may improve access for lower- income households, rental costs would represent a barrier, if applied. As the action is developed at later stages, consideration could be given as to whether access to bikes would be at a low rate or free at the point of use lower-income households. • Feedback during consultation suggested more could be done to advertise when paths for pedestrians
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 51 PUBLIC Theme Overview Assessment of impacts Recommendations • Actions to extend the cycle network (which is safe and accessible) is likely to positively impact people with a disability who wish to cycle. Whilst a large proportion of people with a disability who cycle use their bike as a mobility aid, inaccessible infrastructure, including unsuitable access controls, gradients and widths, poses a barrier. Therefore, extending the network to be accessible could be more inclusive and could positively impact people with a disability. • The mobility hubs referenced under AT12 could increase independent journeys for people with a disability, and working with partners could integrate lived experience into design development of the hubs. • AT7 (Undertake a signage review and implement a signage and wayfinding strategy) could have positive impacts for multiple protected characteristic groups. People with a learning and cyclists are shared. There is potential for this to be incorporated into the wayfinding and signage strategy to improve safety to shared path users.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 52 PUBLIC Theme Overview Assessment of impacts Recommendations difficulty or a disability may find navigating wayfinding more difficult, older people may find navigation apps inaccessible, and women may feel uncomfortable using navigation apps at night for fear of exposing vulnerability. Clear signage is anticipated to make streets easier to navigate for all. • Measures to make it easier for the last mile of small goods deliveries to be undertaken by sustainable modes, such as by cargo bikes (AT13) could indirectly positively impact groups who are more vulnerable to air pollution (children, pregnant people, older people, people with a disability) as the actions may decrease air pollution on the road. • However, encouraging the use of e- bikes (AT11) could have some negative impacts due to concern around high- speeds and potential safety risks for
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 53 PUBLIC Theme Overview Assessment of impacts Recommendations pedestrians, particularly for those with mobility impairments. Child Rights and Wellbeing Impact Assessment – major positive • Actions to improve pedestrian and cycling safety (AT2, AT4 and AT5) are anticipated to positively impact children who are more at risk of pedestrian accidents (UNCRC. Article 6 – Right to Life, Survival and Development). • Action AT8 is to expand cycle training into secondary schools and adult cycle training, which could positively impact children by improving their knowledge and safety on the road. It may also encourage more children to cycle to school which has health and wellbeing benefits compared to being driven (UNCRC Article 28 - Right to education). • Actions aimed at improving accessibility of active travel (AT8 and AT11) could positively impact children
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 54 PUBLIC Theme Overview Assessment of impacts Recommendations through encouraging uptake of active travel and realising the health and wellbeing benefits this brings (UNCRC Article 24 - Health and health services) Fairer Scotland Duty Impact Assessment – moderate positive • Actions to extend the cycle network (AT1 and AT3) could improve access to a greater number of locations across Renfrewshire. As walking, wheeling and cycling provides a low-cost method of travel, this could present benefits for low-income households who may otherwise be excluded from opportunities in inaccessible areas. This may be particularly impactful in areas which are not currently well served by public transport (buses). • The initial cost of purchasing a cycle still represents a barrier for low-income households. Actions AT11 and AT12, which aim to provide access to public bike hire and e-bike charging facilities
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 55 PUBLIC Theme Overview Assessment of impacts Recommendations could address this barrier and increase equality of opportunity for low income households without a bicycle. • Action AT10, which aims to improve secure cycle parking could also have a positive impact on lower-income households, which may not have space for storing a bicycle at home. Health Inequalities Impact Assessment – moderate positive • If the actions aimed at improving safety, accessibility, behaviour change and access to cycles are successful in increasing the number of people in Renfrewshire who use active travel to commute to work or school, there could be positive physical health benefits of walking, wheeling and cycling. • The improvements to crossings and junctions (AT4, AT5) could have positive health and safety impacts, particularly for older people, people
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 56 PUBLIC Theme Overview Assessment of impacts Recommendations with a disability, and children who are at more risk of pedestrian accidents. • There could potentially be negative health impacts if actions encourage the use of e-bikes (AT11), particularly for pedestrians with limited mobility due to the high speed of e-bikes. Behaviour Change The actions included within this theme focus on Behaviour Change initiatives, including: initiatives within schools and with employers to encourage mode shift; Bikeability training 1 and 2 to primary school children, adult cycle training, travel plans for employers (including Renfrewshire Council) and increased support for applying for concessionary travel cards. Equality Impact Assessment – moderate positive • Behaviour Change initiatives could encourage people from underrepresented groups to participate in cycling. Adult training could improve the safety and confidence for people who have not considered cycling in the past (for example, ethnic minorities, women who are underrepresented in cycling statistics). • During the next stages, there is potential for Behaviour Change programmes (action B7) to identify specific groups underrepresented in cycling figures, to encourage behaviour change for groups that need it most.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 57 PUBLIC Theme Overview Assessment of impacts Recommendations Child Rights and Wellbeing Impact Assessment – moderate positive • Children and young people could benefit from behaviour change initiatives in schools (B2) and if more children are encouraged to participate in active travel there would be positive health and wellbeing impacts (UNCRC Article 24 - Health and health services). • Positive safety impacts for children could be achieved through action B3, which supports Bikeability training 1 and 2 for pupils leaving primary school (UNCRC Article 6 – Right to Life, Survival and Development) Fairer Scotland Duty Impact Assessment – minor positive • Actions B5 and B6 could encourage employers (including Renfrewshire Council) to implement travel plans to support mode shift for travel to work. Changing perceptions on active travel and encouraging more people to walk,
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 58 PUBLIC Theme Overview Assessment of impacts Recommendations wheel and cycle to work could increase employment opportunities for those without cars as low-cost active travel methods become more common. • Action B1 is to support parents and carers to apply for the young persons’ concessionary travel entitlement card. This may have positive socioeconomic impacts for younger people, particularly for those from more deprived households who may be less likely to have access to information on applying for the card and would otherwise be excluded from opportunities due to cost of travel. The entitlement card is likely to improve the ability to reach education and employment opportunities which in turn could improve economic status in the future.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 59 PUBLIC Theme Overview Assessment of impacts Recommendations Health Inequalities Impact Assessment – minor positive • Behaviour change and cycle training for adults and children could improve safety on the road and therefore have health and safety benefits for all groups. Public Transport and Shared Mobility The actions included under Public Transport and Shared Mobility, include integrated ticketing to support affordability of public transport and working with partners to improve frequency and reliability of bus services. There is also a focus on improving physical accessibility of stop, stations and transportation. In addition, actions include improved Equality Impact Assessment – moderate positive • During consultation, the need for more reliable and frequent bus services was highlighted as a priority for residents. Therefore, actions to expand public transport services (PS4, PS6, PS8) are likely to have a positive impact. Minority ethnic groups are less likely to have a full drivers’ licence and therefore may be particularly benefited by improvements to public transport. Women are less likely to drive and more likely to use multiple modes of transport and make multi-stop • If tickets are integrated, the daily price cap could consider what is affordable and accessible for all. • It is suggested that it should be possible to purchase integrated tickets in person so that public transport is still accessible for people who are digitally excluded. • In addition to making stops and stations more accessible, increased training for public transport drivers on different types of disabilities and how to assist disabled passengers would
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 60 PUBLIC Theme Overview Assessment of impacts Recommendations links to Glasgow Airport, AMIDS and other strategic locations, bus priority measures, bus stop improvements, consideration of the potential for mobility hubs and support to establish local bus franchising. The actions also consider community transport and demand responsive transport, particularly for rural areas. journeys so are also likely to benefit from the actions on public transport. • Actions to make rail stations and bus stops more accessible (PS2, PS5, PS12, PS14) could positively impact people with physical disabilities. For example, during consultation, discussions found that high kerbs at bus stops make it easier for people with mobility impairments to embark and disembark from buses. Therefore, PS12, which is to implement bus stop improvements, is anticipated to have a positive impact. • The public transport actions include support for community transport and demand responsive transport, particularly for rural areas (PS10). This could be particularly beneficial for elderly people who may not be able to drive and are at risk of social isolation due to limited bus provision, as well as disabled users reliant on community make public transport more accessible for people with a disability. • During consultation, it was suggested that taxi companies should have a minimum number of accessible taxis for people with a disability who are unable to use public transport. Regarding licensed taxis, the Council currently has a policy that these be wheelchair accessible, while requiring certain private hire cars to be wheelchair accessible.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 61 PUBLIC Theme Overview Assessment of impacts Recommendations transport options for adapted door to door transport services. • The action to integrate public transport ticketing (PS3) could make travelling more accessible for people with learning difficulties or disabilities who may find purchasing multiple tickets confusing. • The introduction of mobility hubs (PS16) could positively impact people who do not have access to cars, in particular some people with a disability. This could increase access to shops, services and employment opportunities. Child Rights and Wellbeing Impact Assessment – moderate positive • Children and young people are more likely to rely on public transport as they cannot drive and also benefit from free under 22 bus travel. Therefore, the actions to expand bus services is likely to have a positive impact due to
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 62 PUBLIC Theme Overview Assessment of impacts Recommendations increased connectivity and access to educational and social opportunities (UNCRC Article 28 - Right to education) Fairer Scotland Duty Impact Assessment – major positive • There could be positive socioeconomic impacts from integrating tickets and exploring a daily price cap (PS3), particularly for groups who are more likely to use multiple modes of travel (e.g. women). • A number of actions support the development of transport links, such as between Glasgow Airport and AMIDS and Pasiley (PS8). Improved access to these locations via public transport could provide employment opportunities to households without access to a car. • There may also be socioeconomic impacts as a result of increasing public transport links, as residents are able to use this low-cost transport method
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 63 PUBLIC Theme Overview Assessment of impacts Recommendations rather than rely on more expensive modes of travel, such as taxi or private car. • Action PS15 supports the expansion of car clubs (including electric vehicles). Renfrewshire has high levels of car ownership compared to Scotland as a whole, but a large proportion are company cars, meaning that unemployed people or those on lower- paid or low-skill jobs may struggle with access. Furthermore, low-income households may not have access to cars or may be forced into car ownership due to living in rural locations, therefore providing this alternative could reduce the likelihood of transport poverty for low-income households. Health Inequalities Impact Assessment – minor positive • As discussed within the EqIA assessment, the improvements to
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 64 PUBLIC Theme Overview Assessment of impacts Recommendations accessibility of public transport are likely to benefit groups with mobility disabilities and health conditions. • Actions related to improving public transport connectivity in rural areas could reduce social isolation, providing positive health and wellbeing impacts, particularly for elderly people who rely on public transport to a greater extent. • There may be indirect positive health impacts where actions encourage more people to use public transport rather than private cars. This could reduce air pollution and positively impact residents vulnerable to the health impacts (pregnant people, people with a disability, children, younger people). Road Safety Actions on road safety include reducing speed limits and introducing traffic calming measures, particularly around urban Equality Impact Assessment – moderate positive • Older people, children and people with a disability could be positively impacted by actions aimed at • It is noted that some people rely on cars as a mobility aid. Therefore, whilst traffic reducing methods are likely to have positive impacts, it is noted that some people rely on cars out of
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 65 PUBLIC Theme Overview Assessment of impacts Recommendations residential areas and schools. Actions also include targeted measures to reduce causalities and to improve road safety by partnering with Police Scotland. improving road safety through speed limit reductions (RS1), traffic calming measures (RS3) and actions to reduce congestion on school streets (RS2), as these groups are at greater risk of pedestrian accidents. • If actions to reduce congestion and cars on the road are successful, this could reduce air pollution which would benefit protected characteristics groups at risk of the negative health impacts of air pollution (children, older people, pregnant people and some people with a disability). Child Rights and Wellbeing Impact Assessment – moderate positive • The focus on schools, including the action to reduce congestion outside school gates (RS2), is considered to positively impact children. A reduction of cars on the road could reduce the risk of pedestrian casualties and air pollution which disproportionately necessity, for example children with a disability being dropped at the school gates.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 66 PUBLIC Theme Overview Assessment of impacts Recommendations impact children. (UNCRC. Article 6 – Right to Life, Survival and Development). • Further, this action could encourage more children to use active travel to get to school safely, which could provide positive health and wellbeing impacts for this group (UNCRC Article 24 - Health and health services) Fairer Scotland Duty Impact Assessment – moderate positive • Children are more at risk of road accidents in deprived neighbourhoods. Therefore, the action to reduce speed limits to 20mph on urban residential streets (RS1) could positively impact children from households of lower economic status. Health Inequalities Impact Assessment – moderate positive • All of the actions included under this theme are expected to have a positive
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 67 PUBLIC Theme Overview Assessment of impacts Recommendations impact on health within Renfrewshire. The actions aim to improve safety on the road and reduce road accidents. This may disproportionately reduce health inequalities in more deprived areas that have an increased risk of road accidents. This is dependent on the actions successfully improve road safety in all neighbourhoods. Parking Actions related to parking include examining the need for expansion of park and ride / mobility hub sites where there are capacity issues and provide provision where there currently is none. There are also actions to support private sector expansion of publicly available electric vehicle charging network, to increase the number of disabled parking spaces in Equality Impact Assessment – minor positive • Increasing the number of disabled parking spaces at trip attractors is likely to have a positive impact on people with disabilities. For some people with mobility impairments, cars are required as a mobility aid and increasing the number of parking spaces could make it easier for people with a disability to access services. • People with disabilities or mobility impairments should be positively impacted by the enforcement of • No recommendations have been identified to mitigate or enhance impacts at this stage.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 68 PUBLIC Theme Overview Assessment of impacts Recommendations proximity to trip attractors, implementation of pavement parking exemptions and enforcing pavement parking bans, and to investigate the potential for a workplace parking license. pavement parking bans. During engagement, parked cars on pavements was highlighted as an issue which makes it more difficult for those with mobility aids to walk and wheel on pavements. Therefore, this group should be positively impacted by actions to address this. Child Rights and Wellbeing Impact Assessment – neutral/no impact • No specific differential impacts for children identified. Fairer Scotland Duty Impact Assessment – neutral/no impact • No specific differential impacts for children identified. Health Inequalities Impact Assessment – minor positive • Encouraging electric car use through increased charging facilities (P2) could have positive health impacts through a reduction in air pollution on certain
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 69 PUBLIC Theme Overview Assessment of impacts Recommendations groups (for example, pregnant people are more sensitive to the impacts of air pollution). Road Network and Freight Road Network and Freight actions include actions to progress with construction of targeted new road links and to explore the feasibility of targeted road improvements, to undertake an assessment of the road safety and environmental effects of HGV routeing through Renfrewshire’s urban road network and to encourage developers to consider rail as an alternative to road for moving freight. Equality Impact Assessment – neutral • Road safety assessments could have a positive impact for groups more at risk of road traffic accidents (older people, people with disabilities and children). • There could be some negative health impacts from increased air and noise pollution during construction of road improvements and new road links, which could disproportionately impact people with disabilities, pregnant people, children and older people. Overall, impacts of this theme are considered neutral due to both potential positive and negative health impacts. • Mitigation measures should be introduced by the contractor for construction of new road links and road improvements to mitigate impacts of air and noise pollution.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 70 PUBLIC Theme Overview Assessment of impacts Recommendations Child Rights and Wellbeing Impact Assessment – neutral • As above, there could be minor negative impacts for children through increased noise and air pollution during construction of new road links and increased traffic. • However, children would benefit from road safety assessments as they are one of the groups most at risk of road traffic accidents. Fairer Scotland Duty Impact Assessment – neutral/no impact • No impacts anticipated at this time. Health Inequalities Impact Assessment – minor positive • The introduction of road safety assessments could have positive health impacts, particularly for groups vulnerable to road safety accidents.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 71 PUBLIC Theme Overview Assessment of impacts Recommendations Environment Environment actions involve continued monitoring air quality, decarbonising the Council’s vehicle fleet and implementing climate change adaptation and resilience measures. Equality Impact Assessment – minor positive • A continuation of air quality monitoring (ENV1) and the decarbonisation of Renfrewshire Council’s vehicle fleet (ENV2) could have positive impacts for protected characteristic groups who are particularly vulnerable to the negative health impacts caused by air pollution, such as people with a disability, children, older people and pregnant women. Child Rights and Wellbeing Impact Assessment – minor positive • As above, children may be particularly sensitive to the negative health impacts of air pollution and therefore may benefit from the actions introduced under this theme. • No recommendations have been identified to mitigate or enhance impacts at this stage.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 72 PUBLIC Theme Overview Assessment of impacts Recommendations Fairer Scotland Duty Impact Assessment – minor positive • The actions to increase climate change resilience for public transport could positively impact people on lower incomes who may be more likely to rely on public transport to access services, education and employment. Health Inequalities Impact Assessment – minor positive • As discussed, actions to monitor air quality and decarbonise the Council’s vehicle fleet could have positive health impacts relating to air pollution. Digital Technology Digital Technology actions include those related to supporting an integrated journey planning app, provision of Real Time Passenger Information at targeted bus stops, undertaking a study to expand the Urban Traffic Equality Impact Assessment – moderate positive • The continued implementation of Real Time Passenger Information at bus stops (DT2) is likely to have a positive impact on people who may feel vulnerable waiting at bus stops (such as women). This is also likely to benefit • It is suggested that the introduction of apps and online payment methods for services do not replace in person support for groups who may be digitally excluded.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 73 PUBLIC Theme Overview Assessment of impacts Recommendations Control network and work with partners to add connections to the existing fibre network as and when new council building development dictates. groups who are more likely to be digitally excluded and find it harder to access real time information online (such as older people and some people with a disability). • The action to consider opportunities to deliver an integrated journey planning app (DT1) could make public transport more streamlined for groups more likely to use multiple modes of travel, such as women. However, for people who are digitally excluded, this could pose challenges. Child Rights and Wellbeing Impact Assessment – minor positive • As above, real time information at bus stops could be beneficial for children who may rely on buses to access educational and recreational opportunities.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 74 PUBLIC Theme Overview Assessment of impacts Recommendations Fairer Scotland Duty Impact Assessment – minor positive • The actions to improve information at bus stops and to integrate multiple methods of travel into one computer app and payment system could improve travel for people on lower incomes who may be more likely to rely on public transport methods. Health Inequalities Impact Assessment – neutral • The action to increase digital connectivity and reduce the need for residents to travel could reduce air pollution and bring health benefits. However, the impacts are not expected to be notable at this time and therefore overall impact is considered neutral.
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75 PUBLIC 8. Conclusions and Recommendations 8.1. Key Issues The actions contained within the LTS are expected to have largely positive impacts on protected characteristic groups, children and young people, socio-economic disadvantaged groups and on health inequalities. Actions related to active travel, behaviour change, road safety and public transport are anticipated to have the highest level of impact across the EqIA, CRWIA, FSDA and HIIA assessments compared to other themes. The engagement process and desk-based review have highlighted some of the key issues relating to transport in Renfrewshire: • People living in Renfrewshire feel that the existing provision of public transport is not adequate and the LTS has the potential to improve this, particularly across the local bus network: o It can be more difficult for residents who live outside of settlements such as Paisley, Johnstone, and Renfrew to access areas outside of the local authority due to gaps in the bus network. o Improvements could be made across the public transport network to provide better connections to employment sites (such as Glasgow Airport, Hillington Industrial Estate and the Royal Alexandra Hospital). o For those in more rural areas, a lack of public transport provision can result in forced car ownership. • Public transport is not always accessible for people with disabilities: o Improvements could be made to stops, rail stations and vehicles, and better training could be provided to staff to support people with disabilities. o Some community bus services have become less reliable and so people with a disability often rely on family and friends for transport. However, this is reflective of the unreliability of particular services, rather than a lack of need for community transport services.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 76 PUBLIC • The cost of public transport can be a barrier. This can negatively impact people from lower-income households when trying to access educational and employment opportunities. • There are safety barriers relating to travel: o Traffic congestion can pose a safety issue, with those consulted generally in favour of reduce speed limits and traffic calming measures, particularly in proximity to schools. o Shared paths for cyclists and pedestrians can cause safety concerns; there is potential for improved signage to alert users of shared pathways. The actions included in the LTS are likely to address some of the key issues identified within Renfrewshire and generate the following positive impacts: • The LTS could improve the transport network: o Through expanding the existing public transport network in strategic locations (working with partners). This is anticipated to help address one the most important barriers identified during consultation regarding lack of public transport services. o Actions to prioritise bus routes could also improve the reliability of public transport services which could also improve the safety of groups who feel vulnerable whilst waiting at bus stops. o Actions also propose increasing the local cycle network and extending the network to strategic locations which could benefit households of lower economic status through improved access to services and employment opportunities through a low-cost travel method. • Transport is likely to become more accessible: o Actions suggest considering new community transport, demand responsive transport and connecting community bus hubs with commercial routes. This could positively impact people with a disability and people in rural areas. o People with a disability could also be positively impacted by the action to increase the number of disabled parking spaces.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 77 PUBLIC o Suggestions to raise kerbs at bus stops could positively impact people with mobility issues and make public transport more accessible. o Improvements to wayfinding and signage is likely to make it easier for people to navigate around Renfrewshire. This could benefit people who are digitally excluded and therefore unable to use navigation apps (for example some older people and those with learning disabilities). • The LTS could have socio-economic benefits: o Through actions to integrate ticketing and to support making tickets more affordable. o By increasing connections to strategic locations (for example Glasgow Airport) which could improve employment opportunities for more deprived households who may not have access to a private car. • The actions also focus on improving safety: o This may be achieved through actions to reduce congestion near schools, which could reduce the risk of traffic accidents and the negative impacts of air pollution on children. o The signage and wayfinding action could reduce the risk of collisions on shared pathways and spaces. o Live bus information at stops could also improve the safety and security of groups who can feel vulnerable whilst waiting at bus stops and rail stations. • If people are encouraged to participate in active travel, there could health benefits for residents: o Bikeability training for children and adult cycle training could encourage more people to participate in cycling, which is likely to have both physical and mental health positive impacts. o The LTS includes actions to remove some of the financial barriers for participating in active travel (for example bike hire schemes and increased secure cycle parking). This could result in more people from lower-income households from participating in active travel which would have health benefits.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 78 PUBLIC • There could be wider health benefits if the LTS actions result in encouraging modes of travel other than private cars. For example, through reduced air pollution, which can be particularly harmful for certain protected characteristics groups. However, actions to make road improvements and introduce new strategic roads could have negative health impacts during construction and through increased traffic once operational. Negative impacts during construction should be mitigated through Construction Management Plans. 8.2. Recommendations The following points for the LTS are recommended to minimise any negative impacts and to enhance any positive impacts: • Transport network: Future prioritisation of proposed extensions to the active travel network should consider a higher weighting towards links to destinations that benefit a greater number of people with protected characteristics (e.g. places of worship, schools, GP practices). • Accessibility: Make sure that actions around active travel are inclusive of people with disabilities and mobility impairments (for example, that cycle parking has space for adaptive cycles, signage on shared paths to advise of multiple users). o Bikeability training should be available in schools in areas of deprivation so that cycling is accessible for children from all backgrounds • Ticketing: Whilst recognising that ticketing changes are under the control of operators and SPT, the LTS should support and encourage an inclusive approach to integrating ticketing for public transport modes (for example available to buy in- person for those who are digitally excluded). • Behaviour Change: At the next stages of development, identify groups who are underrepresented in active travel figures at the local level to make sure they are included within Behaviour Change initiatives.
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79 PUBLIC Appendix A Evaluation of LTS Actions Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact Active Travel AT1 Design and extend the cycle path network across Renfrewshire to be safe and accessible, in line with locations identified in the Proposed Active Travel Network Map + + + + Increased participation in cycling for underrepresented groups. Accessible cycling infrastructure - for disabled users. Health benefits through uptake of active travel. AT2 Work with Sustrans to implement and adopt lighting across the off- road active travel network + + N + Increased safety for vulnerable users, especially women/ young people travelling alone at night. AT3 Work with SPT to deliver regional and longer distance cycling connections set out within the Regional Active Travel Strategy + + + + Health benefits through uptake of active travel. Increased access to wider opportunities for groups who may otherwise be excluded through inaccessible infrastructure/ economic cost of transport. AT4 Prioritise pedestrian safety through a review of crossing + + + N Improved road safety for vulnerable users such as people with a disability
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 80 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact facilities on the local road network at locations identified in the Annual Accident Assessment and through working with local communities and those more vulnerable to road traffic accidents, such as children. Children in more deprived areas are more at risk of road traffic accidents and so expected to also benefit from this action. AT5 Review cycle safety and priority at junctions, including review of on- road infrastructure and measures for implementation of early release signals for cyclists at locations identified in the Annual Accident Assessment and through working with local communities + + + + Increased safety encouraging uptake of cycling amongst underrepresented groups. Increased accessibility for cyclists with disabilities through increased feelings of safety. AT6 Create a Maintenance Plan for the active travel network, including adoption, prioritisation and maintenance of active travel paths across Renfrewshire, including winter maintenance and removal of vegetation N N N N No impacts are anticipated at this stage.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 81 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact AT7 Undertake a signage review and implement a signage and wayfinding strategy to support more local journeys by walking, wheeling and cycling + N N N Main equality benefits for users with a disability and those with health needs (for example autism, Alzheimer’s). Recommendation: consultation with user groups representing people with disabilities in the future development and implementation of strategy. AT8 Review feasibility and implement the expansion of cycle training into secondary schools and / or adult cycle training through local providers + + + + Increased participation in cycling for underrepresented groups. Health benefits through uptake of active travel. Recommend inclusive training for children / adults with disabilities. AT9 Build a monitoring and evaluation framework for the active travel actions of the LTS in order to collect relevant baseline data and effectively monitor progress N N N N Recommendation: make sure monitoring captures equalities groups. AT10 Increase the number of secure cycle parking spaces, with a focus on locations serving local + N + + Increased uptake of cycling by overcoming barrier of lack of infrastructure. (Especially for
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 82 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact communities identified in the Proposed Active Travel Network Map underrepresented groups). There may be financial barriers to inclusion in cycling in more deprived areas; the introduction of cycle parking may help overcome this barrier. Recommendation: cycle spaces could include those for adapted bicycles. AT11 Support access to bikes by working with SPT to investigate potential for delivery of a partial / fully regional public bike hire scheme (including e-bikes) that is available at locations which would be served by the Proposed Active Travel Network + N + N Could assist with the financial cost of bikes for those in low-income households - potentially a more affordable form of transport compared to public transport. However, increased use of e-bikes could pose some safety concerns due to the potential for e-bikes to be used at high speed. This could be particularly concerning for people with mobility impairments. Recommendation: consider for
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 83 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact adapted bicycles to also be made available for hire and potentially accompanied first journeys for those who are concerned about road safety. AT12 Undertake a feasibility study to create a public charging network for electric bikes in Renfrewshire, potentially linked to Mobility Hubs N N + + Negligible or negative impact for socio-economically disadvantaged groups as unlikely to afford e-bike - barrier of affordability and does not advance equality of opportunity. Increased access to active travel infrastructure could have health benefits. AT13 Support measures to make it easier for the last mile of small goods deliveries to be undertaken by sustainable modes, such as by cargo bikes N N N + There could be minor positive health impacts through the reduction of congestion in busy pedestrian areas through this action. This could benefit groups particularly vulnerable to the negative health impacts of air pollution. However, the impacts are likely to be limited at this time.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 84 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact Behaviour Change B1 Provide support to parents and carers to apply for young persons' concessionary travel entitlement card N + + N Benefit for all children and young people, but especially those from more deprived backgrounds who are unlikely to have access to information / skills / ability to apply and would otherwise be excluded from opportunities due to cost of travel. B2 Work with schools on Behaviour Change initiatives with local partners N + + + Improved safety for children who use active travel to get to school. Likely to be health benefits if more children are encouraged to participate. Recommendation: make sure schools in more deprived areas are also included. B3 Provide more opportunities for pupils leaving primary school across Renfrewshire to receive Bikeability Levels 1 and 2 cycle training as a minimum N + + N Increased uptake of active travel and more affordable travel options for more deprived households – potential to reduce obesity amongst children. B4 Continue discussions on sustainable transport solutions + N + N This could increase participation in active travel for underrepresented
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 85 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact and engage with employers to promote Cycling Scotland's Adult Cycle Training, including with employers at: - Advanced Manufacturing Innovation District Scotland (AMIDS) - Inchinnan Business Park - Westway Park - Hillington Industrial Estate - Braehead Retail Park groups, especially women at work. This could also increase employment opportunities for households without access to a car. B5 Encourage employers and schools to implement Travel Plans to support a shift to sustainable travel modes N + + N By reducing car travel, travel plans can improve health and wellbeing, free up car parking space, and make a positive contribution to the community and the environment. Success if subject to engagement and willingness of employers and schools to engage. B6 Renfrewshire Council to update its staff Travel Plan N N N + Similarly to B5, the staff Travel Plan could free up car parking space and
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 86 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact have a positive impact on health and wellbeing of staff if active travel options are used instead of private cars. There could also be a positive contribution to the environment and community. B7 Review Behaviour Change programmes currently delivered in Renfrewshire and provide targeted, strategic support to organisations delivering Behaviour Change within Renfrewshire through external funding sources + N N N This is anticipated to have a positive impact on targeted groups. Recommendation: make sure there are groups underrepresented in cycling figures and would benefit from the strategy. Public Transport and Shared Mobility PS1 Working with partners; enhance facilities at transport hubs such as Paisley Gilmour Street Station to improve safety, security and dissemination of information for all users + N + N Benefits, particularly for groups reliant on public transport.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 87 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact PS2 Working with SPT and operators; make buses, trains and taxis accessible and easier for all to use, including through reducing physical accessibility barriers and improving the accessibility of travel information + N N N Recommendation: consultation with people with disabilities as necessary as this develops in future. PS3 Working with SPT and operators; support measures to improve integrated ticketing across public transport modes and operators, including exploration of a daily price cap + N + N Benefit for socio-economically disadvantaged groups - overcoming economic barrier to public transport and opportunities. Benefit for women who are more likely to undertake trips via multiple modes. PS4 Working with partners; explore opportunities to increase the frequency and improve reliability of bus services across Renfrewshire + + + N This relates to a key issue raised during engagement and is likely to positively impact most residents. This could have socio-economic benefits if services are improved and households without access to cars are able to reach more destinations.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 88 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact PS5 Working with Transport Scotland, ScotRail and Network Rail; improve accessibility at all rail stations, including ramp access on all platforms and between platforms (as applicable), including at Lochwinnoch station + + N N Overall, anticipated to positively impact people with disabilities and others with mobility issues (for example pregnant people and older people) who would benefit from ramp access. Recommendation: lived experience/ consultation with people with disabilities necessary for implementation. PS6 Working with partners; explore opportunities to expand network coverage of bus services in rural areas of Renfrewshire and between areas of deprivation and employment such as AMIDS + N + N This could have positive socio- economic impacts due to increased access employment opportunities, particularly for households without access to a car. There could also be positive impacts for people who are unable to drive (for example some older people and people with a disability) and reduce the risks of social isolation.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 89 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact PS7 Renfrewshire Council to work with SPT, Glasgow City Council and other partners to support development of Clyde Metro, and Renfrewshire Council to continue advocating for options to provide a fixed link to Glasgow Airport and AMIDS N N + N There could be positive impacts for those who use multiple forms of transport and/or do not have access to a car. PS8 Working with partners in the short term; explore options to provide a direct and frequent public transport service from Paisley Gilmour Street Station to Glasgow Airport and AMIDS + + + N Improving public transport links to Paisley Gilmour Street and Glasgow Airport could have a differential impact for people on lower incomes without access to a private car. This could provide employment opportunities and access to services. PS9 Support development of the bus network through provision of bus priority lanes on key corridors and bus priority at signalised junctions including at: - Glasgow Road + + + N This is likely to improve the reliability of buses which would positively impact those more reliant on public transport. This could also have positive impacts on safety whilst waiting at bus stops.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 90 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact - Renfrew Road - Neilston Road PS10 Support provision of existing and new Community Transport and Demand Responsive Transport, with a focus on rural areas and access to health and providing transport that is fully accessible + + + + There are likely to be positive impacts for people who live in more rural areas, particularly those who do not have access to a private car, such as some older people and people with a disability. Supporting new and existing Community Transport and Demand Responsive Transport is likely to improve access to essential services for these groups. During engagement, groups representing people with disabilities highlighted that these types of services would have a positive impact in their lives. PS11 Investigate the implementation of Community Bus Hubs, to enable community operated services to + N + N No impacts are anticipated at this stage.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 91 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact connect with commercial bus routes PS12 Working with SPT; continue to implement a programme of bus stop improvements, including to provide high kerb access at bus stops in town and village centres and in neighbourhood locations as appropriate + N N N High kerb access was raised during community engagement as being positive. If this is extended to all bus stops, this would improve accessibility. PS13 Support SPT to establish local bus franchising within Renfrewshire and across the Strathclyde region + N + N Action has the potential to give greater public control over how funding is used and to allow the co- ordination of buses across the network. Accessibility to employment and economic exclusion may be improved as a result of this action. PS14 Support measures to make public transport affordable for all, including through actions + N + N There is potential for this action to give greater public control over how funding is used and to allow the co- ordination of buses with the rest of
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 92 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact identified in Transport Scotland’s Fair Fares Review, where relevant the network. Accessibility to employment and economic exclusion may be improved as a result of this action. PS15 Support the expansion of car club schemes across Renfrewshire, including clubs with electric vehicles + N + N Action could have positive impacts by providing an affordable alternative for socio-economically disadvantaged groups as an alternative to forced car ownership. PS16 Work with partners to explore the potential for Mobility Hubs across Renfrewshire, with a focus on existing transport hubs and town centre locations such as Paisley Gilmour Street and Piazza Shopping Centre + N + N This could positively impact groups without access to private cars and improve connectivity to essential services, particularly people with a disability, older people and children. There may be positive socioeconomic impacts if this improves access to job opportunities in town centre and shopping locations.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 93 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact Road Safety RS1 Work with Transport Scotland to introduce 20 mph speed limits on urban residential streets + + N + This could positively impact children, older people and people with a disability (more likely to be at risk). Particularly in more deprived areas where road traffic accidents are more common. RS2 Implement measures to reduce congestion outside school gates, including consideration of short term parking restrictions and work with schools and local communities to develop measures + + N + Measures to reduce congestion outside school gates could reduce road traffic accidents, encourage more children to use active travel to get to school, make streets feel safer, and reduce air pollution (which some protected characteristic groups are more at risk of). RS3 Implement traffic calming measures and other road safety interventions on local roads, where considered appropriate, following assessment as defined by Renfrewshire's Road Safety Policy + + N N Action is likely to have positive impacts on road safety, particularly for vulnerable road users.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 94 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact RS4 Partner with Police Scotland on priorities for enforcement and improve collaboration on road safety matters + + N N Action is likely to have a positive impact on safety, particularly for vulnerable road users (older people, people with a disability, children, pregnant people) RS5 Seek collaboration with secondary schools to promote road safety + + N N Action is likely to have positive safety impact for children and vulnerable road users. RS6 Undertake Annual Accident Assessments to identify locations for targeted road safety improvements + + N N There are anticipated to be health benefits of undertaking Annual Accident Assessments. This could be particularly beneficial for older people, children and people with disabilities who are more at risk of road traffic accidents. Parking P1 Explore options to manage parking capacity issues, including at Johnstone Rail Station, and the case for Park and Ride/ mobility hub provision where there is currently none, including at + N + N Action could have positive impacts for residents where there are no railway stations. Action could improve access to employment opportunities and services.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 95 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact Milliken Park Rail Station, and to serve towns and villages which do not have their own railway station P2 Support the private sector expansion of the publicly available electric vehicle charging network N N + + If the action encourages people to buy electric cars, there may be health benefits associated with fewer petrol / diesel cars on the road due to decreased pollution. This could also encourage residents who do not have access to an electric charging port at home to get an electric car, making vehicles which are more sustainable compared to petrol / diesel ones, more accessible. P3 Increase the number of disabled parking spaces in proximity to major trip attractors + N N + People with a disability often face increased living costs. The introduction of increased parking spaces could reduce reliance on expensive modes such as taxis. P4 Implement pavement parking exemptions and enforce the + N N N The action is likely to have a positive impact on people with a disability
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 96 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact national pavement parking ban, including the offences of double parking and parking across pedestrian dropped kerbs and those with limited mobility. During engagement, pavement parking was highlighted as an issue which makes it harder for people with mobility aids to walk and wheel. P5 Investigate the potential for a workplace parking license and / or local road user charging to be implemented in Renfrewshire - N - + There may be positive health impacts due to a reduction of cars on the road; this can benefit children, people with a disability and older people in particular, who can be at particular risk of the negative health impacts. However, there may be negative impacts for people on lower incomes who rely on private cars to get to work (particularly if the workplace is not well connected by public transport) as they may be unable to afford the additional cost of a workplace parking license and therefore be excluded from opportunities. Some people (such as older people,
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 97 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact pregnant people and people with a disability) may rely on their cars as a mobility aid and therefore cannot use alternative methods to travel to work. Recommendation: noting the action is to investigate the potential for a workplace parking license, consideration could be given to exemptions for those who require a car as a mobility aid, if implemented. Road Network and Freight RNF1 Renfrewshire Council to explore the feasibility of road improvements, including: - Alignment / junction improvements at Arkleston Road staggered junction - Seedhill Road / Hawkhead Road mini-roundabout + + N - There could be positive impacts for those at greater risk of traffic accidents (older people, children, people with a disability). However, there could be negative impacts with regard to health through increased noise and air pollution during road improvement construction. If the roads encourage additional traffic, there could be additional negative impacts
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 98 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact - Strengthening Penilee Road Railbridge associated with increased traffic pollution. This can disproportionately impact older people, pregnant people, children and some people with disabilities. RNF2 Renfrewshire Council to progress with the construction of new road links, including at AMIDS South link road from Inchinnan Road to Renfrew Road and Harbour Road N - + - Improvements to road links at strategic locations could have positive socioeconomic impacts due to improved access to job opportunities. There may be positive impacts for the reliability of bus services through road improvements. However, during construction there could be disruptions to routes and stops. Mitigation measures should be included as appropriate to reduce negative impacts on groups particularly reliant on bus services and likely to be negatively impacted by diversion routes.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 99 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact The construction of additional roads could have negative impacts for health due to increased noise and air pollution during construction and increased traffic once the roads are operational. This can have a negative impact on groups more vulnerable to noise and air pollution (people with disabilities, children, pregnant people and older people). RNF3 Undertake an assessment of the road safety and environmental effects of HGV routeing through Renfrewshire’s urban road network N N N + There could be positive impacts with regard to health through an assessment of road safety. This could have a differential impact for people most at risk of road traffic accidents (children, older people and people with disabilities). RNF4 Encourage developers to consider rail as an alternative to road for moving freight, including considering the feasibility of + + N + There may be minor positive impacts with regards to improved air and noise pollution and potential for fewer road accidents.
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 100 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact allowing loads heavier than the maximum gross weight for heavy goods vehicles to use the Burnbrae Drive approach to Elderslie Railhead Environmen t ENV1 Continue to monitor air quality at existing automatic monitoring stations within Paisley, Johnstone and Renfrew + + N + There could be positive health impacts as a result of this action, particularly for those vulnerable to the negative impacts of air pollution (children, older people, people with a disability and pregnant people). ENV2 Expand the decarbonisation of Renfrewshire Council’s vehicle fleet + + N + There could be health benefits for groups particularly at risk of air pollution (older people, children, pregnant people, people with a disability) through the decarbonisation of the fleet. ENV3 Design and implement climate change adaptation and resilience measures to strengthen and + + + N Groups more reliant on public transport are likely to be positively impacted by the increased resilience and protection of the transport
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 101 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact protect the transport network from weather related events network. This includes lower income households, children and older people. Digital Technology DT1 Working with SPT through wider processes, including Clyde Metro and Strathclyde Regional Bus Strategy, consider opportunities to support the development and delivery of an improved integrated journey planning app(s) that includes booking and payment functions + + N N By simplifying travel mode choices and payments, this could positively impact people who rely on public transport, particularly those who use multiple transport modes to complete journeys. Recommendation: make sure that alternative options remain for people who are digitally excluded, such as older people and some people with disabilities. DT2 Working with SPT; continue implementation of the remaining elements of a programme to provide Real Time Passenger Information at bus stops on the busiest corridors and village + + + N This action is likely to have positive impacts for all people who use public transport. There may be positive safety impacts for those who feel vulnerable when waiting at bus stops,
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 102 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact centre locations across Renfrewshire such as women and girls, especially at night. The clear display of real time information at stops may also benefit people who are digitally excluded (such as some older people and people with disabilities) who may have more difficulty accessing bus time information online. DT3 Undertake a study to expand the UTC traffic signal network across Renfrewshire, expanding adaptive control and bus priority at signalised junctions on bus routes, where identified as necessary + + + N Prioritisation of bus routes may have positive impacts on the reliability of services, which would benefit public transport users. DT4 Work with partners to add connections to the existing fibre network as and when new council building development dictates, to continue to improve digital + + + N Improving digital connectivity may reduce the need to travel and therefore reduce associated costs and
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Renfrewshire Local Transport Strategy 2025-2035 – Integrated Impact Assessment 103 PUBLIC Theme Ref Actions EqIA CRWIA FSDA HIIA Comments + positive impact / - negative impact / N neutral / no impact connectivity across Renfrewshire and thus reduce the need to travel negative health impacts related to air pollution.
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104 PUBLIC Environment, Housing and Infrastructure Renfrewshire Council Renfrewshire House Cotton Street Paisley PA1 1BR
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Draft Environmental Report 1 PUBLIC Strategic Environmental Assessment (SEA) for Renfrewshire Council Local Transport Strategy 2025-2035 Environmental Report
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 2 PUBLIC Table of Contents 1. Welcome ............................................................................................ 3 2. SEA Explained .................................................................................... 8 3. Scope of the SEA .............................................................................. 11 4. Assessment of Reasonable Alternatives .......................................... 17 5. Assessment of the LTS ..................................................................... 76 6. Proposed Monitoring Programme ................................................... 88 7. Next Steps ........................................................................................ 91 Appendix A: Scoping Report ....................................................................... 92 Appendix B: Consultee Responses ............................................................. 93
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 3 PUBLIC 1. Welcome 1.1. Background AECOM has been commissioned to undertake a Strategic Environmental Assessment (SEA) in support of the Renfrewshire Local Transport Strategy, also known as Travel Renfrewshire 2035, (hereafter referred to as “the LTS”) on behalf of Renfrewshire Council. SEA is a systematic process for evaluating the environmental consequences of proposed plans, strategies, or programmes to ensure environmental issues are fully integrated and addressed at the earliest appropriate stage of decision making, with a view to promoting sustainable development. This Environmental Report, which is the main output of the SEA process, accompanies the LTS. 1.2. The Renfrewshire LTS The former Renfrewshire LTS was published in 2007 and presented a 10-to-20-year vision for transport in the local authority area (shown in Figure 1-1). After ten years, an LTS Refresh was published, which provided an update on Renfrewshire Council’s achievements against the actions set out 2007 LTS and set out a broad direction of travel for Renfrewshire for the next ten years. As the former LTS was coming towards the end of its 10-to-20-year timeframe, the Council has developed a new strategy that will cover the period 2025-2035. The LTS for Renfrewshire sets the future direction for the Council’s approach to the development and upkeep of the transport infrastructure and policy within the council area. The LTS also sets out how the Council will contribute to the delivery of the obligations set out in the National and Regional Transport Strategies and other key policy drivers. To achieve this, transport policies and actions have been developed, and indicators identified to monitor the progress made on these actions.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 4 PUBLIC A number of key tasks have been undertaken: • Analysis of data, undertaking a Policy Review and consultation. • Identification of a Vision Statement, objectives and indicators. • Generation of options and development of an Action Plan. • Developing alternative approaches. • Undertaking a full Strategic Environmental Assessment (SEA) and Integrated Impact Assessment. • Development of a LTS. The final LTS sits alongside this report.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 5 PUBLIC Figure 1-1: Plan Area for the Renfrewshire Local Transport Strategy (Source: AECOM)
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 6 PUBLIC Table 1-1: Key facts relating to the Renfrewshire LTS Responsible authority Renfrewshire Council Title of plan Renfrewshire Local Transport Strategy Subject Transport strategy Purpose The Renfrewshire Local Transport Strategy will provide a strategic framework for future transport planning across Renfrewshire. Timescale To 2035 Area covered by the plan The council area of Renfrewshire (Figure 1-1 above). Summary of content The Renfrewshire Local Transport Strategy sets strategic transport planning policy for Renfrewshire in the next 10 years. It sets out which transport interventions Renfrewshire Council intends to deliver (depending on available funding and further understanding on feasibility of actions) during the LTS period. 1.3. Vision, Priorities and Objectives for the LTS The following vision statement details what Renfrewshire Council is aiming to achieve with the LTS: ‘Renfrewshire to be an attractive place to live, work and visit, with walking, wheeling and cycling and public transport opportunities that are inclusive, affordable, integrated and safe to use; and a transport system which supports net zero targets, inclusive economic growth and the health and wellbeing of all.’ The LTS follows five priorities set out in the strategy: • Equality and Accessibility; • Net Zero Emissions; • Inclusive Economic Growth; • Safety and Security; and
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 7 PUBLIC • Resilience and Maintenance. The LTS captures a range of transport interventions, known as ‘actions’, under the following themes: • Active Travel. • Behaviour Change. • Public Transport and Shared Mobility. • Road Safety. • Parking. • Road Network and Freight. • Environment. • Digital Technology. The following objectives form part of the criteria against which actions will be monitored and evaluated in future years: • Objective 1: Support fair and equitable access to sustainable modes of transport in Renfrewshire, that is integrated and easy to use for all. • Objective 2: Support the continued reduction in harmful transport emissions across Renfrewshire. • Objective 3: Increase the proportion of trips undertaken by walking, wheeling and cycling and public transport for everyday journeys. • Objective 4: Improve transport connections within Renfrewshire and to neighbouring local authorities to support inclusive economic growth. • Objective 5: Improve the safety of Renfrewshire's transport network through meeting Scottish Government casualty reduction targets; and • Objective 6: Provide a secure, resilient and well-maintained transport network that meets the needs of users.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 8 PUBLIC 2. SEA Explained 2.1. Introduction This report has been prepared in accordance with the European Directive 2001/42/EC and section 15 of the Environmental Assessment (Scotland) Act 2005 (hereafter referred to as the “2005 Act”). The 2005 Act requires all qualifying plans, programmes, and strategies (PPS) to undergo SEA. This provides a systematic process for identifying, reporting, and mitigating the environmental impacts of an emerging PPS. The LTS is a qualifying plan in accordance with Section 5(3) of the 2005 Act, and an SEA is therefore required. 2.2. Key Stages of the SEA This Environmental Report follows the process required by the SEA Regulations. There is guidance published by government on undertaking SEA, specifically ‘A Practical Guide to the Strategic Environmental Assessment Directive’; the ‘Practical Guide’. This sets out a five-stage process for undertaking SEA. This process, in conjunction with the SEA Regulations, guides this assessment. The stages and outputs for the SEA are shown in Figure 2-1. The Environmental Report comprises Stage 3.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 9 PUBLIC Figure 2-1: The stages and outputs for the SEA 2.3. Purpose of the Environmental Report In line with the 2005 Act and Transport Scotland’s Guidance on Local Transport Strategies, a report (known as the Environmental Report) must be published for consultation alongside the Draft LTS. Its purpose is to identify, describe and evaluate the likely significant effects on the environment of implementing: • the LTS; and • reasonable alternatives for the LTS. The report and consultation responses must both be considered when finalising the LTS. The Environmental Report is the second document to be produced as part of the SEA process for the LTS. The first document was the Scoping Report prepared in July 2024 (Renfrewshire Local Transport Strategy Strategic Environmental Assessment: Scoping Report), which included information about the baseline and the ‘framework’ against which the LTS actions have been assessed. Stage 1 • Establish the context and baseline for the SEA • Identify key sustainability issues for the LTS • Develop the SEA framework Stage 2 • Develop and refine alternatives for the LTS • Appraise the significant effects of these alternatives Stage 3 • Appraise the draft LTS • Prepare the Environmental Report Stage 4 • Consult on the Draft LTS and the Environmental Report Stage 5 • Appraise updates to the LTS (if required) • Prepare the SEA Post Adoption Statement • Monitor the significant effects of the LTS Scoping Report Environmental Report SEA Post Adoption Statement
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 10 PUBLIC 2.4. Structure of the Environmental Report 2.4.1. SEA Topics The information in this Environmental Report has been presented through eight SEA topics, which have been informed by the issues/topics in the 2005 Act. These are: • Air quality and noise pollution • Biodiversity, flora and fauna, and geodiversity • Climatic factors • Cultural heritage • Landscape • Material assets • Population and human health • Soil and water resources. 2.4.2. Environmental Report Chapters In line with the provisions of the Environmental Assessment (Scotland) Act 2005, this Environmental Report has been structured as follows: • Chapter 3 presents an overview of the scoping process for the SEA (Stage 1 in Figure 2-1). • Chapter 4 presents an assessment of a number of alternative approaches relating to the broad principles underpinning the LTS. These have been assessed as reasonable alternatives (Stage 2). • Chapter 5 presents an assessment of the LTS actions, in terms of their likely significant environmental effects (Stage 3). • Chapter 6 presents proposals for monitoring the significant environmental effects of the LTS actions, and opportunities for enhancements (linked to Stage 5). • Chapter 7 subsequently sets out the next steps for the LTS and accompanying SEA process.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 11 PUBLIC 3. Scope of the SEA 3.1. SEA Scoping Report The Environmental Assessment (Scotland) Act 2005 requires that: “Before deciding on the scope and level of detail of the information to be included in the environmental report to be prepared in accordance with section 14; the responsible authority shall send to each consultation authority such sufficient details of the qualifying plan or programme as will enable the consultation authority to form a view on those matters”. In Scotland, the consultation bodies are Historic Environment Scotland (HES), the Scottish Environmental Protection Agency (SEPA) and NatureScot. These authorities were consulted on the scope of the SEA for the LTS actions through the release of an SEA Scoping Report (prepared by AECOM) to consultees in July 2024. Comments from the consultation bodies were returned in August 2024 and the Scoping Report has been provided in Appendix A. The consultee’s comments are presented in Appendix B, alongside an overview of how they have been considered and addressed through the ongoing development of the SEA.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 12 PUBLIC 3.2. Content of the Scoping Report Reflecting the requirements of the SEA Regulations, the following information is presented in the Scoping Report for the eight SEA topics: • Context review: This explored the environmental and sustainability ‘context’ for the SEA / LTS through reviewing high level messages (e.g. internationally, from central government and at the regional level) with a view to establishing the focus for the SEA. • Baseline data: This established the baseline situation in the area in the absence of the LTS (including the future baseline) in order to help identify the plan’s likely significant effects. • Key issues: This identified particular problems or opportunities (‘issues’) that should be a focus of the SEA. • Considering this information, developing an SEA framework comprising SEA objectives and assessment questions, which can then be used as a guiding framework for the subsequent assessment. 3.3. Issues / Topics Scoped into the SEA Scoping identified a range of environmental topics that should be a particular focus of SEA. In this respect, in terms of the SEA ‘issues’ suggested by Schedule 3 of the Environmental Assessment (Scotland) Act 2005, the following were scoped in through the scoping process: • Air quality and noise pollution • Biodiversity, flora and fauna, and geodiversity • Climatic factors • Cultural heritage • Landscape • Material assets • Population and human health • Soil and water resources It is noted that the Environmental Assessment (Scotland) Act 2005 highlights that the Environmental Report should present information on the likely significant effects on the environment, including on issues such as biodiversity; population; human health; fauna; flora; soil; water; air; climatic factors; material assets; cultural heritage, including
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 13 PUBLIC architectural and archaeological heritage; landscape; and the inter-relationship between these issues. 3.4. SEA Framework The key environmental issues relating to the LTS actions have been translated into an SEA ‘Framework’ of objectives and assessment questions. The SEA Framework provides a way in which the likely significant environmental effects of the LTS actions and alternatives can be identified and subsequently analysed based on a structured and consistent approach. As discussed above, the SEA Framework and the assessment findings in this Environmental Report have been streamlined and presented under eight SEA topics. In this respect the accompanying objectives and assessment questions for each topic have been refined as appropriate in recognition of the high-level nature of the LTS actions at this stage. The SEA Framework is presented in Table 3-1.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 14 PUBLIC Table 3-1: SEA Framework SEA Topic SEA Objectives Air Quality and Noise Pollution Deliver improvements to air quality in Renfrewshire by supporting the use of more sustainable modes of travel, including active travel and public transport. Support the achievement of air quality objectives. Reduce noise from transportation sources. Biodiversity, Flora and Fauna, and Geodiversity Conserve and enhance internationally, nationally, and locally designated sites for biodiversity and geodiversity in accordance with their significance and in line with established good practice. Take a strategic, landscape-scale approach, focused on habitat connectivity across the transport network and climate change resilience. Ensure accordance with the mitigation hierarchy (avoid, mitigate, compensate) in order to reduce negative effects of new transport infrastructure on ecological and geological resources. Climatic Factors Support climate change mitigation through limiting the contribution of transport to GHG emissions. Support the resilience of the transport network to the potential effects of climate change, including flooding and extreme heat events. Linked to the biodiversity objective, support the restoration of natural processes, and avoid actions that further constrain the natural environment’s ability to respond to climate change.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 15 PUBLIC Cultural Heritage Conserve and enhance Renfrewshire’s historic environment, including both designated and non- designated heritage assets. Protect archaeological assets from impacts as a result of the construction of new transport infrastructure. Consider links to landscape and place-making and promote an understanding of the local heritage resource. Landscape Protect and enhance the character, quality and setting of Renfrewshire’s landscape, townscape and villagescape features. Integrate high quality green infrastructure into new transport infrastructure, linking it to the wider landscape. Recognise close links with other objectives, including biodiversity and heritage. Material Assets Promote sustainable management and design solutions that encourage the reduction, re-use and recycling of waste and materials during the construction, maintenance, and operational phases of transportation projects and schemes. Population and Human Health Improve access to key services, facilities and amenities. Improve access to education, employment and economic opportunities. Improve access to high quality green networks. Promote good health by encouraging active modes of travel (for example, walking and cycling). Improve road safety, including for vulnerable users.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 16 PUBLIC Soil and Water Resources Promote the efficient use of land, with a focus on avoiding the loss of best and most versatile agricultural land as far as possible. Minimise the impact the transport network has on water quality and the physical state of water bodies.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 17 PUBLIC 4. Assessment of Reasonable Alternatives 4.1. Assessing Reasonable Alternatives in SEA The assessment of ‘reasonable alternatives’ is a key element of the SEA process to meet the requirements of the 2005 Act. A central facet of the SEA process to date has been the appraisal of reasonable alternatives for the LTS. The 2005 Act is not prescriptive as to what constitutes a reasonable alternative, stating only that the Environmental Report should “identify, describe and evaluate the likely significant effects on the environment of implementing the plan…and reasonable alternatives to the plan… taking into account the objectives and geographical scope of the plan…”. In developing reasonable alternatives for the SEA, a central consideration has been with respect to the key choices being made relating to the provisions. In this regard this Environmental Report has assessed a range of options as reasonable alternatives, with a view to exploring the options with particular potential for significant environmental effects. These assessments are designed to inform plan makers and stakeholders on the relative sustainability merits of alternative approaches the LTS actions could take on various elements associated with the proposals. The SEA process has therefore considered reasonable alternatives through the approach set out above. 4.2. Development of Alternatives to Assess Through the SEA 4.2.1. Development of Options and Themes for the LTS The process undertaken to develop actions for this LTS included a number of steps. Subsequent to the identification of problems and opportunities for the LTS, and the development of a Vision Statement, Priorities and Objectives, the next step was to develop a list of options. This was primarily informed by stakeholder engagement and public consultation findings, supplemented by Renfrewshire Council officer input and options identified in existing strategy / policy documents.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 18 PUBLIC The long list of options was then consolidated, and grouped by eight themes, as follows: • Active Travel • Behaviour Change • Public Transport and Shared Mobility • Road Safety • Parking • Road Network and Freight • Environment • Digital Technology A short list of options then underwent a high-level appraisal, and options retained following the appraisal form the basis of the Action Plans in the LTS. To inform this process, the SEA process has considered a number of different approaches for the eight LTS themes considered. Rather than considering individual options, groupings of options have been considered as reasonable alternatives. This enables the relative environmental merits of different strategic approaches under each theme to be effectively considered, recognising the interplay between the different LTS options being considered. 4.2.2. Alternatives Considered In light of the above, the SEA has considered a series of reasonable alternatives under the LTS themes, these are listed below. It is noted that Active Travel and Behaviour Change have been combined for the purposes of the assessment of alternatives undertaken through the SEA. Active Travel and Behaviour Change: • Alternative AT/BC-A Do minimum: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. It would also limit interventions to: minimum investment in different schemes; maintenance works; and no commitments to larger and/or longer-term scheme funding.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 19 PUBLIC • Alternative AT/BC-B Infrastructure: This would deliver infrastructure actions designed to enhance active travel networks across Renfrewshire. This includes for example the delivery of extensions to the cycle path network, additional cycle parking provision, pedestrian network improvements, enhanced lighting and public charging network for electric bikes, potentially linked to mobility hubs. • Alternative AT/BC-C Behaviour change: This would focus on interventions designed to support behaviour change to active travel modes. Actions could include, for example: cycle training; signage and wayfinding strategies; public bike hire schemes; support for parents, carers, schools and employers to encourage behaviour change; the implementation of travel plans and maintenance plans; and monitoring and evaluation frameworks for active travel modes. Public Transport and Shared Mobility: • Alternative PT/ST-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. It would also limit interventions to: minimum investment in different schemes; maintenance works; and no commitments to larger and/or longer-term scheme funding. • Alternative PT/ST-B Infrastructure: This would deliver infrastructure which enhances public transport networks. Actions could include, for example, bus priority lanes, bus priority at junctions, support development of Clyde Metro, and bus stop improvements. • Alternative PT/ST-C Integration, Affordability and Accessibility: This alternative would seek to improve integration between public transport modes and with other modes of transport, and to improve accessibility. It would also seek to enhance the affordability of public transport. Actions would include for example the enhancement of facilities and accessibility at transport hubs; improvements in integrated ticketing; removal of physical accessibility barriers for public transport modes (including at stations); and implementation of Community Bus Hubs.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 20 PUBLIC • Alternative PT/ST-D Bus network, Community and Demand Responsive Transport, and Car Club Schemes: This alternative would seek to enhance bus services across Renfrewshire and facilitate improvements to Community and Demand Responsive Transport. Actions captured under this alternative would include those such as working with partners to increase the frequency and improve reliability of bus services across Renfrewshire (including rural areas); supporting development of new bus links; and supporting SPT to establish local bus franchising. It would also include supporting provision of existing and new Community Transport and Demand Responsive Transport schemes and car club schemes. Road Safety: • Alternative RS-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. It would also limit interventions to: minimum investment in different schemes; maintenance works; and no commitments to larger and/or longer-term scheme funding. It would also seek to continue working towards the Scottish Government’s casualty reduction targets. • Alternative RS-B Infrastructure: This would deliver physical schemes to improve road safety. Actions would include for example the implementation of 20 mph zones, traffic calming measures on local roads and measures to reduce congestion outside of schools. • Alternative RS-C Enforcement and partnerships: This would focus on the enforcement of measures which support road safety. Actions include for example schemes such as the introduction of 20 mph speed limits on urban residential streets, increased enforcement of speed limits and road safety measures and improved collaborations with schools to support road safety. Parking: • Alternative P-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. It would also limit interventions to: minimum investment in different schemes; maintenance works; and no commitments to larger and/or longer-term scheme funding.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 21 PUBLIC • Alternative P-B Park and ride / mobility hub provision: This would facilitate the expansion of Park and ride / mobility hub provision in Renfrewshire. • Alternative P-C Comprehensive parking management: This would improve parking provision for groups with specific needs (including people with disabilities and those with access to an electric vehicle), enforce pavement parking regulations, and investigate the potential for workplace parking licenses and / or local road user charges in Renfrewshire. Road Network and Freight: • Alternative RN-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. It would also limit interventions to: minimum investment in different schemes; maintenance works; and no commitments to larger and/or longer-term scheme funding. • Alternative RN-B Improved operation of the road network: This alternative would seek to deliver enhancements to the operation of the road network without the delivery of significant new physical infrastructure. • Alternative RN-C Efficient freight network: This alternative would seek to support and facilitate innovation and best practice in Renfrewshire’s freight transport network. This alternative would also seek to make rail a more attractive option as an alternative to road for freight transport. • Alternative RN-D Economic development/economic growth: This alternative would seek to facilitate significant new physical road infrastructure, with a view to supporting economic development and growth. Schemes would include new road links, junction capacity upgrades and enhancements to existing road corridors. Environment: • Alternative ENV-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes will proceed. This would rely on existing national and local initiatives for climate change mitigation and adaptation.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 22 PUBLIC • Alternative ENV-B Initiate climate change mitigation and adaptation measures: This would take a twofold approach to supporting climate change mitigation and adaptation through Renfrewshire’s transport network. In terms of mitigation, it would seek to decarbonise Renfrewshire Council’s vehicle fleet. In terms of adaptation, it would seek to implement climate change adaptation and resilience measures to strengthen and protect the transport network from weather related events. Digital Technology: • Alternative DT-A Business as usual: This would comprise a do minimum alternative, which would assume that committed plans, developments and schemes relating to digital infrastructure will continue. • Alternative DT-B Digital technology innovations: This would seek to deliver a range of digital technology innovations to support the transport network in Renfrewshire. This would include initiatives such as consideration of an integrated journey planning app, Real Time Passenger Information at bus stops and an expansion of the Urban Traffic Control network across the strategy area. The alternative would also seek to work with partners to add connections to the existing fibre network in Renfrewshire to continue to improve digital connectivity. 4.3. Assessment Findings Table 4-1 through to Table 4-7 present assessment findings in relation to the LTS themes introduced above. These are organised by the eight SEA topics. For each SEA topic, a commentary on the likely effects is presented. Options are also ranked numerically reflecting their relative sustainability performance, with ‘1’ the most favourable ranking. It is noted that where the relative performance of the Alternatives is uncertain - such as when the ranking depends on specific details that are not yet defined - this is indicated with a ‘?’ in the ‘Rank of Preference’ column.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 23 PUBLIC Table 4-1: Appraisal of Reasonable Alternatives – Active Travel & Behaviour Change SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Air Quality and Noise Pollution Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative AT/BC-B has the potential for significant positive effects on air quality and noise pollution. By enhancing and expanding active travel networks, this Alternative could reduce reliance on private vehicles, leading to lower local emissions and noise levels. Positive effects would be compounded if specific interventions were delivered in and around particularly sensitive areas in Renfrewshire. Alternative AT/BC-C also has the potential for positive effects on air quality and noise pollution by encouraging more people to use active travel modes. However, the realisation of these effects might be slower and less pronounced than infrastructure changes, as this Alternative relies on changing public behaviour over time and its area of influence is limited to the locations within Renfrewshire best placed to support modal shift, including locations with good existing public transport and active travel networks. 3 1 2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 24 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Biodiversity, Flora and Fauna, and Geodiversity Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative AT/BC-B has the potential for direct adverse effects in relation to this SEA topic due to the potential of habitat fragmentation, if not carefully planned. Construction activities may also lead to temporary adverse effects through the disturbance of local fauna and flora, and road kills. However, adverse effects can be limited if interventions avoid Renfrewshire’s sensitive ecological/geological locations and mitigated by following best practice construction techniques. This Alternative also has the potential to also have beneficial effects, if enhancement measures are delivered alongside the infrastructure improvements. For example, extensions of active travel network can enhance local biodiversity through the delivery of green corridors and environmentally designs. Alternative AT/BC-C is likely to perform most favourably for biodiversity, flora, fauna, and geodiversity as it focuses on promoting active travel without the need for new infrastructure development, thereby avoiding potential disturbances to habitats. By encouraging behaviour changes, this Alternative can limit disturbance on habitats and species and support conservation efforts. Although not an adverse effect, this Alternative precludes opportunities for positive effects for biodiversity through the delivery of new infrastructure. 3 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 25 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Climatic Factors Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. Alternative AT/BC-B supports reductions in greenhouse gas emissions through improved active travel infrastructure. By improving and expanding the existing active travel network, this will likely lead to more walking and cycling journeys in Renfrewshire, which will help the council area meet its climate targets at a faster rate. This Alternative has the potential to adversely impact local resilience to climate change by adding impermeable surfaces as part of the expanded active travel network. However, careful design, such as using appropriate drainage systems, can help mitigate these effects. Alternative AT/BC-C is likely to result in positive effects in relation to climatic factors by encouraging more sustainable travel behaviours. However, the realisation of these effects might be slower and less pronounced than infrastructure changes, as this Alternative relies on changing public behaviour over time and its area of influence is limited to the locations within Renfrewshire best placed to support modal shift, including locations with good existing public transport and active travel networks. 3 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 26 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Cultural Heritage Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative AT/BC-B has the potential for positive effects on the historic environment of Renfrewshire by incorporating aesthetic and historical considerations into the design and location of the expanded active travel network. In doing so, new pathways and public spaces can be designed to complement and better reveal the significance of Renfrewshire's historic assets. Additionally, improved infrastructure can increase access to heritage features, making them more accessible and promoting local heritage tourism. A reduction in car traffic associated with this Alternative can also improve the setting of historic environment assets by limiting noise and air pollution, visual impacts and other negative impacts. However, potential for adverse effects on local historic environment may arise from construction activities, which could potentially damage archaeological sites, historic buildings, or landscapes. Mitigation for this would be the use of best practice construction methods and sensitive planning. Alternative AT/BC-C would have minimal direct impact on the historic environment of Renfrewshire. As with Alternative AT/BC-B, Alternative AT/BC-C has the potential to result in a limitation in car usage, which can improve the setting of historic environment assets. 3 1 2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 27 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Landscape Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative AT/BC-B has the potential for positive effects on the local landscape and townscape character. For example, new cycle paths and pedestrian areas can be designed to blend with the natural environment and enhance the visual appeal of the area. Additionally, a reduction in car traffic due to improved active travel infrastructure can improve landscape character, limiting visual, noise, and air pollution, making the environment more pleasant and visually appealing. However, there is potential for both beneficial and adverse effects depending on the design of the expanded network. Poorly designed infrastructure could disrupt the natural landscape and detract from its visual quality, while well-designed infrastructure could enhance it. Alternative AT/BC-C is likely to have minimal direct effects on the local landscape. However, like Alternative AT/BC-B, has the potential to result in less traffic, which can improve landscape character by limiting visual, noise, and air pollution. 3 1 2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 28 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C Material Assets Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative AT/BC-B has the potential for adverse effects on local non-renewable material assets, such as the use of asphalt for construction of new paths and pedestrian areas. This can be mitigated by using renewable alternatives like bio- asphalt. Additionally, the maintenance of the expanded active travel network will require additional materials, especially as increased use of these networks is anticipated from this Alternative. Appropriate waste management and the use of sustainable materials can help mitigate these risks. Like Alternative AT/BC-B, an increase in usage of the active travel network as a result of Alternative AT/BC-C would likely result in an increase in the maintenance of the active travel network, requiring the use of non-renewable materials like asphalt. However, this is unlikely to be likely to be significant. Using sustainable materials like bio-asphalt can also help mitigate these effects. 1 3 2 Population and Human Health Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. The Alternative may do less to maximise the opportunities available from accessibility and transport. Under Alternative AT/BC-B, expanding the active travel network could bring a range of benefits for health and wellbeing and enhancing accessibility to services, 3 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 29 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative AT/BC-A: Do minimum Alternative AT/BC-B: Infrastructure Alternative AT/BC-C: Behaviour change A B C facilities and opportunities. Additionally, reducing reliance on private vehicles in Renfrewshire could deliver a range of other benefits to the local communities in several ways. For example, households may save money on fuel and transport costs, while fewer vehicle journeys could enhance the local environment by limiting noise pollution and improving air quality. Safety improvements, such as enhanced lighting, also has the potential to reduce car accidents and crime. In a similar way, Alternative AT/BC-C also has the potential to deliver benefits by enabling more people to engage with the existing active travel network. Soil and Water Resources Alternative AT/BC-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative AT/BC-B has the potential for adverse effects on local soil and water resources from the expansion of the active travel network, such as the permanent loss of high-quality agricultural land. Additionally, construction activities could pose risks of soil compaction and ground/water contamination if not appropriately managed. However, potential adverse effects can be avoided from with a sensitive design and mitigated by best-practice construction methods. Alternative AT/BC-C is not likely to result in direct effects on local soil and water resources. 1 3 1 Table 4-2: Appraisal of Reasonable Alternatives – Public Transport and Shared Mobility
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 30 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D Air Quality and Noise Pollution Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative PT/ST-B is expected to have positive effects on Renfrewshire’s air quality and noise pollution. By enhancing public transport networks with bus priority lanes, bus priority at junctions, bus stop improvements, and support development of Clyde Metro, it would limit congestion and encourage the use of public transport, leading to lower emissions and noise levels. There is potential for temporary adverse effects for this Alternative due to a temporary increase in emissions and noise pollution during the construction of any new infrastructure. Alternatives PT/ST-C and PT/ST-D are also likely to result in positive effects on local air quality and noise pollution by improving the 4 1 =2 =2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 31 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D accessibility of public transport, reducing the number of private vehicles on the roads. Biodiversity, Flora and Fauna, and Geodiversity Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative PT/ST-B has the potential for mixed effects on local biodiversity, flora and fauna, and geodiversity. Positive effects are anticipated as this Alternative is likely to reduce traffic congestion and vehicle emissions, which can improve local air quality and noise levels. This will limit the impact of human activity on natural habitats. This Alternative also has the potential for direct adverse effects on habitats and species from the construction of new infrastructure. However, this option also has the potential to deliver positive effects for biodiversity through new development. Alternative PT/ST-C and Alternative PT/ST-D have would have minimal direct impact on biodiversity, flora and fauna, and geodiversity; however, like Alternative PT/ST-B, these Alternatives can contribute to 3 4 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 32 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D an improvement in environmental quality by limiting the number of cars on the road through an increase in public and shared transport usage. Although not an adverse effect, this Alternative precludes opportunities for positive effects for biodiversity through the delivery of new infrastructure. Climatic Factors Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. Alternatives PT/ST-B, PT/ST-C, and PT/ST-D are likely to result in positive effects in relation to climate change mitigation, by limiting the number of private vehicles on Renfrewshire’s roads, reducing the council area’s carbon footprint. Alternative PT/ST-B has the added potential benefit of being able to improve the area’s ability to adapt to climate change related weather events by incorporating resilient design into new public transport 4 1 =2 =2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 33 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D infrastructure projects. Alternative B may also further to stimulate modal shift. Cultural Heritage Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternatives PT/ST-B, PT/ST-C, and PT/ST-D are likely to lead to positive indirect effects on the historic environment of Renfrewshire, through a reduction in car traffic as a result of the Alternatives promoting public transport can improve the setting of historic environment assets by limiting noise and air pollution, visual impacts and other negative impacts. Additionally, positive effects may arise from increasing accessibility via public transport to the council area’s heritage assets. The increased number of physical transport infrastructure schemes likely to be initiated through Alternative PT/ST-B have the potential to lead to adverse effects on key heritage assets (including designated features and areas) located in the vicinity of the locations targeted for interventions. The significance of effects from these interventions will 3 4 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 34 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D however depend on design, layout and scale of the schemes, and mitigation and avoidance measures proposed. It should also be noted that well-designed schemes have the potential to lead to enhancements to the public realm and the setting of the historic environment. Similarly, measures which help to relieve congestion may support improvements to local distinctiveness and the quality of the public realm, with benefits for the setting of the historic environment. Landscape Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternatives PT/ST-B, PT/ST-C, and PT/ST-D can improve landscape and townscape character by reducing the number of private vehicle journeys in Renfrewshire through an increase in public transport use. This would likely limit traffic congestion and associated visual and noise pollution. 3 4 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 35 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D Alternative PT/ST-B, through facilitating the delivery of additional transport infrastructure, has additional potential to lead to adverse effects on landscape character locally. This includes through the loss of features of landscape value, impacts on local distinctiveness and effects on tranquillity. Material Assets Alternative PT-ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative PT/ST-B has the potential for adverse effects on local non- renewable material assets used in the construction, and maintenance, of new infrastructure. These adverse effects can be avoided by using sustainable materials and mitigated by adhering to appropriate waste management practices. Alternatives PT/ST-C and PT/ST-D are unlikely to result in any significant effects on local material assets. =1 4 =1 =1 Population and Human Health Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. The Alternative may do less to maximise the opportunities available from accessibility and transport. 4 1 =2 =2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 36 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D Alternatives PT/ST-B, PT/ST-C, PT/ST-D are likely to result in positive effects for population and human health. For Alternative PT/ST-B, this would be achieved by reducing traffic congestion by increasing the number of people using public transport. This can lead to lower pollution levels, which benefits public health. Additionally, a more efficient transport network can improve travellers’ overall experience. This Alternative would also support accessibility to services, facilities and opportunities, and support local vitality. Alternative PT/ST-C will make public transport more accessible and affordable, encouraging more people to use it instead of private vehicles. Additionally, improving accessibility at transport hubs and removing physical barriers can make public transport more inclusive, benefiting people with specific mobility needs. Similarly, Alternative PT/ST-D can enhance public health by improving bus services and community transport, making it easier for people to access essential services and reducing the reliance on private vehicles. Soil and Water Resources Alternative PT/ST-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. =1 4 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 37 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative PT/ST-A: Business as usual Alternative PT/ST-B: Infrastructure Alternative PT/ST-C: Integration, Affordability and Accessibility Alternative PT/ST-D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes A B C D Alternative PT/ST-B has the potential for mixed effects in relation to soil and water resources. Positive effects may be delivered if the new infrastructure can be designed to protect and enhance soil and water resources in Renfrewshire. For example, the implementation of bus priority lanes could include designs to manage stormwater more effectively. However, there is also potential for adverse effects from construction activities, such as soil compaction, contamination from construction waste, and the permanent loss of high-quality agricultural land. Alternatives PT/ST-C and PT/ST-D would have limited direct impact on soil and water resources in Renfrewshire.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 38 PUBLIC Table 4-3: Appraisal of Reasonable Alternatives – Road Safety SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RS-A: Business as usual Alternative RS-B: Infrastructure Alternative RS-C: Enforcement and partnerships A B C Air Quality and Noise Pollution Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. With regard to Alternatives RS-B and RS-C, impacts from lower speeds on air quality and noise levels are uncertain. In one respect, cars are more efficient and produce fewer emissions at speeds closer to 50mph, and as such are less efficient at 20 mph than 30 mph. However, the greater the speed of vehicles in built-up areas, the higher is the incidence of acceleration, deceleration, and braking, all of which increase air pollution. Similarly, in terms of noise pollution, at speeds below 30mph this is closely linked to the extent to which vehicles accelerate, decelerate and brake. In this respect effects depend on the location of speed limits in association with other measures to enhance road safety (such as traffic calming measures), which may have inadvertent effects on air quality if located in inappropriate locations. It should also be noted that indirect effects of such measures on reducing traffic flows may also support a limitation of emissions. The relative performance of the Alternatives is therefore uncertain. ? ? ?
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 39 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RS-A: Business as usual Alternative RS-B: Infrastructure Alternative RS-C: Enforcement and partnerships A B C Biodiversity, Flora and Fauna, and Geodiversity Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Indirect beneficial effects are anticipated with Alternatives RS-B and RS-C by making Renfrewshire’s roads safer, which will result in less disturbance on local wildlife through a reduction in traffic collisions involving wildlife in both urban and rural areas. However, for Alternative RS-B, there will likely be temporary adverse effects in relation to this topic due to disturbance from construction activities, and potential direct adverse effects if infrastructure results in land take from habitats. 3 2 1 Climatic Factors Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. With regard to Alternatives RS-B and RS-C, impacts from lower speeds on greenhouse emissions are uncertain. In one respect, cars are more efficient and produce fewer greenhouse gas emissions at speeds closer to 50mph, and as such are less efficient at 20 mph than 30 mph. However, the greater the speed of vehicles in built-up areas, the higher is the incidence of acceleration, deceleration, and braking, all of which increase emissions. ? ? ?
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 40 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RS-A: Business as usual Alternative RS-B: Infrastructure Alternative RS-C: Enforcement and partnerships A B C In this respect effects depend on the location of speed limits in association with other measures to enhance road safety (such as traffic calming measures), which may have inadvertent effects on emissions if located in inappropriate locations. It should also be noted that indirect effects of such measures on reducing traffic flows may also support a limitation of greenhouse gas emissions. The relative performance of the Alternatives is therefore uncertain. Cultural Heritage Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Higher speeds can impact on the fabric of the historic environment through issues such as vibration. Higher speeds also impact on the setting and wider significance of heritage assets through effects on noise and visual impacts. In this respect, beneficial effects are anticipated for Alternatives RS-B and RS-C, through their interventions to reduce speeds in Renfrewshire. However, Alternative RS-B may also result in adverse effects if new the construction of new infrastructure directly or indirectly impacts on historic environment assets and their setting. 3 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 41 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RS-A: Business as usual Alternative RS-B: Infrastructure Alternative RS-C: Enforcement and partnerships A B C Landscape Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Higher speeds can impact on landscape and townscape character through effects on noise quality and visual impacts. In this respect, Alternatives RS-B and RS-C, have potential to reduce speeds in Renfrewshire, leading to beneficial effects on Renfrewshire’s landscape and townscape character. However, Alternative RS-B may also result in adverse effects if new infrastructure does not fit in with the existing landscape. Careful planning and the incorporation of design features that respect the character of the local landscape can help mitigate these impacts. 3 2 1 Material Assets Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative RS-B has the potential for adverse effects on local non-renewable material assets used in the construction, and maintenance, of new infrastructure. These adverse effects can be avoided by using sustainable materials and mitigated by adhering to appropriate waste management practices. Alternative RS-C is unlikely to result in any significant effects on local material assets. 2 3 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 42 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RS-A: Business as usual Alternative RS-B: Infrastructure Alternative RS-C: Enforcement and partnerships A B C Population and Human Health Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. The Alternative may do less to maximise the opportunities available from accessibility and transport. Beneficial effects are anticipated for Alternatives RS-B and RS-C, which will improve public health by improving road safety (with a particular focus on roads near schools), which is likely to result in fewer road accidents and fatalities. An additional benefit for both of these Alternatives is that increasing road safety could encourage residents to partake in more healthier modes of travel, including walking and cycling. This would bring benefits to the overall health and wellbeing of the community. It should also be noted uncertainties remain with regard to speed limits’ impacts on air and noise quality. 3 =1 =1 Soil and Water Resources Alternative RS-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative RS-B has the potential for adverse effects on local soil resources, through the permanent land take, contamination, and compaction of agricultural soil for new infrastructure. Alternative RS-C is unlikely to have any effects on soil and water resources. =1 3 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 43 PUBLIC Table 4-4: Appraisal of Reasonable Alternatives – Parking SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Air Quality and Noise Pollution Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative P-B is likely to have beneficial effects on Renfrewshire’s air quality and noise pollution levels. By expanding Park and ride/ mobility hub facilities, it encourages the use of public transport, which will reduce the number of private vehicles on the road. This is likely to result in less congestion and idling, which in turn will improve local air quality and noise pollution. The positive benefits of this Alternative would be compounded if they are delivered in and around Renfrewshire’s environmentally sensitive areas. However, adverse effects may arise from and increase in noise and air quality issues at locations closer to the Park and ride/ mobility hub facilities. Alternative P-C is also likely to result in beneficial effects by improving electric vehicles infrastructure, which is likely to accelerate the transition of towards these cleaner and quieter vehicles. Additionally, should workplace parking licenses be implemented, this may encourage commuters to switch from private cars to modes of public / active transport. This would lead to beneficial effects on local air quality and noise levels. 3 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 44 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Biodiversity, Flora and Fauna, and Geodiversity Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative P-B may result in beneficial indirect effects by reducing traffic congestion and vehicle emissions, which can improve the condition of Renfrewshire’s environment. New Park and ride/ mobility hub facilities have the potential to result in adverse effects on habitats, species and networks from land take, habitat loss and fragmentation and disturbance. However, this Alternative also has the potential to deliver positive effects for biodiversity through the development of new infrastructure. Alternative P-C would offer no additional direct protection for biodiversity, flora, fauna, and geodiversity. Although not an adverse effect, this Alternative precludes opportunities for positive effects for biodiversity through the delivery of new infrastructure. =1 3 =1 Climatic Factors Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. 3 1 2
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 45 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Beneficial effects are anticipated for Alternative P-B, which can support climate change adaptation in Renfrewshire by reducing the number of vehicles on the road, which can help mitigate the impacts of extreme weather events on the transport network. Additionally, the new Park and ride / mobility hub facilities can be designed with resilient infrastructure, such as sustainable drainage systems, to withstand such events. This Alternative may also support a reduction in greenhouse gas emissions by encouraging the use of public transport and limiting the number of private vehicles on the road. However, it is also possible that the new Park and ride / mobility hub facilities would also encourage car use, with implications for greenhouse gas emissions. This particular effect remains uncertain at this stage. Beneficial effects are anticipated with Alternative P-C with regard to climate change mitigation, which can help facilitate a shift towards cleaner electric vehicles, thus reducing Renfrewshire’s carbon footprint. No significant climate change adaption effects are anticipated from this Alternative.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 46 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Cultural Heritage Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Both Alternative P-B and Alternative P-C can improve the appreciation of Renfrewshire’s historic environment by improving access to heritage sites. In the case of Alternative P-B, this would be through better transport connectivity, while also potentially improving the setting of heritage sites with a reduction in the number of cars on the roads in certain locations in Renfrewshire (including town centres) as a result of the Park and ride/ mobility hub expansion. For Alternative P-C access to heritage sites would also be improved if the interventions (additional parking options for specialist groups and electric vehicle users, and enforcement of the national pavement parking ban) are delivered close to the heritage assets, making them more attractive and accessible sites to visit. Associated measures also offer the potential to better reveal the significance of heritage assets if well designed. However, both of these alternatives have the potential for direct and indirect adverse effects on the council area’s historic environment if new Park and ride / mobility hub facilities / parking spaces impacts on historic environment assets and their settings. Careful planning is required to avoid these potential adverse effects. 3 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 47 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Landscape Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative P-B has the potential for positive effects on Renfrewshire’s landscape and townscape character through a reduction in car traffic due to an expansion of the Park and ride/ mobility hub facilities. This is likely to reduce the number of cars on the road, which limits visual and noise pollution, making the landscape more pleasant and visually appealing. However, there is potential for both beneficial and adverse effects depending on the design and location of the new Park and ride / mobility hub. Poor location and design could disrupt the local landscape through a loss of landscape features, impacts on local distinctiveness and effects on tranquillity. This may particularly be the case given that Park and ride/ mobility hub facilities tend to be delivered at the edge of settlements on the urban/rural fringe. Uncertain effects are anticipated with Alternative P-C. As with Alternative P-B, there is potential for both beneficial and adverse effects depending on the design of the new parking provision. =1 3 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 48 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Material Assets Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternatives P-B and P-C have the potential for adverse effects on local non- renewable material assets, for example, through the use of materials for expanding Park and ride/ mobility hub provision and parking provision, respectively. These adverse effects can be avoided by using sustainable materials and mitigated by adhering to appropriate waste management practices. 1 =2 =2 Population and Human Health Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Whilst these will support benefits for the local population and health and wellbeing, the Alternative may do less to maximise the opportunities available from accessibility and transport. Alternative P-B is likely to result in many positive effects for population and human health. Public health in the council area could be improved, particularly in urban areas where Park and ride/ mobility hub facilities serve, by replacing private vehicle journeys with public transport. This would lead to lower air pollution levels through a reduction in idling time and the overall distance of cars travelled in the council area, which would benefit public health. Less congestion on roads, and better accessibility to Park and ride/ mobility hub destinations, would also improve the overall experience for travellers. 3 =1 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 49 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Alternative P-C is also likely to generate positive effects, by providing better parking options for groups with specific needs and promoting the use of electric vehicles. Improved parking provision for groups with specific needs will promote equality and accessibility in the community, making sure that individuals with mobility challenges can lead more independent lives. This can improve their quality of life and overall well-being. Additionally, electric vehicle infrastructure is a community asset of growing importance, so the improvement of this will benefit those with access to an electric vehicle in Renfrewshire, making them more convenient to use. Soil and Water Resources Alternative P-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative P-B is likely to result in mixed effects in relation soil and water resources. Beneficial effects may arise from the more efficient use of Renfrewshire’s transport network, limiting the need for land take for transport infrastructure. However, there is potential for adverse effects from construction of new Park and ride/ mobility hub facilities, such as soil compaction, an increase in surface runoff, and contamination from construction waste. Additionally, through the delivery of new physical transport infrastructure (such as Park and ride/ mobility hub facilities), Alternative P-B has the potential to lead to the development on previously undeveloped land, including potentially productive land classified as the best and most versatile agricultural land. =1 3 =1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 50 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative P-A: Business as usual Alternative P-B: Park and ride/ mobility hub provision Alternative P-C: Comprehensive parking management A B C Alternative P-C would have limited direct effects on soil and water resources.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 51 PUBLIC Table 4-5: Appraisal of Reasonable Alternatives – Road Network and Freight SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D Air Quality and Noise Pollution Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative RN-B has the potential for beneficial effects on local air quality and noise pollution levels through an improvement in the quality of the environment from the easing of congestion and idling. Alternative RN-C is also anticipated to result in beneficial effects on local air quality and noise pollution levels through a potential reduction in idling and an overall reduction in the number of freight journeys required. =3 =1 =1 =3
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 52 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D Alternative RN-D is anticipated to result in mixed effects in relation to local noise and air quality. Positive impacts are likely through interventions that will make Renfrewshire’s roads operate more efficiently. This has the potential to limit congestion and improve traffic flows, leading to lower local emissions and noise levels. However, there will likely be temporary adverse effects in relation to this topic from construction activities. Additionally, new road infrastructure may also encourage increased vehicle use, potentially leading to higher emissions and noise levels. The overall impact on air quality and noise will depend on the balance between improved efficiency and increased traffic volumes; therefore, uncertainty remains on this issue. Biodiversity, Flora and Fauna, and Geodiversity Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative RN-B and Alternative RN-C are unlikely to have any significant direct effects on local biodiversity, flora and fauna, and 2 =1 =1 4
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 53 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D geodiversity; however, indirect beneficial effects may arise through an improvement in the quality of the environment from the easing of congestion and idling from cars, and a more efficient freight network, respectively. Although not an adverse effect, these Alternatives preclude opportunities for positive effects for biodiversity through the delivery of new infrastructure. RN-D will involve the construction of significant infrastructure. Habitat loss, fragmentation, road kill, and disturbance during construction, have the potential for adverse effects on biodiversity, flora and fauna, and geodiversity. The significance of the adverse effect would be determined by the size of the infrastructure and its location in relation to sensitive ecological/geological sites. Considerate planning and the incorporation of green infrastructure, such as wildlife corridors and eco-bridges, can help mitigate these effects. Climatic Factors Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to 3 =1 =1 4
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 54 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. Alternatives RN-B and RN-C have the potential for beneficial effects in relation to climate change mitigation through an improvement in the quality of the environment from the easing of congestion and idling from vehicles, and a more efficient freight network, respectively. Overall, these interventions will lead to fewer transport related emissions in Renfrewshire. Mixed effects are anticipated for Alternative RN-D. Adverse effects may arise as these two Alternatives involve the construction of significant infrastructure. Firstly, there will be a release of emissions during the construction phase of new infrastructure, which would increase Renfrewshire’s carbon footprint. These Alternatives would also likely lead to an increase in impermeable surfaces, which in turn has the potential to raise local flood risk. This issue could be managed through good design (e.g. the use of permeable surfaces) and sustainable drainage systems and may also provide an opportunity to upgrade the transport network’s resilience to weather-related events. Potential adverse effects may also arise
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 55 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D from Alternative RN-D if new road infrastructure leads to an increase in vehicle use, leading to higher emissions in the council area. Cultural Heritage Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative RN-B is likely to have positive effects on the historic environment of Renfrewshire, as a result of a more efficient road network. This Alternative may lead to less congestion and idling, which could improve the setting of historic sites. Additionally, access to historic sites and areas of historic interest would also improve through better traffic management. Associated measures also offer the potential to better reveal the significance of heritage assets if well designed. Regarding Alternative RN-C, freight movements can have a significant impact on the fabric of the historic environment through issues such as vibration and impacts on air quality. Freight movements also have an impact on the setting and wider significance of heritage assets through noise and visual impacts. This Alternative is therefore likely to 2 =1 =1 3
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 56 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D lead to beneficial effects through the reduction in freight traffic in certain locations, including built up areas with greater concentrations of heritage assets. Like Alternative RN-B, Alternative RN-D may improve access to heritage assets, along new road links and junction upgrades. However, there is potential for adverse effects if new infrastructure directly or indirectly impacts on historic environment assets and their setting. Careful planning and the incorporation of design features that respect the historic character of the area can help mitigate these impacts. Landscape Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternatives RN-B and RN-C are likely to have positive effects on Renfrewshire’s landscape and townscape character, from a reduction in noise and visual impacts, as a result of a more efficient road and freight network, respectively. The reduction of congestion is also a potential positive effect for Alternative RN-D. 2 =1 =1 =3
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 57 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D Adverse effects on the local landscape may arise from Alternative RN-D by proposing the development of new infrastructure, which may not compliment the local landscape if not appropriately planned. Material Assets Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative RN-B and Alternative RN-C are unlikely to result in any significant effects on local material assets. Alternative RN-D have the potential for adverse effects on local non- renewable material assets used in the construction, and maintenance, of new infrastructure. These adverse effects can be avoided by using sustainable materials and mitigated by adhering to appropriate waste management practices. 1 =2 =2 4 Population and Human Health Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Whilst these will support benefits for the local population and health and wellbeing, the Alternative may do less to maximise the opportunities available from accessibility and transport. Mixed effects are anticipated for Alternatives RN-B and RN-D. 4 2 1 3
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 58 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D Positive effects are anticipated for Alternatives RN-B, RN-C and RN-D through the improvement of the road and freight network, leading to a reduction in congestion and idling, while also potentially reducing the number of transport-related accidents. This will improve the experience of driving through Renfrewshire and will also improve the quality of the local environment (through an improvement in emissions and noise pollution). However, in the case of Alternative RN-B, this may also make driving a more appealing form of transport, which could reduce the number of (healthier) active travel journeys. The construction of new infrastructure associated Alternative RN-D could cause disturbance to local communities in the form of temporary visual, air, and noise pollution. However, they would also help generate local income, for example, through employment of construction workers. Soil and Water Resources Alternative RN-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternatives RN-B and RN-C are unlikely to have any effects on soil and water resources. =1 =1 =1 4
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 59 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative RN-A: Business as usual Alternative RN-B: Improved operation of the road network Alternative RN-C: Efficient freight network Alternative RN-D: Economic development/economic growth A B C D Alternative RN-D has the potential for adverse effects on local soil resources, through the permanent land take, contamination, and compaction of agricultural soil for new infrastructure projects.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 60 PUBLIC Table 4-6: Appraisal of Reasonable Alternatives – Environment SEA Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative ENV-A: Business as usual Alternative ENV-B: Initiate climate change mitigation and adaptation measures A B Air Quality and Noise Pollution Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative ENV-B is expected to result in beneficial effects in relation to air quality and noise pollution in Renfrewshire. Decarbonising Renfrewshire Council’s vehicle fleet would reduce emissions, while climate change adaptation measures could improve the resilience of the transport network, limiting congestion and associated air and noise pollution. 2 1 Biodiversity, Flora and Fauna, and Geodiversity Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative ENV-B is likely to result in positive effects on biodiversity, flora and fauna, and geodiversity. Firstly, this Alternative could result in a cleaner vehicle fleet, which could lead to lower levels of air pollution, with benefits for habitats and species. Additionally, adaptation measures to protect the transport network from weather-related events can help preserve habitats by preventing damage from flooding and erosion and offering the opportunity for the implementation for nature-based solutions. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 61 PUBLIC SEA Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative ENV-A: Business as usual Alternative ENV-B: Initiate climate change mitigation and adaptation measures A B Climatic Factors Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. Alternative ENV-B can support climate change adaptation by implementing measures to strengthen and protect the transport network from weather-related events. This includes improving infrastructure to withstand extreme weather, such as flooding and heatwaves, thereby enhancing the resilience of the transport network. Regarding climate change mitigation, this Alternative seeks to decarbonise Renfrewshire Council’s vehicle fleet, which will reduce transport emissions in the council area, and help Renfrewshire meet its climate targets at a faster rate. 2 1 Cultural Heritage Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative ENV-B is likely to result in mixed effects in relation to the historic environment of Renfrewshire. Indirect positive effects may arise from climate change adaption and resilience measures to the local transport network, which could indirectly give some protection to Renfrewshire’s historic assets from weather-related events. Associated measures also offer the potential to better reveal the significance of heritage assets if well designed. However, there is also potential for both direct and indirect adverse effects if new infrastructure impacts on historic environment assets and their settings, if not planned appropriately. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 62 PUBLIC SEA Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative ENV-A: Business as usual Alternative ENV-B: Initiate climate change mitigation and adaptation measures A B Landscape Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative ENV-B has the potential for mixed effects on the local landscape and townscape character, depending on the design and implementation of the climate change adaptation and resilience measures to strengthen and protect the transport network. Climate change adaptation measures can lead to less traffic, which enhances the visual appeal of the area. However, the design and implementation of new infrastructure should be carefully managed to ensure it blends with the natural environment and does not detract from the landscape's visual quality. 2 1 Material Assets Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative ENV-B has the potential for adverse effects on local non-renewable material assets, for example, through the use of materials for constructing physical climate change adaptation and resilience measures. These adverse effects can be avoided by using sustainable materials and mitigated by adhering to appropriate waste management practices. 1 2 Population and Human Health Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Whilst these will support benefits for the local population and health and wellbeing, the Alternative may do less to maximise the opportunities available from accessibility and transport. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 63 PUBLIC SEA Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative ENV-A: Business as usual Alternative ENV-B: Initiate climate change mitigation and adaptation measures A B Alternative ENV-B is likely to result in positive effects in relation to population and human health. For example, decarbonising Renfrewshire’s vehicle fleet and implementing adaptation measures can improve visual, air, and noise quality, which benefits public health and the setting of residential areas. Additionally, a more resilient transport network to weather-related events will improve the overall travel experience for travellers in Renfrewshire. Soil and Water Resources Alternative ENV-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative ENV-B is likely to result in mixed effects in relation soil and water resources. Positive effects are likely due to the implementation of climate change adaptation measures, which could include strategies which prevents prevent soil erosion and manage stormwater effectively. However, there is potential for adverse effects from construction activities, such as soil compaction and contamination from construction waste. Appropriate waste management and sustainable construction practices can help mitigate these risks. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 64 PUBLIC Table 4-7: Appraisal of Reasonable Alternatives – Digital Technology SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative DT-A: Business as usual Alternative DT-B: Digital technology innovations A B Air Quality and Noise Pollution Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Maintaining the existing digital infrastructure without significant upgrades may continue the current trend of reliance on private vehicles (which has associated emissions and noise issues). Under this Alternative, local air quality and noise pollution levels are still likely to improve over the LTS period, as the country transitions its fleet to less-polluting electric vehicles and other measures are put in place to support improved air quality. Alternative DT-B is expected to result in positive effects on Renfrewshire’s air quality and noise pollution levels through the optimisation of traffic flows, reduction of congestion, an increase in the use of public transport and the number of people working from home. These interventions can lead to reduced vehicle emissions and noise levels, contributing to cleaner air and quieter environments. 2 1 Biodiversity, Flora and Fauna, and Geodiversity Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative DT-B would result in no direct effects on local biodiversity. Indirect beneficial effects may arise from this Alternative if it leads to a reduction in private vehicle use (with more people working from home, or taking public transport), which may limit traffic congestion, vehicle emissions, and noise pollution near sensitive habitats. However, the construction of new digital infrastructure should be carefully planned to avoid any potential disturbances to sensitive areas. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 65 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative DT-A: Business as usual Alternative DT-B: Digital technology innovations A B Climatic Factors Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. This Alternative would potentially do less to address Renfrewshire Council’s Climate Emergency, which aspires to make Renfrewshire a net zero council area by 2030. Alternative DT-B is likely to result in positive effects in relation to climate change adaptation and mitigation in Renfrewshire. Regarding adaptation, the real time information and the Urban Traffic Control system could help mitigate impacts of future flooding events by efficiently directing traffic in such events, thus limiting potential local congestion. Regarding climate change mitigation, the Alternative is likely to lead to a reduction in traffic and idling and is also likely to increase the use of public transport (for example through the provision of Real Time Information at bus stops – Action DT2). Overall, this would lead to fewer transport emissions in Renfrewshire. 2 1 Cultural Heritage Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative DT-B can enhance the historic environment of Renfrewshire by improving access to heritage sites through better transport connectivity and information systems. For example, improved Real Time Passenger Information can make it easier for visitors to visit Renfrewshire’s historic environment assets. Additionally, a reduction in private transport vehicles as a result of this Alternative, may improve the setting of historic assets (limiting visual and noise pollution). Associated measures also offer the potential to better reveal the significance of heritage assets if well designed. However, there is potential for both direct and indirect adverse effects if the new 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 66 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative DT-A: Business as usual Alternative DT-B: Digital technology innovations A B digital infrastructure directly or indirectly impacts on historic environment assets and their settings. Careful planning is required to avoid such impacts. Landscape Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative DT-B has the potential for minor positive effects in relation to the local landscape and townscape character by limiting traffic congestion and associated visual, noise, and air pollution. The implementation of digital innovations such as an integrated journey planning app and Urban Traffic Control can lead to less traffic, which may enhance the visual appeal of the area. However, there is the potential for adverse effects if new digital infrastructure detracts from the landscape's visual quality. 2 1 Material Assets Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative DT-B has the potential for adverse effects on local non-renewable material assets and waste facilities, such as the use of materials for adding connections to the existing fibre network. Such effects can be mitigated by using sustainable alternatives and adhering to appropriate waste management practices. 1 2 Population and Human Health Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. The Alternative may do less to maximise the opportunities available from accessibility and transport. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 67 PUBLIC SEA Topic Discussion of Potential Effects and Relative Merits of Options Rank of Preference Alternative DT-A: Business as usual Alternative DT-B: Digital technology innovations A B Alternative DT-B is likely to result in positive effects by improving the efficiency and reliability of the local transport network, thus improving the overall experience of using Renfrewshire’s roads and public transport. For example, more efficient traffic management and real-time information can reduce congestion on the council area’s roads and improve the overall travel experience. This would also benefit the environmental quality of residential areas through a reduction in air and noise pollution. Additionally, by improving public transport and digital connectivity, this may save households money by offering a more attractive, and more economical, alternative to private vehicles. Soil and Water Resources Alternative DT-A would continue to deliver committed plans, developments and schemes. Therefore, this Alternative is expected to result in neutral effects. Alternative DT-B is likely to result in mixed effects in relation soil and water resources. Beneficial effects may arise from the more efficient use of Renfrewshire’s transport network, limit the need for land take for transport infrastructure. However, there is potential for adverse effects from construction activities related to digital connectivity infrastructure improvements, such as soil compaction and contamination from construction waste. Suitable waste management and sustainable construction practices can help mitigate these risks. 2 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 68 PUBLIC 4.4. Summary of Findings 4.4.1. Active Travel & Behaviour Change Alternative AT/BC-B, which focuses on enhancing active travel networks, is expected to have positive effects, particularly on air quality, noise pollution, climate change mitigation, and population health. However, adverse effects are also anticipated on biodiversity, climate change adaptation, material assets and soil resources due to construction activities. Alternative AT/BC-C aims to encourage active travel through non-infrastructure interventions, leading to positive effects, particularly on air quality, climate change mitigation, and population health, with minimal direct impacts on biodiversity and soil resources. Neutral effects are anticipated for Alternative AT/BC-A. Overall, Alternative AT/BC-C performs most favourably across the SEA topics, followed by Alternative AT/BC-B and Alternative AT/BC-A. 4.4.2. Public Transport and Shared Mobility Alternative PT/ST-B proposes enhancements to public transport networks, which is expected to have positive effects, particularly on air quality and noise pollution. However, adverse effects are also anticipated, particularly on biodiversity, climate change adaptation, material assets and soil resources due to construction activities. Alternative PT/ST-C and Alternative PT/ST-D aim to improve public transport accessibility and affordability, leading to positive effects, particularly air quality, noise pollution, climate change mitigation, and population health. Neutral effects are anticipated for Alternative PT/ST-A. Overall, Alternative PT/ST-C and Alternative PT/ST-D perform most favourably across the SEA topics, followed by Alternative PT/ST-B and Alternative PT/ST-A.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 69 PUBLIC 4.4.3. Road Safety Alternative RS-B proposes physical road safety improvements, which is expected to have positive effects, particularly on population and human health. However, adverse effects are also anticipated, especially on biodiversity, climate change adaptation, material assets and soil resources due to construction activities. Alternative RS-C focuses on enforcing road safety measures, leading to positive effects, especially biodiversity and population human and health. Neutral effects are anticipated for Alternative RS-A. Overall, Alternative RS-C performs most favourably across the SEA topics, followed by Alternative RS-B and Alternative RS-A. A summary of each topics’ assessment scores is provided in Table 4-8. 4.4.4. Parking Alternative P-B is expected to have positive effects, particularly on air quality, noise pollution, and climate change mitigation, by encouraging public transport use. Alternative P-C aims to improve parking for people with disabilities and electric vehicle users, while also discouraging commuters from using private vehicles, leading to positive effects on air quality and accessibility. However, adverse effects for both Alternative P-B and P-C are also anticipated on biodiversity, climate change adaptation, material assets and soil resources due to construction activities. Neutral effects are anticipated for Alternative P-A. Overall, Alternative P-B performs most favourably across the SEA topics, followed by Alternative P-C, and then Alternative P-A. 4.4.5. Road Network and Freight Alternative RN-B aims to enhance operation of the existing transport network, and is expected to have positive effects, particularly on air quality, noise pollution, climate change mitigation, and population health.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 70 PUBLIC Alternative RN-C aims to make Renfrewshire’s freight network more efficient and is expected to have positive effects, particularly on air quality, noise pollution, climate change mitigation, and population and human health. Alternative RN-D focuses on new road infrastructure, which is expected to have positive effects, particularly on population and human health. However, adverse effects are also anticipated, especially on biodiversity, heritage, landscape, climate change adaptation, material assets and soil resources, due to construction activities. Neutral effects are anticipated for Alternative RN-A. Overall, Alternatives RN-B and RN-C perform most favourably across the SEA topics, followed by Alternative RN-D and Alternative RN-A. 4.4.6. Environment Alternative ENV-B aims to create a healthier and greener environment, leading to positive effects, particularly on biodiversity and climate change adaptation. Neutral effects are anticipated for Alternative DT-A. Overall, Alternative ENV-B performs most favourably across the SEA topics, followed by Alternative ENV-A. 4.4.7. Digital Technology Alternative DT-B proposes implementing initiatives like on-demand mobility services and Real Time Passenger Information, which are expected to have positive effects, especially on air quality, noise pollution, population and human health, climate change mitigation by optimising traffic flow and reducing congestion. Neutral effects are anticipated for Alternative DT-A. Overall, Alternative DT-B performs most favourably across the SEA topics, followed by Alternative DT-A.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 71 PUBLIC Table 4-8: Reasonable Alternative Assessment Score Summary Air Quality and Noise Pollution Biodiversity, Flora and Fauna, and Geodiversity Climatic Factors Cultural Heritage Landscape Material Assets Population and Human Health Soil and Water Resources Active Travel and Behaviour Change Alternative AT/BC- A: Do minimum 3 3 3 3 3 1 3 1 Alternative AT/BC- B: Infrastructure 1 2 =1 1 1 3 =1 3 Alternative AT/BC- C: Behaviour change 2 1 =1 2 2 2 =1 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 72 PUBLIC Public Transport and Shared Mobility Alternative PT/ST-A: Business as usual 4 3 4 3 3 =1 4 =1 Alternative PT/ST-B: Infrastructure 1 4 1 4 4 4 1 4 Alternative PT/ST-C: Integration, Affordability and Accessibility =2 =1 =2 =1 =1 =1 =2 =1 Alternative PT/ST- D: Bus network, Community and Demand Responsive Transport, and Car Club Schemes =2 =1 =2 =1 =1 =1 =2 =1 Road Safety
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 73 PUBLIC Alternative RS-A: Business as usual ? 3 ? 3 3 2 3 =1 Alternative RS-B: Infrastructure ? 2 ? 2 2 3 =1 3 Alternative RS-C: Enforcement and partnerships ? 1 ? 1 1 1 =1 =1 Parking Alternative P-A: Business as usual 3 =1 3 3 =1 1 3 =1 Alternative P-B: Park and ride/ mobility hub provision 2 3 1 =1 3 =2 =1 3 Alternative P-C: Comprehensive parking management 1 =1 2 =1 =1 =2 =1 =1 Road Network and Freight
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 74 PUBLIC Alternative RN-A: Business as usual =3 2 3 2 2 1 4 =1 Alternative RN-B: Improved operation of the road network =1 =1 =1 =1 =1 =2 2 =1 Alternative RN-C: Efficient freight network =1 =1 =1 =1 =1 =2 1 =1 Alternative RN-D: Economic development/ economic growth =3 4 4 3 3 4 3 4 Environment Alternative ENV-A: Business as usual 2 2 2 2 2 1 2 2 Alternative ENV-B: Initiate climate change mitigation and adaptation measures 1 1 1 1 1 2 1 1 Digital Technology
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 75 PUBLIC Alternative DT-A: Business as usual 2 2 2 2 2 1 2 2 Alternative DT-B: Digital technology innovations 1 1 1 1 1 2 1 1
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 76 PUBLIC 5. Assessment of the LTS 5.1. Introduction This chapter presents assessment findings and recommendations in relation to the LTS. The chapter is structured to present: • An outline of the LTS actions; • An assessment of the LTS actions under the eight SEA topics identified through scoping; • Consideration of cumulative effects; and • The overall conclusions at this stage and recommendations for the next stage of plan-making. 5.2. Methodology The assessment identifies and evaluates ‘likely significant effects’ on the baseline, drawing on the SEA framework (see Table 3-1) identified through scoping as a methodological guide. Every effort is made to predict effects accurately; however, this is inherently challenging given the strategic nature of the LTS actions under consideration and understanding of the baseline (now and in the future under a ‘no plan’ scenario) that is inevitably limited. Given uncertainties there is a need to make assumptions, e.g., in relation to LTS actions’ implementation and aspects of the baseline that might be impacted. Assumptions are made cautiously and explained within the text (with the aim of striking a balance between comprehensiveness and conciseness). In many instances, given reasonable assumptions, it is not possible to predict ‘significant effects’, but it is possible to comment on merits (or otherwise) of the LTS actions in more general terms. Finally, it is important to note that effects are predicted taking account of the criteria presented within Schedule 2 of the 2005 Act. As such, for example, account is taken of the probability, duration, frequency, and reversibility of effects as far as possible. Cumulative effects are also considered, i.e., the potential for the Strategy to impact an aspect of the baseline when implemented alongside other plans, programmes, and projects. These effect ‘characteristics’ are described within the assessment as appropriate.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 77 PUBLIC 5.3. Preferred Approach for the LTS The preferred approach for the LTS has been developed through a multi-stage process. Initially, identified problems and opportunities were used to shape a Vision Statement, Priorities, and Objectives. These elements were supported by a set of policies that guide actions and objectives. An alignment exercise made sure that the objectives were informed by the identified problems and opportunities, as well as the priorities and objectives outlined in the National Transport Strategy 2 (NTS2) and Strathclyde Partnership for Transport’s (SPT) Regional Transport Strategy (RTS). The next phase involved generating a list of options. These options were primarily informed by stakeholder and public consultation findings, supplemented by input from Renfrewshire Council officers and existing strategy/policy documents, including the 2017 Renfrewshire Local Transport Strategy. Special consideration was given to policies such as Infrastructure First and Local Living from National Planning Framework 4 (NPF4), which emphasises sustainable travel and local living. The process also took into account the Sustainable Travel Hierarchy and Sustainable Investment Hierarchy in NTS2, alongside existing targets, such as reducing car kilometres by 20% by 2030 against a 2019 baseline. It is noted that while there remains a commitment to reduce reliance on cars, a Renewed Policy Statement, published in June 2025 by Transport Scotland, sets out that a new, longer-term target for reducing car use will be developed. Additionally, wider policies not directly related to transport were considered due to the close relationship between transport and other areas like health, the economy, reducing inequalities, and tackling climate change. As discussed under the ‘reasonable alternatives’ discussion, the initial list of options was consolidated, and eight themes were identified: • Active Travel. • Behaviour Change. • Public Transport and Shared Mobility. • Road Safety. • Parking. • Road Network and Freight. • Environment. • Digital Technology.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 78 PUBLIC The LTS takes forward policies (and accompanying actions) under the eight themes listed above. 5.4. Approach to the Appraisal The assessment of the policies/actions included in the LTS is presented below by SEA topic. 5.4.1. Air Quality and Noise Pollution Policies under the Active Travel, Behaviour Change, Public Transport & Shared Mobility, Parking, and Digital Technology themes work to promote modal shift away from private car use and towards cleaner modes, such as active travel (like walking, wheeling and cycling) or public transport. This is anticipated to lead to positive effects for this SEA topic, through a reduction in vehicle emissions and noise pollution, which will support air and noise quality in Renfrewshire. However, Policies under these themes which require the development of new infrastructure (such as Active Travel – Policy 1, and Public Transport and Shared Mobility – Policy 2) are likely to result in minor temporary adverse effects on local air quality and noise levels from construction activities. Standard mitigation in a Construction Environment Management Plan (CEMP) would help reduce these temporary adverse effects. Policies that focus on the decarbonisation of vehicles in Renfrewshire (such as Road Network and Freight – Policy 2 and Environment – Policy 1 / Action ENV1) will also help reduce air pollution in the council area, and lead to beneficial effects. Policies designed to make the existing road network more efficient (such as Road Network and Freight – Policies 1 and 2) and safer (Road Safety – Policies 1 and 2) may also lead to improvements to local air quality and noise levels through a reduction in idling traffic and speeding. Finally, through Environment - Policy 1 (and Action ENV1), the LTS acknowledges the importance of continued air quality monitoring in the council area, directly addressing air quality issues. It is noted that the Scottish Government and SEPA, on the basis of monitoring data from 2023 confirming there continue to be no air quality exceedances in Renfrewshire, approved a report in November 2024 to revoke all three of Renfrewshire’s Air Quality Management Areas in Paisley town centre, Johnstone High Street and Renfrew town centre. A Revocation Report and associated AQMA Revocation Orders were presented
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 79 PUBLIC to and approved by Renfrewshire Council’s Infrastructure, Land and Environment Policy Board in March 2025. As such, there are no longer any AQMAs within Renfrewshire Council, with the council meeting all air quality objectives. The Scottish Government recommends that where AQMAs are no longer required that local authorities prepare an Air Quality Strategy to replace the Air Quality Action Plan (which has served its purpose), with some of the measures from the action plan being carried forward into the strategy. The Council are currently developing this Air Quality Strategy which will be approved by the Policy Board prior to publication. Overall, positive significant effects are considered likely under this SEA topic. 5.4.2. Biodiversity, Flora and Fauna and Geodiversity Several policies under a range of themes (including Active Travel, Behaviour Change, Public Transport & Shared Mobility, Parking, and Digital Technology) work to either promote active travel or the use of public transport. This will help limit the number of vehicles on the road, which would reduce disturbance from vehicles on Renfrewshire’s fauna and flora (such as road kills, noise disturbance, and air quality improvements). Other Policies which support the transition from petrol/diesel vehicles to electric vehicles (such as Environment – Policy 2, Action ENV2) are considered to also lead to similar beneficial effects. Policies that propose the construction of new infrastructure (such as Road Network and Freight - Policy 1, Parking – Policy 2, and Active Travel - Policy 1) are anticipated to have mixed direct effects on biodiversity. The construction of new infrastructure has the potential to result in permanent damage to habitats or geological sites through, for example, habitat loss, severance or disturbance, depending on its location. However, with the appropriate implementation of LTS actions designed to deliver positive effects for biodiversity, these policies have the potential to enhance biodiversity habitats through their design. These policies are also likely to result in minor temporary adverse effects on local biodiversity through disturbance from construction activities (such as movement, noise, and lighting). However, standard mitigation in a Construction Environment Management Plan (CEMP) would help to reduce these temporary adverse effects. Overall, the LTS is anticipated to have mixed effects on biodiversity, fauna and flora, and geodiversity.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 80 PUBLIC 5.4.3. Climatic Factors Several policies under a range of themes (including Active Travel, Behaviour Change, Public Transport & Shared Mobility, and Parking) work to either promote active travel modes or the use of public transport. This is expected to lead to a reduction in the number of private vehicles on the road. These, alongside other policies which support the transition from petrol/diesel vehicles to electric vehicles (such as Environment – Policy 2, Action ENV2), and a more efficient road network (such as Digital Technology – Policy 1) will result in beneficial effects with regard to climate change mitigation, by reducing Renfrewshire’s transport-related carbon footprint. However, potential adverse effects may arise from Policies that involve the construction of new infrastructure (such as Road Network and Freight - Policy 1, Parking – Policy 2, and Active Travel - Policy 1). For example, a release of emissions from construction activities will lead to a short-term increase in greenhouse gas emissions. Infrastructure projects are also likely to result in an increase in impermeable surfaces, which can increase local flood risk. Therefore, these infrastructure projects should be designed appropriately (for example, by avoiding areas at high risk of flooding and/or including sustainable drainage systems in their design) to avoid /mitigate these risks. This would align with Environment - Policy 2 and Action ENV3, which aims to improve climate change adaptation and resilience measures in Renfrewshire. Additional adverse effects on climate mitigation may arise from Road Network and Freight - Policy 1, which focuses on improving the existing road network (and potentially expanding it). The Policy may stimulate induced demand for car use through making private vehicle use more convenient, which would leading to an increase in transport- related emissions. This adverse effect, however, may be offset by the Policies which promote active travel and public transport. Overall, the LTS is anticipated to have minor beneficial effects on climatic factors. 5.4.4. Cultural Heritage Several policies under a range of themes (including Active Travel, Behaviour Change, Public Transport & Shared Mobility, and Parking) work to either promote active travel modes or the use of public transport. These can all enhance access to cultural heritage sites by making them more accessible to the public. In addition, a shift from private vehicles to active travel / public transport would have beneficial effects on the fabric and
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 81 PUBLIC setting of heritage assets, by reducing noise, visual, and air pollution, and the direct effects from transport such as vibration. However, there is also a potential risk that construction activities through the development of new infrastructure associated several policies (such as Road Network and Freight - Policy 1, Parking – Policy 2, and Active Travel - Policy 1), could lead to the destruction or alteration of historic sites and their setting. Careful planning and consultation with heritage bodies are necessary to mitigate these risks. Overall, the LTS is anticipated to have minor beneficial effects on cultural heritage. 5.4.5. Soil and Water Resources There is potential for adverse effects from construction activities on local soil and water resources associated with several policies that include the development of infrastructure (such as Road Network and Freight - Policy 1, Parking – Policy 2, and Active Travel - Policy 1). Depending on its location, new infrastructure could lead to the permanent loss of agricultural land. Additionally, construction activities could lead to soil compaction, erosion, and increased runoff, and potential water contamination. Mitigation measures, such as using permeable surfaces, considerate construction practices, and incorporating green infrastructure, will be important to minimise these impacts. Positive effects are anticipated from the Policies under the Environment theme. Environment - Policy 1 supports measures to create a healthier and greener environment, which includes LTS actions which will support the conservation of soil and water resources (although no explicit reference to soil and water resources is included). Additionally, Environment - Policy 2 involves implementing climate change adaptation and resilience measures, which can protect soil and water resources from extreme weather events and associated erosion and flooding. Overall, the LTS is anticipated to have mixed effects on soil and water resources. 5.4.6. Landscape All Policies under the Active Travel theme are anticipated to have positive effects on local landscape and townscape character. This includes through the promotion of walking and cycling, which can help to limit the number of cars on the road, and their associated noise and visual pollution. Additionally, actions such as extending the cycle path network
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 82 PUBLIC (Action AT1) have the potential to enhance the visual appeal of urban and rural areas by providing opportunities to create green corridors that integrate with the natural landscape. Environment - Policy 1 is also anticipated to have positive effects on the landscape, by supporting measures to create a healthier and greener environment, which would enhancing the visual quality of the landscape (although this is not explicitly mentioned in the Policy or any Actions). There is, however, potential for adverse effects on landscape character from construction activities associated several policies (such as Parking – Policy 2 and Active Travel - Policy 1), which could lead to the temporary visual and noise pollution. Significant adverse effects may also arise from the design and location of any new infrastructure, which may not be in keeping with local or townscape landscape character. This is especially likely for larger infrastructure projects, such as new road links (such as Road Network and Freight - Policy 1). Overall, the LTS has potential for adverse effects on landscape and townscape character depending on the location and design of infrastructure schemes, with uncertain effects concluded in terms of their scope and significance at this stage. 5.4.7. Material Assets The Active Travel Policies, Public Transport and Shared Mobility Policies, Road Network and Freight Policies, and Parking Policies all have the potential for adverse effects on material assets. The construction and maintenance of new infrastructure, such as cycle paths (Action AT1), transport hubs (Action PS1), new road links (Action RNF2), and expanded Park and ride/ mobility hub sites (Action P1), will likely require significant amounts of non-renewable materials like concrete and asphalt. Minor positive effects are anticipated from the Active Travel, Parking, and Public Transport and Shared Mobility Policies, which aim to reduce the number of cars on the road, thereby decreasing the wear and tear on existing road infrastructure and reducing the frequency of their maintenance and associated material use. Overall, the LTS is anticipated to have moderate adverse effects on material assets.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 83 PUBLIC 5.4.8. Population and Human Health All the Active Travel and Behaviour Change Policies are anticipated to have positive effects on human health by promoting walking and cycling in the council area. For example, extending the cycle path network (Action AT1) and prioritising pedestrian safety (Action AT4) can make active travel more accessible and safer, which can encourage physical activity and improve overall physical and mental health and wellbeing. Policies under the Public Transport and Shared Mobility, Digital Technology, and Parking themes, will lead to an improvement in the reliability and accessibility of public transport services across Renfrewshire. Actions such as enhancing facilities at transport hubs (Action PS1), examining the need for expansion of Park and ride/ mobility hub facilities (Action P1) and improving accessibility at rail stations (Action PS5) can make public transport a more viable option for many people, reducing reliance on private cars. This will lead to an overall improved experience using public transport for existing users, supporting accessibility to services, facilities and amenities. Additionally, with public or active transport becoming a more accessible choice for travellers as a result of Policies in the LTS, there may be beneficial effects to locals’ financial wellbeing, through savings on fuel, maintenance, and parking associated with private vehicle use. Beneficial effects are also anticipated from the creation of jobs in the construction sector due to the development of new infrastructure such as cycle paths (Action AT1), transport hubs (Action PS1), and new road links (Action RNF2). However, it is important to acknowledge that construction activities may also lead to temporary adverse effects, including noise, disruption to services, and general inconvenience for residents. Overall, the LTS is anticipated to have significant positive effects on population and human health. 5.5. Cumulative Effects with Other Plans and Strategies Adverse cumulative effects may arise from construction activities associated with new infrastructure proposed in other plans and strategies, which could strain local resources and infrastructure, and lead to increased traffic congestion and a temporary reduction in the quality of life for residents.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 84 PUBLIC Additionally, the cumulative effect of multiple infrastructure projects could exacerbate local environmental degradation. For example, increased impermeable surfaces from new roads, parking facilities, and buildings could lead to higher runoff and potential water contamination. The loss of green spaces and habitats from projects delivered through other plans/strategies alongside the LTS could also negatively impact local biodiversity and ecosystem services. To mitigate these adverse cumulative effects, it will be important to coordinate the implementation of the LTS with other local plans/ strategies, and to engage with locals through consultation events. Additionally, promoting sustainable practices, such as using renewable materials, coupling infrastructure development with the delivery of green infrastructure, and encouraging low-emission transport options, can help reduce the overall impact on the environment and communities. With these in place, no significant adverse cumulative effects are anticipated from the LTS. Positive cumulative effects across the SEA topics are anticipated as a result of the cumulative effects of the LTS and other plans and strategies. In this respect, many of the Policies complement and reinforce the objectives and actions of Scotland’s NTS2, 2020 Environment Strategy for Scotland, Climate Change Plan, National Strategy for Economic Transformation, NPF4 and other key plans and strategies nationally. 5.6. Recommendations for Implementation of the LTS A number of recommendations can be made at this stage in relation to each of the SEA topics. The following table therefore highlights a number of recommendations which should be considered during the development and implementation of schemes and LTS actions proposed for delivery through the LTS.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 85 PUBLIC Table 5-1 : Recommendations for Consideration During the Implementation of the LTS SEA Topic Mitigation and Enhancement Measures for Consideration During the Implementation of the LTS Air Quality and Noise Pollution • Green infrastructure enhancements should be delivered alongside new infrastructure and designed to support air quality improvements, with a view to reducing exposures of key pollutants. • Comprehensive monitoring of emissions from transport should be undertaken where significant changes to the transport network dictate. • Any significant road infrastructure changes should be assessed, if merited, by means of an air quality assessment modelling the impact of the proposal on air quality and nearby receptors prior to progression with the measures. The Institute of Air Quality Management’s publication titled ‘Guidance on land-use planning and development control: Planning for air quality 2017 v1.2’, should be referred to. This provides useful information on whether an air quality assessment is merited, depending on the scale of the development and its potential impact on relevant receptors. The Renfrewshire Council Environmental Improvements team should be consulted on proposed infrastructure measures and can provide advice as to whether an AQA is required. Biodiversity, Flora and Fauna, and Geodiversity • Potential impacts on biodiversity and habitats (including ancient woodland) should be considered during scheme development, avoidance and mitigation measures implemented, and opportunities for maximising for positive effects on biodiversity. • Opportunities to enhance ecological networks through appropriate planting and green infrastructure enhancements should be sought, supporting positive effects for biodiversity and delivering multifunctional benefits. • Nature-based solutions should be incorporated into works associated with LTS actions wherever possible. • New and improved lighting and signage should be designed to minimise impacts on nocturnal species.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 86 PUBLIC SEA Topic Mitigation and Enhancement Measures for Consideration During the Implementation of the LTS • Development of a programme of works to help ensure that designated sites for biodiversity conservation, affected by significant changes to the transport network, are brought into favourable condition. Climatic Factors • Comprehensive monitoring of emissions from transport should be undertaken where significant changes to the transport network dictate. • The use of permeable surfacing and integration of renewable energy sources (such as solar panels) should be prioritised in scheme design. • Transport proposals should seek to incorporate green infrastructure into scheme design. This would lead to beneficial effects, acting as sinks for CO2 (climate change mitigation) and can play a role in reducing the urban heat island effects (climate change adaptation). Cultural Heritage • Potential impacts on the historic environment should be appropriately considered at scheme design. • The significance of both designated and undesignated heritage assets should be a key consideration in scheme development. • New transport infrastructure should be designed to facilitate enhancements to the fabric and setting of the historic environment. • Opportunities for enhancing access to and promoting understanding of the historic environment should be sought. • Maintenance regimes should seek to facilitate enhancements to the fabric and setting of designated and undesignated features and areas of historic environment interest. • Renfrewshire’s archaeological resource should be a key consideration in the development of transport schemes. Soil and Water Resources • New infrastructure should be supported by permeable surfaces and appropriate drainage systems where necessary, to reduce surface water run-off and maintain or improve attenuation rates.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 87 PUBLIC SEA Topic Mitigation and Enhancement Measures for Consideration During the Implementation of the LTS • Provision of sustainable drainage systems, including through green and blue infrastructure provision should be sought where possible alongside new transport infrastructure. • Implementing erosion control measures during construction can also help to protect soil and water resources. Landscape • New infrastructure should be designed to facilitate enhancements to the quality of the public realm and landscape, townscape and villagescape character. • Transport infrastructure delivery should avoid the loss of existing trees and landscape features where possible. • Green infrastructure enhancements should be sought alongside new and enhanced transport infrastructure provision. • Maintenance regimes should seek to facilitate enhancements to local character. • Low noise surfacing should be integrated in new transport provision and maintenance regimes. Material Assets • Schemes associated with proposals should seek to limit waste arisings during construction. • Schemes should seek to incorporate the use of reused and recycled materials. • Scheme design should seek to extend project life and reduce future maintenance requirements through the use of longer-life materials. Population and Human Health • Incorporate road safety schemes within scheme development for vulnerable road users. • Encourage design which supports the needs of mobility-impaired and vulnerable groups. • Opportunities to encourage inward investment and growth in areas of improved sustainable transport access should be sought. • Coupling new active travel infrastructure with new green infrastructure, such as parks and green corridors, can provide additional mental health benefits by creating pleasant and stress-relieving environments for physical activity.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 88 PUBLIC 6. Proposed Monitoring Programme 6.1. Monitoring in SEA Monitoring in SEA is a means of evaluating the environmental performance of the plan or strategy and monitoring compliance through its implementation. It is also a way to check whether the effects predicted in the SEA arise as envisaged, or whether unforeseen issues arise. Monitoring can help to evaluate whether a plan or strategy is fulfilling its core objective of delivering sustainable development and providing for a high level of environmental protection. The gathered information provides a basis to inform the review and preparation of subsequent iterations of plans, strategies and projects that sit within them, thus better informing future decisions. Measuring indicators over time can identify long-term positive or negative changes in the environment and can build knowledge on how these trends will affect (or will be affected by) the implementation of the plan or strategy itself. In this respect monitoring environmental changes occurring during the LTS’ implementation phase can help to identify the need for additional mitigation measures or for appropriate remedial action to be undertaken where issues are identified, as well as to inform project-level assessments. 6.2. Proposed SEA Monitoring Programme for the LTS Schedule 2 of the 2005 Act highlights that the Environmental Report should include “a description of the measures envisaged concerning monitoring.” In response to this, this Environmental Report presents a proposed draft monitoring programme for measuring the LTS actions’ implementation. It draws on the identified potential significant effects identified through the assessment of the various components of the LTS actions and suggests where monitoring is required to help ensure that the potential benefits of the actions are effectively achieved through implementation. This will enable appropriate interventions to be undertaken if monitoring highlights negative or underperforming trends relating to the actions’ implementation. The proposed indicators are designed to be integrated within Renfrewshire Council’s own monitoring programme for the LTS.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 89 PUBLIC Table 6-1 therefore outlines monitoring proposals for measuring the implementation of the LTS from the SEA perspective. It pays particular attention to the areas where the SEA has identified potential significant effects and also suggests where monitoring is required to help ensure that the positive effects of the LTS actions are achieved through implementation. It includes: • The significant effect or environmental change to be monitored. • The SEA topic(s) to which the monitoring proposal relates. • The indicator to be monitored. • The source of information and frequency of monitoring; and • The trigger for where intervention should take place if monitoring suggests it is required. The proposed indicators are designed to be integrated within Renfrewshire Council’s own monitoring programme for the LTS. Intervention may be triggered if monitoring indicates that mitigation measures embedded within the plan (or in subsequent transport-related projects) are not functioning as expected. This allows for adjustments to help prevent significant deterioration.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 90 PUBLIC Table 6-1: Proposed SEA monitoring Significant Effect/ Environmental Change to be Monitored SEA Topic(s) Indicator Data Source Frequency Trigger for Intervention Impact of LTS actions on designated habitats close to the transport network Biodiversity, Fauna and Flora, and Geodiversity Condition of designated site assessment findings Renfrewshire Council Annual When designated sites near to new infrastructure show a deterioration in quality Impact of LTS actions on water quality Soil and Water Resources Waterbody assessment findings Renfrewshire Council Annual When an increase in pollutants from construction activities, and pollutants from vehicles are present in waterbodies Impacts on landscape character Landscape Landscape character assessment findings Renfrewshire Council Ongoing Where landscape character assessment suggests significant change has taken place Impacts on carbon emissions Climatic Factors Greenhous e gas emission statistics Renfrewshire Council Annual Where annual transport emissions rise Impacts on local air quality Air Quality and Noise Pollution Monitoring at air quality stations in the council area Renfrewshire Council Annual When there is an increase in pollutants related to air quality
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 91 PUBLIC 7. Next Steps This Environmental Report was consulted on alongside the draft version of the LTS. Following the completion of the consultation period in Summer 2025, comments were reviewed and analysed. Part 3 of the Environmental Assessment (Scotland) Act 2005 requires that a ‘statement’ be made available to accompany the LTS, as soon as possible after their adoption. The purpose of the SEA Adoption Statement is to outline how the SEA process has influenced and informed the LTS’ development process and demonstrate how consultation on the SEA has been taken into account. To meet these requirements, an SEA Adoption Statement will be published to sit alongside the adopted LTS actions. The SEA Adoption Statement will set out: • the reasons for choosing the preferred LTS actions in light of other reasonable alternatives; • how environmental considerations were integrated into the LTS actions’ development process; • how consultation responses were taken into account; and • the measures decided for monitoring the significant effects of the LTS actions.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 92 PUBLIC Appendix A: Scoping Report See accompanying documents
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Draft Environmental Report 93 PUBLIC Appendix B: Consultee Responses Consultation response How the response was considered and addressed NatureScot NatureScot is content with the scope and level of detail proposed for the environmental report. Comment noted. Comments on the scoping report are: • Page 11, 4.8 should read “Whinnerston – comprises two areas of unimproved natural grassland.” • Page 11, 4.10 “There are 96 LNRs in Scotland.” • Page 12, 4.12 mentions Local Nature Conservation Sites. • Page 12, there is no mention of Clyde Muirshiel Regional Park. • Page 13, 4.16 should read “Renfrewshire’s habitat networks and opportunity areas are shown in Figure 4-3 at the end of this chapter.” • Page 16 Figure 4-1 shows Sites of Importance for Nature Conservation which are not mentioned anywhere else in the report. SINCs are often referred to as Local Nature Conservation Sites now and would naturally appear in Figure 4.2 instead. • Page 17 Figure 4.2 does not show Clyde Muirshiel Regional Park. It maps Biodiversity Sites which are not mentioned anywhere else in the report. • Page 18 Figure 4-3 should be titled Habitat Networks and Opportunity Areas in Renfrewshire and, in the legend, Habitat Networks instead of Habitat and Networks. • Page 54 Population and human health, third bullet should read “Improve access to high quality green networks”. Scoping Report updated to reflect comments. NatureScot notes that no period is proposed for consultation on the Environmental Report. We would expect a minimum of 6 weeks. Comment noted. The consultation period will be 6 weeks.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 94 PUBLIC Scottish Environment Protection Agency Relationship with other Plans, Policies and Strategies (PPS) Some of the PPS included have themselves been subject to SEA. Where this is the case, you may find it useful to prepare a summary of the key SEA findings that may be relevant to the Transport Strategy. This may assist you with data sources and environmental baseline information and also ensure the current SEA picks up environmental issues or mitigation actions which may have been identified elsewhere. Comment noted. Baseline information SEPA holds significant amounts of environmental data which may be of interest to you in preparing the environmental baseline, identifying environmental problems, and summarising the likely changes to the environment in the absence of the PPS, all of which are required for the assessment. Many of these data are now readily available on SEPA’s website. Additional local information may also be available from our Access to Information unit (foi@sepa.org.uk). Other sources of data for issues that fall within SEPA’s remit are referenced in our SEA topic guidance notes for air, soil, water, material assets, climatic factors and human health. Please note that reference should be made to the SEPA Future Flood Maps, which are effectively a spatial representation of the flood risk area, defined in NPF4 land or built form with an annual probability of being flooded of greater than 0.5% which must include an appropriate allowance for future climate change. We therefore recommend changing Figure 5-3. Comment noted. Environmental data and guidance will be used to inform the assessments in the Environmental Report.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 95 PUBLIC We provided the council with a list of Evidence Report Sources for the preparation of the Local Development Plan (LDP). These can also be used for the SEA Baseline information. You can contact your LDP colleagues to discuss. Environmental problems We consider that the environmental problems described generally highlight the main issues of relevance for the SEA topics within our remit. Comment noted. Alternatives We note that alternatives are still being considered. Any reasonable alternatives identified during the preparation of the plan should be assessed as part of the SEA process and the findings of the assessment should inform the choice of the preferred option. This should be documented in the Environmental Report. Reasonable alternatives are assessed in the Environmental Report (see Chapter 4). Scoping in / out of environmental topics We agree that in this instance all environmental topics should be scoped into the assessment. Comment noted. Methodology for assessing environmental effects The proposed methodology for the assessment has not been defined yet. A common method is to use a matrix with a scoring system identifying effects which are significant positives (++), positive (+), neutral (0), unknown (?), negative (-) or significant negative (--), or a combination of them, as appropriate (e.g. +/-). Including a commentary section within the matrices in order to state, where necessary, the reasons for the effects cited and the score given helps to fully explain the rationale behind the Comment noted.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 96 PUBLIC assessment results. This allows the Responsible Authority to be transparent and also allows the reader to understand the rationale behind the scores given. Where it is expected that other plans, programmes or strategies are better placed to undertake more detailed assessment of environmental effects this should be clearly set out in the Environmental Report. We expect all aspects of the PPS which could have significant effects to be assessed. 6.5 We support the use of SEA objectives as assessment tools as they allow a systematic, rigorous and consistent framework with which to assess environmental effects. When it comes to setting out the results of the assessment in the Environmental Report, please provide enough information to clearly justify the reasons for each of the assessments presented. It would also be helpful to set out assumptions that are made during the assessment and difficulties and limitations encountered. It is helpful if the assessment matrix directly links the assessment result with proposed mitigation measures such as in the example provided. We are content with the proposed SEA objectives to be used in the assessment. Mitigation and enhancement We encourage you to use the assessment as a way to improve the environmental performance of individual aspects of the final option; hence we support proposals for enhancement of positive effects as well as mitigation of negative effects. It is useful to show the link between potential effects and proposed mitigation / enhancement measures in the assessment framework. Comment noted.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 97 PUBLIC We encourage you to be very clear in the Environmental Report about mitigation measures which are proposed as a result of the assessment. These should follow the mitigation hierarchy (avoid, reduce, remedy or compensate). One of the most important ways to mitigate significant environmental effects identified through the assessment is to make changes to the plan itself so that significant effects are avoided. The Environmental Report should therefore identify any changes made to the plan as a result of the SEA. Where the mitigation proposed does not relate to modification to the plan itself then it would be extremely helpful to set out the proposed mitigation measures in a way that clearly identifies: (1) the measures required, (2) when they would be required and (3) who will be required to implement them. The inclusion of a summary table in the Environmental Report such as that presented below will help to track progress on mitigation through the monitoring process. Monitoring Although not specifically required at this stage, monitoring is a requirement of the Act and early consideration should be given to a monitoring approach particularly in the choice of indicators. It would be helpful if the Environmental Report included a description of the measures envisaged to monitor the significant environmental effects of the plan. Comment noted. Consultation period It is not clear from the scoping report the specific time period proposed for consultation on the Environmental Report. This period should be agreed with the Consultation Authorities at the scoping stage. Accordingly, we would welcome further dialogue with you in order to agree an appropriate timeframe. Typical consultation periods range from 6-12 weeks depending on the content and nature of the plan. The consultation period must offer the Consultation Authorities and the public an early and effective opportunity to express their views and opinions. Comment noted. The consultation period will be 6 weeks.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 98 PUBLIC Outcomes of the Scoping exercise We would find it helpful if the Environmental Report included a summary of the scoping outcomes and how comments from the Consultation Authorities were considered. We welcome proposals for the inclusion of a summary of how the comments provided by the Consultation Authorities at the Scoping stage have been taken into account in the preparation of the Environmental Report. Comment noted. This table has been included to capture consultee comments. Historic Environment Scotland We note that the historic environment has been scoped into the assessment, and we are content to agree with this. In terms of the approach to the assessment, on the basis of the information provided we are satisfied with the scope and level of detail proposed and have given our detailed comments below. Comment noted. We welcome the review of the relevant historic environment plans, programmes and strategies set out here. We would simply note that, while they are both included in this section, Our Place in Time has now been superseded by Our Past Our Future. Reference to Our Place in Time removed from the Scoping Report. We welcome the baseline provided for the historic environment and the early consideration of the potential interactions between these assets and the policies and actions associated with the strategy. The summary is focused on the avoidance of harm on historic environment assets and their setting, and this is to be welcomed. However, we would also note that often elements of our transport infrastructure are historic environment assets in themselves such as railway stations, bridges, former branch railway lines, bridges, core paths and historic ways and often contribute to our sense of place and active travel network. Investment and maintenance in such assets can also be considered a benefit to the historic environment. In terms of other key issues noted in this section we welcome the recognition of the role that the transport strategy can play in supporting access to the historic environment. Comment noted. These assets associated with transport infrastructure will be considered in the Environmental Report assessments.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Environmental Report 99 PUBLIC Little detail is offered on the methodological approach for the assessment. However, we note that SEA objectives have been developed in order to test potential strategy content against. In considering the presented objectives for the historic environment we are satisfied that these will provide an appropriate framework for the assessment. Where the assessment points to potential significant effects mitigation, enhancement and monitoring proposals should be put forward where appropriate. Comment noted. We note that no specific timescale has been set out for consultation on the strategy and its associated environmental report. We would advise a minimum consultation period of 6 weeks. For our purposes the consultation period starts when the SEA Gateway receives the relevant documents. Comment noted. The consultation period will be 6 weeks.
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SEA for Renfrewshire Local Transport Strategy 2025-2035 – Draft Environmental Report 100 PUBLIC Environment, Housing and Infrastructure Renfrewshire Council Renfrewshire House Cotton Street Paisley PA1 1BR
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1 Travel Renfrewshire 2035 Renfrewshire Council Local Transport Strategy 2025-2035 Main Issues Report PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 2 Table of Contents 1. Introduction ....................................................................................... 4 1.1. Introduction .......................................................................................... 4 1.2. Report Structure .................................................................................... 4 2. Policy Context .................................................................................... 5 2.1. Introduction .......................................................................................... 5 2.2. Policy Context........................................................................................5 2.3. Summary.............................................................................................30 3. Data, Transport and Travel Context................................................. 31 3.1. Introduction........................................................................................31 3.2. Socio Economics and Socio Demographics ....................................... 31 3.3. Travel and Transport...........................................................................40 3.4. Environmental ..................................................................................... 62 3.5. Summary ............................................................................................. 62 4. Engagement and Consultation ........................................................ 64 4.1. Online Survey ...................................................................................... 64 4.2. Interactive Map .................................................................................... 67 4.3. Supermarket Events ............................................................................ 68 PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 3 4.4. Elected Members Workshop ............................................................... 70 4.5. Stakeholder Workshops ...................................................................... 72 4.6. In Person Workshops ........................................................................... 75 4.7. Summary ............................................................................................. 77 5. Problems and Opportunities ........................................................... 78 5.1. Problems ............................................................................................. 78 5.2. Opportunities ...................................................................................... 80 6. Summary .......................................................................................... 84 PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 4 1. Introduction 1.1. Introduction Renfrewshire’s Local Transport Strategy (LTS) is being updated and follows on from a refresh of the previous strategy in 2017. The new LTS, also referred to as Travel Renfrewshire 2035, will set the future direction of transport and travel within Renfrewshire for a ten-year period up to 2035. It will develop a Vision, Priorities and Objectives and will set out an Action Plan by which to achieve these. In line with recently published Local Transport Strategy Guidance, in developing an LTS, local authorities may refer to the principles of Scottish Transport Appraisal Guidance (STAG). The development of the LTS has followed STAG principles and includes: transport related problem and opportunity identification, which has been informed by a review of transport and travel data to set the wider context and to provide background information on the study area; an extensive round of stakeholder engagement and public consultation to further inform problems and opportunities, as well as to identify potential options; development of a Vision, Priorities and Objectives; and ultimately development of an Action Plan. Following STAG principles helps to make sure that a robust process has been followed and that meaningful actions which address the needs of the area are identified. This Main Issues Report sets out the policy context of the LTS and provides an evidence base for the key transport and travel related problems and opportunities in Renfrewshire, as well as providing details of engagement that has been undertaken. This Main Issues Report sits alongside the Draft LTS document. 1.2. Report Structure This report sets out background information and summarises problems and opportunities which have been used to inform the LTS for Renfrewshire. This Main Issues Report has the following structure: • Chapter 2 - Policy Context • Chapter 3 - Data, Transport and Travel Context • Chapter 4 - Engagement • Chapter 5 - Problems and Opportunities • Chapter 6 - Summary PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 5 2. Policy Context 2.1. Introduction This chapter sets out the policy context in which the LTS sits. 2.2. Policy Context The previous 2007 LTS was refreshed in 2017 and since then there have been significant updates to the policy context, including publication of the second National Transport Strategy (NTS2) in 2020, and publication of the Strathclyde Partnership for Transport’s updated Regional Transport Strategy in 2024. Both documents reflect a shift in policy at the national and regional level, in particular to address climate change, with a Climate Emergency declared by the Scottish Government in 2019 (Scotland’s Response to The Global Climate Emergency); as such, there is an expectation that any interventions or measures take cognisance of the potential impact on tackling climate change. The key policy context at the national, regional and local levels for the new LTS is shown in Figure 1. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 6 Figure 1: Summary of Key Policy and Strategy Documents and Legislation Reviewed PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 7 2.2.1. National 2.2.1.1. National Transport Strategy 2 (NTS2) (2020) The second National Transport Strategy (NTS2), published by Transport Scotland in February 2020, provides the national transport policy framework, setting out a clear vision of a sustainable, inclusive, safe and accessible transport system which helps deliver a healthier, fairer and more prosperous Scotland for communities, businesses and visitors. It sets out four key priorities to support that vision: reducing inequality; taking climate action; helping deliver inclusive economic growth; and improving health and wellbeing. The Strategy presents the vision for Scotland’s transport system over the next 20 years, which is: “We will have a sustainable, inclusive, safe and accessible transport system, helping deliver a healthier, fairer and more prosperous Scotland for communities, businesses and visitors.” The NTS2 is set within the context of a climate emergency, with the Scottish Government committed to transitioning the transport system to one that is net zero in carbon emissions by 2045. Set against a backdrop of increasing amounts of travel in Scotland over recent years, particularly vehicular travel, the NTS2 clearly articulates the need for change in transport provision in Scotland. The overall vision of NTS2 is underpinned by four priorities and each priority is expressed through a set of three outcomes, as listed below. • Reduces inequalities o Will provide fair access to services we need o Will be easy to use for all o Will be affordable for all • Takes climate action o Will help deliver our net zero target o Will adapt to the effects of climate changes o Will promote greener, cleaner choices PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 8 • Helps deliver inclusive economic growth o Will get people and goods to where they need to get to o Will be reliable. Efficient and high quality o Will use beneficial innovation • Improves our health and wellbeing o Will be safe and secure for all o Will enable us to make health travel choices o Will help make our communities great places to live The Sustainable Investment Hierarchy is also captured in NTS2 and should be used to inform investment decisions. Investment aimed at reducing the need to travel unsustainably sits at the top of the hierarchy, followed by: investment aimed at maintaining and safely operating existing assets, taking due consideration of the need to adapt to the impacts of climate change; investment promoting a range of measures, including innovative solutions, to make better use of existing capacity, ensuring that existing transport networks and systems are fully optimised (these may include technology-based, regulatory, fiscal or value engineering solutions to asset renewals); and investment involving targeted infrastructure improvements. The Sustainable Travel Hierarchy is also captured in NTS2, which sets out how modes should be prioritised: • Walking and Wheeling • Cycling; • Public Transport; • Taxis and Shared Transport; • Private Cars NTS2 is accompanied by annual Delivery Plans, the third of which covers the period 2023 to 2024. The Third Delivery Plan outlines actions to help deliver the priorities and outcomes of NTS2 and thus supports the need for attractive, affordable and accessible sustainable travel options. The latest delivery Plan includes references to several national schemes which would impact upon Renfrewshire, including the Fair Fares Review, which aims to support a sustainable and integrated approach to public transport fares, and to help ensure appropriate roads in built up areas have a safer speed limit of 20 mph. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 9 2.2.1.2. Strategic Transport Projects Review 2 (STPR2) (2022) STPR2 will be used to inform the Scottish Government’s transport investment programme in Scotland over a 20 year period (2022-2042) and will help deliver the vision, priorities and outcomes for transport set out in the NTS2. The outcomes will aim to: Enhance accessibility across Scotland for residents, visitors and businesses; Create better connectivity with sustainable, smart and cleaner transport options; and highlight the vital contribution that transport investment can play in enabling and sustaining Scotland’s economic growth. 45 recommendations were published in December 2022, broadly grouped into six themes: Improving Active Travel Infrastructure; Influencing Travel Choices and Behaviour; Enhancing Access to Affordable Public Transport; Decarbonising Transport; Increasing Safety and Resilience on the Strategic Transport Network; and Strengthening Strategic Connections. A Case for Change specific to the Glasgow City Region (inclusive of Renfrewshire) was developed and is discussed under the Regional section. 2.2.1.3. Climate Change Plan (2018-2032) The Scottish Government published “Securing a Green Recovery on a Path to Net Zero: Update to the Climate Change Plan 2018–2032” in December 2020, which reflects the ambition of new targets set in the Climate Change (Emissions Reduction Targets) (Scotland) Act 2019. This comprises the reduction of Scotland’s greenhouse gas emissions to net zero by 2045. The Plan notes how recent transportation trends such as more widespread home working and the focus of land-use planning on 20-minute neighbourhoods can be capitalised on to help enable targets to be met. The Plan states that: “By 2032 our roads will contain no new petrol and diesel cars and vans; we will have decarbonised our passenger railways; and we will have begun work to decarbonise challenging transport modes such as HGVs, ferries and aviation. Car kilometres will have reduced by 20%, and sustainable transport will be the instinctive first choice for people.” The target to reduce car kilometres by 20% by 2030 (against a 2019 baseline) is one of the key targets contained within the Plan. 2.2.1.4. Climate Change (Emissions Reduction Targets) (Scotland) Bill 2024 The Climate Change (Emissions Reduction Targets) (Scotland) Bill 2024 was passed by the Scottish Parliament on 05 November 2024. It amends the Climate Change (Scotland) Act PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 10 2009 (subsequently amended by the Climate Change (Emissions Reduction Targets) (Scotland) Act 2019), by introducing a system of carbon budgets, which set limits on greenhouse gas emissions. Key features of the Bill include: • Carbon Budgets: These budgets will cover every year from 2026 to the net zero target year of 2045, ensuring a structured approach to emissions reduction. • Net Zero Target: The Bill maintains the target of achieving net zero emissions by 2045. • Climate Change Plan: A new Climate Change Plan will be required, aligning with the carbon budgets. • Annual Reporting: The Bill continues the requirement for annual reporting on greenhouse gas emissions and progress towards meeting the carbon budgets. 2.2.1.5. Reducing car use for a healthier, fairer and greener Scotland: A route map to achieve a 20 per cent reduction in car kilometres by 2030 (2022) In January 2022, the Scottish Government and the Convention of Scottish Local Authorities (COSLA) developed a Route Map (Reducing Car Use for a Healthier, Fairer and Greener Scotland) to deliver the shift in travel behaviours required to meet the 20% reduction target set out in the Climate Change Plan, recognising the need for ongoing collaboration and partnership working between national, regional and local Government as well as public, private and third sector partners. The behavioural changes identified in the Route Map are centred around: reducing the need to travel; living well locally; switching modes; and combining or sharing car trips. A number of interventions are identified around reducing the need to travel and the route map notes that digital transformation can help reduce the need to travel through remote working and by enabling businesses and people to access services and networks online. Successful implementation of the actions set out in the Route Map are expected to enable statutory climate change targets to be met, whilst at the same time creating better ways of living, improved health and wellbeing and the associated social and economic benefits of a society less dominated by private cars. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 11 2.2.1.6. Transport Scotland’s Approach to Climate Change Adaptation & Resilience Transport Scotland’s Approach to Climate Change Adaptation and Resilience (ACCAR) outlines the key climate risks affecting Scotland’s transport system and sets strategic outcomes for road, rail, aviation, and maritime networks. The vision Transport Scotland uses for its approach to climate change adaptation highlights the need for a transport system that “is well adapted and prepared for current and future impacts of climate change”, whilst being resilient and reliable for everyday journeys despite any disruptions from weather. To achieve this vision, strategic outcomes for individual sectors of the transport system are set out. They are listed as follows: • Trunk Roads - Trunk Roads which are well adapted and resilient to the current, projected and unexpected impacts of climate change. • Rail Network - Supporting the delivery of climate change adaptation and resilience for Scotland’s Rail network. • Aviation Network - Engaging with aviation stakeholders to support their decision making in relation to climate change adaptation and resilience. • Maritime Network - Contributing to safeguarding lifeline ferry services, ports, harbours and canals in response to the threat of climate change. 2.2.1.7. A Network Fit For The Future: Vision for Scotland’s Public Electric Vehicle Charging Network A Network Fit for the Future sets out a vision that includes the key elements necessary to create a sustainable public charging network for electric cars and vans in Scotland. It is hoped that this will help guide action by public, private and third-party groups in the further development of Scotland’s public electric vehicle charging network. The vision included in the document covers different key areas which will be needed to enhance the public electric vehicle charging network. These different components are presented below: • Local communities, businesses and visitors have access to a well-designed, comprehensive and convenient network of public charge points, where these are needed. • The public electric vehicle charging network works for everyone regardless of age, health, income or other needs. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 12 • Scotland has attracted private sector investment to grow and sustain the public electric vehicle charging network. • The public charging network is powered by clean, renewable energy and drivers benefit from advancements in energy storage, smart tariffs and network design. • People’s first choice wherever possible is active travel, shared or public transport with the location of electric vehicle charge points supporting those choices. 2.2.1.8. Let’s Get Scotland Walking The National Walking Strategy, Action Plan 2016-2026 The National Walking Strategy was one of the first of its kind to be introduced across the world, with a vision for a “Scotland where everyone benefits from walking as part of their everyday journeys, enjoys walking in the outdoors and where places are well designed to encourage walking.” The document sits within a wider strategy context of the National Performance Framework, with walking a key component on aiding the delivery of outcomes within this framework. The National Walking Strategy incorporates two key strategic aims which are as follows: • Strategic Aim 1 - To deliver on creating a culture of walking where everyone walks more often as part of their everyday travel and for recreation and wellbeing. • Strategic Aim 2 - To achieve better quality walking environments with attractive, well designed and managed built and natural spaces and places for everyone. Within the outlined strategic aims sit delivery themes to aid in their consolidation. For Strategic Aim 1 for example, delivery themes note how walking supports health and wellbeing, along with education and communities. 2.2.1.9. Active Travel Framework (2023) The Active Travel Framework is a Transport Scotland document produced with key delivery partners, with input from Regional Transport Partnerships and local authorities. It brings together the key policy approaches to improving the uptake of walking and cycling in Scotland. Central to the Framework is a 2030 Vision for Scotland’s communities to be shaped around people, with walking or cycling the most popular choice for shorter everyday journeys. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 13 The Framework captures a number of active travel outcomes: • Increase the number of people choosing walking, cycling and wheeling in Scotland • High quality walking, cycling and wheeling infrastructure is available to all • Walking, cycling and wheeling is safer for all • Walking, cycling and wheeling is available to all • Delivery of walking, cycling and wheeling is promoted and supported by a range of partners The outcomes have helped to inform indicators, which will be used to develop a Monitoring and Evaluation Plan. 2.2.1.10. Cleaner Air For Scotland 2 (2021) In July 2021, the Scottish Government published Cleaner Air For Scotland 2: Towards A Better Place For Everyone and an associated Delivery Plan, for achieving air quality improvements over the five-year period to 2026, helping to ensure that the vision of Scotland having the best air quality in Europe is achieved. In terms of transport, the Delivery Plan supports “a modal shift to active travel and public transport. This will mean, amongst other objectives, providing a transport system that facilitates active travel choices, better public transport provision and constraints upon private vehicle use, especially in urban centres where pollution and congestion are most acute.” The Delivery Plan is aligned to the NTS2 Sustainable Investment Hierarchy. 2.2.1.11. National Strategy for Economic Transformation (2022) Scotland’s National Strategy for Economic Transformation (NSET), published by the Scottish Government in March 2022, sets out the priorities for Scotland’s economy over the ten-year period to 2032. It sets out a vision to create a wellbeing economy: a society that is thriving across economic, social and environmental dimensions, and that delivers prosperity for all Scotland’s people and places, whilst respecting environmental limits, including climate and nature targets. It aims to deliver economic growth that significantly outperforms the last decade, so that the Scottish economy is more prosperous, more productive and more internationally competitive, and recognises that improved accessibility, better connectivity and transport investment are vital factors in ensuring economic transformation for Scotland. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 14 2.2.1.12. National Planning Framework 4 (2023) National Planning Framework 4 (NPF4) was approved by the Scottish Government in February 2023. It sets out a long-term spatial strategy for development and infrastructure in Scotland. NPF4 sets out a need to “embrace and deliver radical change to tackle and adapt to climate change, restore biodiversity loss, improve health and wellbeing, build a wellbeing economy and create great places.” In this context, NPF4 recognises that places need to be planned in a way that reduces the need to travel and is hence also aligned to the Sustainable Investment Hierarchy and policies for cleaner air and climate change action. NPF4 outlines a number of key policy areas, which are highly relevant to the development of the LTS, including: Tackling the climate and nature crises (Policy 1), which gives significant weight to the global climate emergency in order to ensure that it is recognised as a priority in all plans and decisions; Climate mitigation and adaptation (Policy 2), which will ensure that emissions from new development are minimised as far as possible; Sustainable transport (Policy 13), which will facilitate a transition towards more sustainable, lower emissions travel including active travel and public transport; Local Living and 20 Minute Neighbourhoods (Policy 15), which support liveable places where people can live better, healthier lives; and Infrastructure First (Policy 18). The Infrastructure First policy places an emphasis on supporting more sustainable use of infrastructure and making better use of existing assets with low-carbon infrastructure prioritised. Similarly, Local Living and 20 Minute Neighbourhoods promotes healthy, sustainable and resilient places that support a good quality of life and balances people’s environmental impact. It also encourages application of the Place Principle to help create connected and compact neighbourhoods. 2.2.1.13. Transport (Scotland) Act 2019 The Bill for the Transport (Scotland) Act 2019 was passed by the Scottish Parliament on 10th October 2019 and received Royal Assent on 15th November 2019. The provisions contained within the Act include: • Pavement Parking Ban – which bans pavement parking, double parking and parking at dropped kerbs, with certain exemptions designated by local authorities - for example to ensure safe access for emergency vehicles. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 15 • Provision of bus services by local transport authorities – which facilitates an authority (such as SPT or Renfrewshire Council) being able to provide local bus services (potentially directly, or through a company) provided it will contribute to the implementation of its general policy objectives; • Local Services Franchises – which facilitates the creation of a franchise for local bus services by an authority (or authorities) in a specified area(s). • Bus Service Improvement Partnerships (BSIPs) – which facilitates the creation of a statutory partnership between a relevant authority (or authorities) and operator(s) to improve bus services in a specified area(s); • Workplace Parking Levy – which facilitates a local authority (or authorities) creating a requirement to have a licence to provide parking at workplaces, and to charge employers for that licence based on the number of spaces available; and • Low Emission Zone (LEZ) schemes – which creates a system allowing local authorities to establish, operate, amend and revoke LEZ schemes; 2.2.1.14. Infrastructure Investment Plan (2021) The Infrastructure Investment Plan (IIP), published by the Scottish Government in February 2021, provides detail on expenditure from 2021-22 to 2025-26 to support the commitments made within the Programme for Government and sets the context for future investment in transport to deliver an effective response to the COVID-19 pandemic. The IIP focuses on three core strategic themes for guiding investment decisions in Scotland: • enabling the transition to net zero emissions and environmental sustainability; • driving inclusive economic growth; and • building resilient and sustainable places. 2.2.1.15. Scotland’s Road Safety Framework to 2030 Scotland’s Road Safety Framework has a vision for Scotland to have the best road safety performance in the world by 2030. The framework embeds the Safe System approach to road safety delivery as set out in the NTS2 Delivery Plan which includes: safe road use, safe vehicles, safe speeds, safe roads and roadsides, and post-crash response. The framework states the need for targeted measures such as improving infrastructure, enhancing vehicle PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 16 safety and promoting active travel options in order to help deliver its vision. Interim targets to 2030 are set out in the Framework: • 50% reduction in people killed • 50% reduction in people seriously injured • 60% reduction in children (aged <16) killed • 60% reduction in children (aged <16) seriously injured Intermediate outcome targets are also presented. 2.2.1.16. Verity House Agreement The Verity House Agreement sets out how the Convention of Scottish Local Authorities (COSLA) and the Scottish Government will work collaboratively to ensure the shared priorities are achieved. These priorities include tackling poverty, just transition to net zero and sustainable public services. Whilst the agreement does not create legal obligations, it shows a statement of intent to the principle of regular and meaningful engagement to work together to effectively improve the lives of people in Scotland. 2.2.2. Regional 2.2.2.1. A Call to Action: The Regional Transport Strategy for West of Scotland 2023-38 and Draft Case for Change (2021) The Strathclyde Partnership for Transport (SPT) Regional Transport Strategy (RTS) was approved in July 2023. The RTS sets a vision for the West of Scotland to be “an attractive, resilient and well-connected place with active, liveable communities and accessible, vibrant centres facilitated by high quality, sustainable and low carbon transport shaped by the needs of all”. Three priorities have been established to reflect changes in society and policy since the previous RTS which covered the period 2008-2021. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 17 These priorities are centred around: • a healthier environment; • inclusive economic growth; and • improved quality of life. Five Strategy objectives have been established to help tackle problems identified in the Case for Change for the RTS. These objectives are: to improve accessibility, affordability, availability and safety of the transport system, ensuring everyone can get to town centres, jobs, education, healthcare and other everyday needs; • to reduce carbon emissions and other harmful pollutants from transport in the region; • to enable everyone to walk, cycle or wheel and for these to be the most popular choices for short, everyday journeys; • to make public transport a desirable and convenient travel choice for everyone; and • to improve regional and inter-regional connections to key economic centres and strategic transport hubs for passengers and freight. The RTS also lays out three key targets which will enable the objectives to be measured: • by 2030 car kilometres in the region will be reduced by at least 20%; • by 2030 transport emissions will be reduced by at least 53% from the 2019 baseline; and • by 2030 at least 45% of all journeys will be made by means other than private car as the main mode. These targets underline the important role transport has to play in supporting climate change targets. Policies established in the LTS will provide support for the delivery of the key targets captured in the RTS. The supporting Case for Change document summarises a range of data sets, including car ownership by proportion of households, distance of average journeys and access to bikes. It sets out a number of key transport challenges for the region, summarised as: Transport emissions; Access for all. Regional connectivity; Active living; and Public Transport quality and integration. Renfrewshire specific data is also captured within the Case for Change document. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 18 2.2.2.2. The Regional Active Travel Strategy for the west of Scotland 2024-2038 (Draft) SPTs Draft Regional Active Travel Strategy is part of a coordinated approach to achieve the Regional Transport Strategy, set out above, and sets out a strategic approach to active travel infrastructure and behaviour change interventions. The Strategy is supported by an Active Travel Infrastructure Delivery Plan. The Strategy outlines the current active travel landscape across the region, the vision for active travel in Strathclyde and a proposed final active travel network; with this being seen as a vital element of making it possible to achieve modal shift. The final network would include primary routes, secondary routes and cross region routes and includes a number of routes within Renfrewshire. Primary localities are identified, which include Renfrew, Paisley, Johnstone and Glasgow Airport. 2.2.2.3. Glasgow City Region City Deal (2014) The Glasgow City Region City Deal works with eight partner councils, including Renfrewshire, to improve the Glasgow City Region. The City Deal, which was the first in Scotland and is one of the most advanced in the UK, brings £1 billion investment to the area. As part of the Deal, there are 21 key infrastructure projects, including three key projects within Renfrewshire, as follows: • Airport Access Project – Renfrewshire Council is working with Glasgow City Council and relevant stakeholders to develop a public transport link to Glasgow Airport. An Outline Business Case has been developed. However, the Glasgow City Region Cabinet has agreed to pause the project whilst SPT undertakes a feasibility study on a Glasgow City Region Metro (Clyde Metro), which would incorporate an airport link. • Clyde Waterfront and Renfrew Riverside – The Clyde waterfront is being regenerated with a new road bridge over the River Clyde, linking Renfrew and Yoker. This aims to create an attractive waterfront area and further connect communities, with the Renfrew Northern Development Road unlocking potential for regeneration by linking these communities and the emerging Advanced Manufacturing Innovation District Scotland (AMIDS) to the wider region. • Glasgow Airport Investment Area - The Glasgow Airport Investment Area includes new roads, bridges, cycling routes and pedestrian footpaths, improving access to AMIDS and to nearby Westway and Inchinnan Business Parks. AMIDS is a Renfrewshire Council project to develop a home for manufacturing innovation in Scotland. Elements of this PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 19 project are ongoing, including AMIDS South and its east-west link road from Renfrew Road to Inchinnan Road. Noting that elements of the City Deal relate to accessing Glasgow Airport, it is highlighted that Transport Scotland separately published an Aviation Statement and Key Priorities in 2024. This sets out the strategic importance of aviation to Scotland and the specific actions the Scottish Government will take on national and international connectivity, and on reducing aviation emissions. Outcomes captured in the document include improving Scotland’s international connectivity to key markets for inbound tourism, business connectivity and export growth; and for aviation to be net zero by 2045. 2.2.2.4. STPR2 Initial Appraisal: Case for Change – Glasgow City Region (2021) The Initial Appraisal: Case for Change report for the Glasgow City Region was written to support the development of STPR2 and sets out the evidence base for problems and opportunities linked to the strategic transport network across the Glasgow City Region. Although the problems and opportunities are set out at the regional level, specific references to Renfrewshire are made, including residents in some rural parts of Renfrewshire unable to access key hospitals within under 60 minutes and that 6,200 fewer jobs were forecast between 2017 and 2027. The key problems and opportunities identified across the Glasgow City Region are as follows: Social Exclusion; Transport Poverty and Affordability; Physical Activity and Health; Transport Emissions; Accessibility; Connectivity; Low Level of Active Travel Uptake; Safety; and Capacity Constraints. The Initial Appraisal: Case for Change report and the problems and opportunities identified within, went on to inform the final STPR2 reporting, which set out 45 recommendations to help inform Scottish Ministers on a programme of potential transport investment opportunities for the period 2022-2042. 2.2.2.5. Clydeplan Strategic Development Plan (2017) The Glasgow and Clyde Valley Strategic Development Plan (Clydeplan), published in July 2017, is a land-use plan for Glasgow city-region that supports the Scottish Government’s central purpose of increasing sustainable economic growth. It sets out a clear vision and spatial strategy for the area and focuses on the key land use and development issues that cut across the eight planning authority boundaries in the region. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 20 Following the passing of the Planning (Scotland) Act 2019, authorities working together are expected to adopt a Regional Spatial Strategy which should outline the needs and priorities for strategic developments, as well as how the wider outcomes will contribute to the areas success. A Regional Spatial Strategy will be published for the Glasgow City Region area in due course, following the introduction of statutory Regulations by the Scottish Government. This will provide a place-based strategy informing future development across the Glasgow City Region. 2.2.2.6. Glasgow City Region Economic Strategy (2021) and Action Plan (2022/23) The Glasgow City Region Economic Strategy, published in 2021, was developed by eight local authorities (including Renfrewshire Council), government partners and agencies and sets out an evidence base for the economy of the region and details future challenges and opportunities for economic development. It establishes a vision that the City Region will have “the most innovative inclusive and resilient economy in the UK” by 2030. An associated Action Plan was published in August 2022 and sets out the key activities required to deliver projects which meet the regional priorities and the three ‘Grand Challenges’ of Inclusive Economy, Enhancing Productivity and Climate Emergency. For transport, Clyde Metro is included within the Action Plan with actions to progress to Outline Business Case (OBC) stage and conduct Economies for Healthier Lives Capital Investment Health Inequalities Impact Toolkit assessments on the emerging business case. 2.2.2.7. Glasgow City Region Climate Adaptation Strategy and Action Plan (2021) The Glasgow City Region Climate Adaptation Strategy and Action Plan was launched in 2021 and aims to ensure the region’s economy, society and environment is prepared for and flourishes owing to the impacts of the climate crisis. 11 interventions have been developed for the strategy and risks and opportunities were also identified; this includes risks to transport infrastructure from extreme heat, storms and high waves. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 21 2.2.3. Local 2.2.3.1. Renfrewshire’s Local Transport Strategy Refresh (2017) Renfrewshire’s Local Transport Strategy Refresh sets out a vision to help improve people’s health and travel to their destination within a set timescale using all modes including walking, cycling, public transport or their car for essential trips. It also aims to allow businesses to operate effectivity and efficiently creating prosperity and job opportunities; attract visitors to enjoy the tourism and leisure facilities and to achieve this without compromising the future environment. The LTS sets out 5 key objectives to be delivered through actions within the Strategy: • Regenerate the local economy wherever possible; • Extend opportunities for all by: o Combating poverty and promoting equality including supporting behavioural change; o Encouraging healthier lifestyles; o Encouraging a choice of transport options; o Improving access for all, including the mobility impaired. • Ensure a healthy and sustainable environment; • Improve community safety and security, both real and perceived and increase connectivity between settlement and services; and • Encourage integration of services and an integrated approach by public bodies whilst achieving best value. The new Renfrewshire LTS will provide an update on the Council’s achievements against the actions set out in the previous Strategy and will set out a broad direction of travel for Renfrewshire. The progress of the current Renfrewshire LTS travel and transport interventions will be built on by the updated Strategy. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 22 2.2.3.2. Renfrewshire’s Plan for Net Zero The first phase of Renfrewshire's Plan for Net Zero sets out how the area will work towards net zero by 2030.Though Council-led, Renfrewshire's Plan for Net Zero has been created collaboratively with local communities through regular meetings of the Renfrewshire Climate Panel, as well as surveying local businesses to identify how to make immediate and future change possible for the business sector. The Plan draws on independent research which showed transport was responsible for 34% of the area’s current emissions and each of commercial and residential energy usage contributed 29% respectively - meaning these three areas are responsible for 92% of Renfrewshire’s total emissions. To reach the target of becoming net zero by 2030, the council introduced the Ren Zero campaign. This looks to take a collaborative approach with communities, businesses, partners and organisations working together us to make required changes. Using this information, the Plan developed five key themes and actions: • Clean energy: minimising energy demand, maximising energy efficiency and sustainable energy generation, alleviating fuel poverty, increasing energy security and resilience; • Sustainable transport: maximising active travel opportunities, increase public transport patronage alongside a reduction in car miles, enable modal shift to Ultra Low Emission Vehicles (ULEVs), alleviate transport poverty and facilitate local carbon offsetting to make every trip in the Renfrewshire area net zero carbon; • Circular economy: reducing waste at source, maximising reuse, repair and recovery, development of sustainable waste management, supporting communities to reduce waste and offsetting disposal with local offsetting of associated emissions to compensate; • Connected communities: a comprehensive and ongoing engagement, with particular focus on supporting community initiatives and partnership working, as well as the development of socio-economic impact benefits, whilst focusing on children and young people and providing support and advice; and • Resilient place: ensuring resilience, protecting, restoring and enhancing existing habitats and species. This would be carried out alongside initiatives to help nature locally, as well as improving air quality and sequestration. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 23 2.2.3.3. Renfrewshire Local Development Plan (2021) In line with the aspirations, vision and outcome measures of the Renfrewshire Community Plan (2017-2027) discussed below, and the Renfrewshire Council Plan, the Local Development Plan Spatial Strategy focuses on place making and development within existing built-up areas and key redevelopment sites, aiming to facilitate sustainable development and a low carbon economy providing high quality new development in the right locations. A large part of Renfrewshire is rural; by concentrating development in mainly urban areas this Strategy protects many of the valuable assets and resources of Renfrewshire. The policies and proposals outlined within the plan aim to provide a balance between the need to protect and enhance the environment in Renfrewshire as well as promoting development activity, new investment and sustainable and inclusive economic growth. The Plan highlights that new development will be supported where it aims to incorporate the following criteria (where relevant): • Supports sustainable and inclusive economic growth and/or is related to the delivery of City Deal investment; • Contributes positively to the character, appearance and function of the place, benefiting the amenity of the area and protecting and enhancing the natural, built and cultural heritage and its setting, including delivering net biodiversity gain; • Will regenerate and invest in Renfrewshire’s Network of Centres; • To apply a placemaking approach to deliver high-quality, well-designed, sustainable places, ensuring that the design of new development is demonstrated to benefit the area by following the principles of ‘Renfrewshire’s Places’ Design Guidance; • Development is supported by existing or planned infrastructure; • Buildings and structures are designed to support the enhancement and delivery of low carbon generating technology to reduce emissions; • The development does not have an adverse effect on the integrity of any sites protected as a European site (Special Areas of Conservation (SACs) and Special Protection Areas (SPAs)); • Safeguard, enhance and promote access to natural heritage including open space, green infrastructure and green networks, landscape, biodiversity and the wider environment; and • Locate development on sites which can be accessed sustainably to encourage a modal shift from the private car to walking, cycling and public transport. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 24 Renfrewshire Council is in the process of preparing an updated Local Development Plan (LDP3), which will set out the long-term vision for the area up to 2037 and beyond. This will reflect updated policies, including those captured in National Planning Framework 4. The aim is to deliver a place-based, people-centred and delivery focused plan for Renfrewshire which will set out an ambitious vision for the area’s places. The LDP will sit alongside and be influenced by community-led Local Place Plans and a Regional Spatial Strategy (RSS) for the Glasgow City Region. The LDP will also support connections to new developments. 2.2.3.4. Renfrewshire Council Plan 2022-2027 The Renfrewshire Council Plan sets out how the Council will work with partners, communities and business to progress the five strategic outcomes of place, economy, fair, green and living the Council’s values. The Plan notes the Council’s desire for everyone to have access to transport links. There is also an action to deliver the large-scale infrastructure projects which come under the scope of the City Deal and Infrastructure Programme, thus boosting employment and earnings and driving innovation and growth. Under the “Green” theme, which relates to leading Renfrewshire to net zero, reference is made to improvements in the transport infrastructure to make employment opportunities easier to travel to. 2.2.3.5. Renfrewshire Cycling Strategy (2016-2025) The aim of the Cycling Strategy is that by 2025, there will have been a genuine ongoing commitment and leadership from Renfrewshire Council in supporting and encouraging cycling. The Strategy acknowledges the commitment to continue to improve and extend the network, according to best design guidance principles, with clear links to public transport hubs, schools, other key destinations and between communities. The strategy notes that employers and residents would also notice the benefits of cycling, with people of all ages and backgrounds feeling confident using the cycle network, creating a culture of mutual respect amongst all road users. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 25 The Cycling Strategy outlines a range of objectives, such as: • By 2020, to have 3 per cent of all journeys to work being made by bicycle; and 7 per cent by 2025; • Keep cycling high in the agenda, through sustained and collective action, within Renfrewshire and with its partners; • Make cycling safe and attractive to people of all ages and backgrounds, and for a wide range of transport and leisure journeys; and • Promote, through a range of media and methods, everyday cycling as an attractive and beneficial means of transport. Promotion should be aimed especially at short trips and in particular at young people. 2.2.3.6. Renfrewshire Community Plan (2017-2027) The Community Plan outlines the vision for a community that aims to have people ‘working together to make Renfrewshire a fairer, more inclusive place where all our people, communities and businesses thrive’. The four key themes to help achieve this aim are acknowledged by the Plan and are highlighted below: • Thriving: Maximising economic growth, which is inclusive and sustainable • Well: Supporting the wellness and resilience of our citizens and communities • Fair: Addressing the inequalities which limit life chances • Safe: Protecting vulnerable people, and working together to manage the risk of harm Each of these themes outlines key priorities to help build on the overall vision of the Plan. The Plan also notes that Renfrewshire will work in a Fair, Sustainable, Digital and Involved way to help achieve its overall vision. Furthermore, the Governance of the Plan will be steered through using the Economic Leadership Panel, Health and Social Care Strategic Planning Group, Community Protection Chief Officers Group, Improving Life Chances Board, Forum for Empowering Communities and the Community Planning Partnership Executive and Oversight Group. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 26 2.2.3.7. Renfrewshire’s Economic Strategy 2020-2030 Renfrewshire’s Economic Strategy is led by Renfrewshire’s Economic Leadership Panel and is a collaboration between Renfrewshire Council, private sector business, knowledge institutions and public sector agencies. The Strategy takes into account the UK and Scottish economic contexts, considers future technology and infrastructure advancements and recognises the need for Renfrewshire’s response to be agile to the future economic conditions. The Strategy notes that the Renfrewshire economy is particularly robust in manufacturing, construction and transport and storage, with Renfrewshire-based businesses exporting over £2 billion of goods and services across the world in 2017. However, it does raise economic challenges in the area, such as 20% of the working population in Renfrewshire being economically inactive, with a proportion of this owing to long-term sickness. The Strategy lists eight challenges, one of which is to improve the economic infrastructure of Renfrewshire, including better public transport provision, rail and road capacity, and the provision of new digital connectivity and networks. Interventions which underpin this include: • World-class digital connectivity infrastructure; • Redevelopment of Paisley Gilmour Street Station; • A new public transport link between Glasgow Airport/AMIDS and Glasgow via Paisley town centre; • A SMART place plan for Renfrewshire; • Measures to influence travel behaviours and modal shift; and • Host a Renfrewshire Transport Summit. The Strategy also highlights several transport and connectivity issues facing Renfrewshire, including: available capacity on the transport network (road and rail); improved access to largest job locations by public transport - for example, some of Renfrewshire’s principal business locations such as Inchinnan, Glasgow Airport, Westway and Hillington are not very well linked by public transport; and public transport to be used as a facilitator of economic growth. The Strategy notes that the Transportation and Storage sector is a very significant employer within Renfrewshire and that the sector and the infrastructure it relies on are vital to securing the area’s economic opportunities. The Strategy notes that the sector turned over £1 billion per annum, employed 7,000 people and had productivity regularly PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 27 greater than £70,000 GVA per head. GVA (Gross Value Added) is a measure of the value of goods and services produced in an area, industry or region of an economy 2.2.3.8. Renfrewshire Core Paths Plan 2022 The Renfrewshire Core Paths Plan outlines the key active travel access routes in place across Renfrewshire. The document reflects the requirements of the Land Reform (Scotland) Act 2003 in providing an up to date network of core routes which are for largely recreational usage that allow for ‘reasonable public access’. The network of core paths this plan has identified aim to: • Connect communities, settlements and places of interest; • Provide opportunities for active travel, particularly to schools and places of work; • Connect people with nature, areas of greenspace and the wider countryside; and • Promote and encourage healthy lifestyles. The plan enhances connections and networks at a local level, contributing to the creation of sustainable and thriving communities, a key priority identified in the Renfrewshire Council Plan and Renfrewshire Community Plan. It also aids in the increased connectivity to areas outside the local authority area and supports the expansion of the Glasgow and the Clyde Valley Green Network. 2.2.3.9. Centre Strategies (2016) Renfrewshire’s Centre Strategies reflect Scottish Planning Policy in promoting a 'Town Centre First' approach, supporting the health of town centres and delivering proposals set out in the Renfrewshire Local Development Plan. Centre Strategies have been produced for Erskine, Johnstone, Linwood, Renfrew and Braehead. A high level summary of each is provided below. Erskine’s Centre Strategy highlights key opportunities available to unlock the potential of underused and vacant land within the centre and to consider the future mix of uses, with potential to enhance the quality of public spaces and the riverfront walkway. Following consultation, the themes developed for the strategy were to support future growth in Erskine town centre, strengthen and enhance the riverfront and to improve the maintenance of the town. There is an action to ensure the town centre is more accessible PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 28 by walking, cycling and public transport and strong transport connections to / from the town are also noted. Johnstone’s Centre Strategy highlights opportunities, such as further improvements to public spaces and pedestrian connections, as well as the ‘gateway’ entrances to the town. Following consultation, the themes developed for the Centre Strategy include to improve transport and parking in the town centre; this includes improving traffic management in the town centre, delivering improvements to parking provision within the town centre and exploring opportunities for improvements at the A737 Barochan Junction. There is also an action to ensure the town centre is more accessible by walking, cycling and public transport. Linwood’s Centre Strategy notes that the completed redevelopment of the town centre has seen a major investment in Linwood and its future. The Strategy states that there is potential for new investment in residential and business uses which support the centre. With regards to transport, it is noted that the town has strong transport links with Glasgow and the wider central belt. There is also an action to make the town centre more accessible by walking, cycling and public transport. Renfrew’s Centre Strategy highlights that opportunities exist, with a new bridge as part of the City Deal across the River Clyde likely to improve connections between Renfrewshire, Glasgow and West Dunbartonshire; this is captured under the theme Transport and Connections. An action identified in the Strategy includes ensuring the town centre is more accessible by walking, cycling and public transport. Strong transport links to / from the town are highlighted, which makes Renfrew a Core Town Centre in Renfrewshire’s 2014 Local Development Plan. Braehead’s Centre Strategy notes that actions to support the future development of Braehead includes improving accessibility to the centre by public transport and delivering new travel and transport infrastructure to support the centre and wider Renfrew Riverside regeneration. The centre is highlighted as having strong transport links and notes opportunities to deliver enhanced walking, cycling and public transport improvements as well as integrating the existing road infrastructure in and around the area. A key theme includes developing a masterplan and working with the City Deal to deliver a new river crossing between Renfrew and Glasgow/West Dunbartonshire. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 29 2.2.3.10. Digital Strategy for Renfrewshire (2020) The Digital Strategy sets out Renfrewshire Council’s digital vision, the strategic context, the position the Council is currently in, the outcomes it would like to achieve and the benefits this will bring. The Strategy describes how this work will be carried out, reported and monitored and how the Council will support people to deliver the outcomes. Although transport does not form part of any of the Strategy themes, it is referenced in relation to developing a SMART place plan, which embraces innovation and technology to secure economic and environmental advantages. An important element of the Strategy relates to improving access for residents to services; including through enabling access to digital public services, tackling digital inequality and creating the opportunity for active citizenship. This is captured in one of the outcomes / benefits outlined in the Strategy, to provide better access to information and data. Digital innovation can have a large impact on transport, as it can impact the frequency at which people travel and how they travel. 2.2.3.11. Renfrewshire Parking Strategy 2023-2028 The Renfrewshire Parking Strategy 2023-2028 aims to modernise and improve parking management across Renfrewshire, addressing concerns from residents, businesses, and public transport operators. The Strategy focuses on offering high quality and appropriately located parking facilities in towns and villages, whilst also reducing congestion and carbon emissions on public roads. The Strategy states that current control of parking had been limited to the management of parking restrictions in Paisley town centre, but notes that there are issues with parking management which are prevalent elsewhere. Going forward, the Strategy aims to use a modernised approach to parking, focusing on parking enforcement and charges, technology, infrastructure and digital traffic regulation orders. As part of this modernised approach, improvements to signing and lining are taking place in Paisley town centre, as well as a revision of parking charges, allowing free parking for one hour in all charged locations. Outside of Paisley, the Strategy notes to carry out an assessment of parking behaviours across Renfrewshire, identifying problematic business and residential parking locations as well as reviewing village and town centre parking arrangements. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 30 2.3. Summary The current policy landscape has a clear focus on tackling climate change, in particular to address the climate emergency declared by Renfrewshire Council in 2019. This is supported by the Scotland wide target to achieve net-zero emissions of all greenhouse gases by 2045, and Renfrewshire Council’s target to be net zero by 2030. This is also reflected in other policies, including NPF4 which has a focus on sustainable transport interventions and the priorities of NTS2 to achieve the 20% reduction in car kilometres by 2030 (against a 2019 baseline) to support the Climate Change Plan. NTS2 Priorities also reference the need to improve health and wellbeing and there is also a clear need to deliver inclusive economic growth and to reduce inequalities. The Sustainable Investment Hierarchy and Sustainable Travel Hierarchy are both captured within NTS2, with the former noting that consideration should be given to reducing the need to travel unsustainably, maintaining and safely operating existing assets, and making better use of existing capacity, before proposing targeted infrastructure improvements; and the latter focuses on prioritising walking, wheeling and cycling and public transport above private cars. This review has set out the policy context within which to develop the next LTS for Renfrewshire. The local policy, strategies and plans broadly align with the regional and national policy context, including a focus on reducing transport emissions, supporting improvements to people’s health and wellbeing, whilst also supporting sustainable economic growth. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 31 3. Data, Transport and Travel Context 3.1. Introduction This Chapter provides a summary of information regarding background issues and trends related to socio-economic and transport and travel patterns within Renfrewshire. The summary is based on an analysis of available data sources, including Scottish Household Survey, Scotland Census, Scottish Transport Statistics, Office for National Statistics and road casualty data. It should be noted that where possible results have been presented or grouped using data zones. These are small geographical areas typically containing between 500-1,000 residents within an area. These are one of the standard geography breakdowns used by the Scottish government in their statistical presentations. The data presented in this Chapter will be used to inform the identification of problems and opportunities as the study progresses. 3.2. Socio Economics and Socio Demographics This section provides a summary of both socio-economic socio demographic data as follows: • Population and population density; • Urban / rural geography classifications; • Scottish Index of Multiple Deprivation; • Loneliness and Health; • Employment; and • Economic performance. 3.2.1. Population Figure 2 presents population data for Renfrewshire from National Records of Scotland (NRS) Mid-Year Population Estimates (2017-2021) and 2022 Census Data. Results show that: • Renfrewshire’s population has increased by an estimated 4% between 2017 and 2022, from 176,830 to 183,800. This is in contrast to the Scotland wide population, which increased by only 0.2% in the same period. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 32 • Renfrewshire Rural North and Langbank data zone recorded a 138% increase in population from 2017 to 2021; this is likely owing to Dargavel development in Bishopton being built in this period. This is the biggest population increase of any data zone in Renfrewshire within this period. Paisley North 01 data zone also recorded a large population increase of 70%. • Paisley Ferguslie data zones 06 and 07 recorded the biggest decrease in population between 2017 and 2021, with a -13% and -14% decrease respectively. Figure 2: Renfrewshire Population Estimates 2017 – 2022 (Source: National Records Scotland Mid-Year Population Estimates and 2022 Scotland Census) 3.2.2. Population Density Population density in Renfrewshire has been determined based on the population data shown in Figure 3. The findings show that the most densely populated areas are in the east of the local authority area, in close proximity to Glasgow, focused on Renfrew and Paisley in particular. The population density generally decreases heading west across the local authority area, where there are fewer larger settlements. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 33 Figure 3: Population Density in Renfrewshire 3.2.3. Urban / Rural Geography The Scottish Government’s 6-fold Urban Rural classifications provides a consistent way of distinguishing urban, rural and remote areas across Scotland into six categories based on population and accessibility. Using this and the NRS population estimates from Figure 2, Figure 4 below shows the urban and rural geographic context within Renfrewshire: • 84% of the population in Renfrewshire live in an urban area (Large Urban Area or Other Urban area). This includes the largest settlements of Paisley, Johnstone and Renfrew. • There are ‘Accessible small towns’ (9% of the population) such as Bridge of Weir and ‘Accessible rural areas’ (8% of the population) in Renfrewshire, such as the areas of Lochwinnoch. There are a very small number of areas categorised as ‘Remote Rural Areas’ (0.3%) and no areas classed as ‘Remote Small Towns’ within Renfrewshire. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 34 Figure 4: Renfrewshire Population Urban Rural Classifications (Source: Scottish Government Urban Rural Classifications 2020) There are likely to be different challenges experienced in the urban and rural areas and this will be considered as part of the Local Transport Strategy development. 3.2.4. Scottish Index of Multiple Deprivation The Scottish Index of Multiple Deprivation (SIMD) is a Scottish Government tool which uses data zones. There are 6,976 of these, and data is applied from several indicators to give each zone an overall ranking, which are then split into ten deciles. Figure 5 shows SIMD deciles for Renfrewshire, with red indicating higher areas of deprivation and blue showing lower levels of deprivation. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 35 Figure 5: Renfrewshire Scottish Index of Multiple Deprivation Deciles (Source: SIMD 2020) There are several areas of deprivation within urban areas in the east, such as in Paisley, Renfrew and Johnstone, though some areas here also record data zones with low levels of deprivation. Lower levels of deprivation are primarily recorded in the west and north of the local authority area, such as around Bridge of Weir, Erskine and Bishopton. Table 1 shows the split of data zones across the SIMD deciles for Renfrewshire. This shows that Renfrewshire has a higher proportion of data zones in the 20% most deprived compared to Scotland as a whole (25% of Renfrewshire data zones are in the lowest two deciles). The proportion of data zones in the least deprived 20% in Renfrewshire mirrors the Scotland-wide average. Table 1:Renfrewshire Scottish Index of Multiple Deprivation 2020 Deciles Scottish Index of Multiple Deprivation 2020 All Deciles 1 2 3 4 5 6 7 8 9 10 Renfrewshire 15% 10% 10% 11% 9% 8% 6% 10% 12% 8% PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 36 3.2.5. Loneliness and Health The Scottish Household Survey (SHS) collects data from households around Scotland on an annual basis (although not all questions are asked every year). The survey provides evidence on the composition, characteristics, attitudes and behaviour of private households and individuals across all of Scotland’s 32 local authority areas. Although the Scottish Household Survey provides a useful snapshot within an area, the survey has a relatively small sample size; this is in part owing to the specificity of some questions and so not all respondents are able to answer all questions. This presents challenges when analysing an area such as Renfrewshire, which has a population of over 180,000 residents; the data does however provide a useful insight into travel patterns and behaviours, amongst other aspects. Since 2018, respondents have been asked about feelings of loneliness within the week preceding the survey. This question is asked on a biennial basis. 2018 results (SHS Data Explorer) to this question by Renfrewshire respondents showed that: • 18% of people in Renfrewshire felt lonely some of the time, which is slightly higher than the national average of 17%, with only 1% saying they felt lonely most, almost all or all of the time. This is slightly lower than the national average of 4%. • 28% of people living in the 20% most deprived areas of Renfrewshire (according to SIMD) felt lonely some of the time, which is higher than the national average of 21%. Only 2% responded they felt lonely most, almost all or all of the time; this is lower than the national average of 7%. Although the data demonstrates that only a slightly higher proportion of people in Renfrewshire experienced loneliness in the week preceding the survey, it does show that a sizeable portion of the population experienced loneliness. This can have a wider impact, including on mental and physical health and how often people travel and how they travel. With regards to health, in Renfrewshire there are some key health indicators which show differences between Renfrewshire and the rest of Scotland; Public Health Scotland provides data. For example, hospital admissions for coronary heart disease (CHD) are higher in Renfrewshire at 365.85 per 100,000 population, compared to 341.63 across Scotland. Life expectancy for females is lower in Renfrewshire than the whole of Scotland at 79.89 years compared to 80.72 years nationally; the difference in life expectancy for males is not statistically significant between Renfrewshire and Scotland. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 37 3.2.6. Employment The Business Register and Employment Survey is conducted by the Office for National Statistics (ONS) and provides detailed estimates of employee and employment data at detailed geographical levels. The Business Register and Employment Survey showed that there was around 84,000 full or part time employees working in Renfrewshire in 2022. The sector that employed the most people in Renfrewshire was Wholesale and Retail Trade; Repair Of Motor Vehicles and Motorcycles, with approximately 13,000 people (15.5% of employees) employed in this sector. Human Health And Social Work Activities employed 12,000 people in Renfrewshire (14.3%), and Administrative And Support Service Activities was the third biggest employer in Renfrewshire, with roughly 11,000 employees (13.1%). It is noted that the numbers presented above relate to people working in Renfrewshire in 2022 and include people that reside elsewhere. Origin destination data which shows where Renfrewshire residents travel for work and how many people travel from elsewhere to work in Renfrewshire, is available from 2011 Census data; this is the most recent origin destination data, as the 2022 Census data is not yet available, as of October 2024. As such, proportions may have changed, particularly since the pandemic, with more people working from home. 2011 Census data shows the following with regards to how many people travel from elsewhere to work in Renfrewshire (this includes Renfrewshire residents that also work in the local authority area); Figure 6 also presents the data. • Around half of people working in Renfrewshire lived within the local authority area (52.6%, equating to 35,523 people). • 22,470 people (33.3%) working in Renfrewshire came from local authority areas that border Renfrewshire (15.2% from Glasgow City, 5.6% from East Renfrewshire, 5.2% from North Ayrshire, 4.7% from Inverclyde and 2.7% from West Dunbartonshire). • 8,807 people (18.3%) travel to work from outside of Renfrewshire. • A small number of people (721, equating to 1.1%), reside elsewhere in the UK and work in Renfrewshire. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 38 Figure 6: Number of People Working in Renfrewshire by Origin (Usual Place of Residence) 2011 Census data also shows where people that usually reside in Renfrewshire travel to for work (this includes people who live in Renfrewshire and also work in the local authority area). The data, also presented in Figure 7, shows the following: • Around half of people living in Renfrewshire also work within the local authority (52.4%, equating to 35,523 people) • 27,094 people (40.0%) living in Renfrewshire work in neighbouring local authority areas (31.8% work in Glasgow City, 3.0% in Inverclyde, 2.0% in East Renfrewshire, 2.0% in West Dunbartonshire and 1.1% in North Ayrshire). • 4,670 of Renfrewshire residents (6.9%) work elsewhere in Scotland. • 507 people (0.7%) of Renfrewshire residents work elsewhere in the UK. 35,523 3,777 3,152 3,480 1,815 10,246 8,807 721 Number of People Working in Renfrewshire and their Usual Place of Residence Renfrewshire East Renfrewshire Inverclyde North Ayrshire West Dunbartonshire Glasgow City Elsewhere in Scotland Elsewhere in UK PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 39 Figure 7: Number of Renfrewshire Residents by Place of Work The data shows that a majority of people who live within Renfrewshire also work within the local authority area. This suggests that there are more shorter trips undertaken (and this is supported by data under the ‘Distance Travelled’ section) and thus there may be opportunities to increase the number of trips that are undertaken by walking and cycling (where people are able to do so). 3.2.7. Economic Performance The ONS also provides data around GVA, which is a measure of the value of goods and services produced in an area, industry or region of an economy. GVA for Renfrewshire is grouped together with Inverclyde and East Renfrewshire. Since 2017, Gross Value Added per head in Inverclyde, East Renfrewshire and Renfrewshire has grown slightly from £18,656 to £20,555 in 2022 (in April 2024 prices). Gross Value Added per head in Inverclyde, East Renfrewshire and Renfrewshire in 2022 (£20,555) was lower than the national average (£30,419) and was significantly lower the neighbouring Glasgow City (£40,933). It is noted that Renfrewshire is grouped with the areas of Inverclyde and East Renfrewshire in terms of Gross Value Added (balanced) per head of population at current basic prices. All prices in this section are given in April 2024 money value as pounds sterling. 35,523 1,371 2,044 763 1,388 21,528 4,670 507 Number of Renfrewshire Residents by Place of Work Renfrewshire East Renfrewshire Inverclyde North Ayrshire West Dunbartonshire Glasgow City Elsewhere in Scotland Elsewhere in UK PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 40 3.3. Travel and Transport This section provides a summary of travel and transport data, including: • Overview of the transport network; • Travel to work and School; • Distance travelled; • Car and bike availability; • Journey Times and Cordon Counts; • Bus routes and accessibility; • Rail station usage; • Transport expenditure; • Satisfaction with Public Transport; and • Road Safety. 3.3.1. Overview Renfrewshire has a range of transport infrastructure, including an extensive road and rail network. Figure 8 shows the major road network across the local authority area, including motorways, A roads and B roads. This includes the M8, which begins in Renfrewshire before heading east, and is the main motorway connecting Glasgow and Edinburgh, and the M898 / A898, which connects the M8 to the Erskine Bridge. “A” roads in Renfrewshire include the A737, which continues south from Paisley towards Ayrshire, and the A8 which begins at Langbank before heading west towards Greenock. The M8, M898, A898, A8 and A737 are trunk roads present within Renfrewshire; as such, they are maintained by Transport Scotland rather than by Renfrewshire Council. In terms of traffic on all roads within Renfrewshire, based on Department for Transport data, it is estimated that there was a slight increase (1.5%) in kilometres travelled between 2011 and 2021; though it is noted that between 2011 and 2019 (pre-pandemic), a 13% increase was recorded. The change in traffic kilometres travelled across Scotland between 2011 and 2021 was less than 1% (Scottish Transport Statistics 2022). Figure 9 shows the rail network and rail stations within Renfrewshire, including a line that terminates at Paisley Canal and a line to Paisley Gilmour Street that splits off into the Inverclyde line and the Largs line via Johnstone. Further details of rail stations are captured under the Rail Station Usage section. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 41 Responsibility for the majority of rail powers in Scotland sits with the ORR (Office of Road and Rail). Whilst Scottish Ministers specify and fund the outputs to be delivered by Network Rail, the organisation has responsibilities including operating the network, managing performance and allocating capacity. ScotRail is owned by the Scottish Government and is overseen by Scottish Rail Holdings Limited; ScotRail operates rail services in Scotland. Responsibility for safety regulation across Great Britain sits with the ORR. Figure 8: Road Network in Renfrewshire PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 42 Figure 9: Rail Network in Renfrewshire 3.3.2. Travel to Work and School Census data from 2022 is available for the method of travel to work for residents of local authorities within Scotland. Figure 10 compares the usual method of travel to work for Renfrewshire residents in 2022 (Scotland’s Census, 2022, Table UV701) compared to that of Scotland as whole. For the purpose of this analysis, it is noted that “Work from home” is not presented in this figure. This shows the following: • Driver Car / Van is the main mode of travel in both Renfrewshire and Scotland as a whole. However, this accounts for a higher proportion of travel in Renfrewshire compared to Scotland as a whole (71% and 67% respectively). • Bus is the second most common method of travel to work in Renfrewshire at 8%; the proportion is the same as Scotland as a whole. • The proportion of those walking to work is lower in Renfrewshire (7%) than the Scottish average (11%). • Bicycle use in Renfrewshire is also lower than across Scotland as a whole, with 1% mode share for travel to work, compared to 2% bicycle share for the whole of Scotland. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 43 • Rail travel to work is higher in Renfrewshire (5%) compared to Scotland as a whole (3%). Figure 10: Method of Travel to Work in Renfrewshire and Scotland in 2022 (Source: 2022 Census) Separately, consideration has been given to how mode of travel to work has changed since 2011; to enable Figure 11 to be reviewed with ease, 2011 commentary is provided separate to the graph. Analysis shows that, based on the 2011 Census data (Scotland’s Census, 2011, Table QS701SC), Renfrewshire travel to work by car / van (as a driver or passenger) has increased from 65% to 71% mode share in 2022 (though the absolute number of people travelling to work by car has decreased, likely as a result of more people working from home); Bus mode share has decreased from 12% to 8% since 2011; rail mode share has decreased marginally from 6% to 5%, whilst bicycle and walking mode shares have remained broadly similar. The 2022 Census also asks respondents about whether they work from home. Data shows that in 2022, 31% of respondents in Renfrewshire said they worked from home, which is marginally lower than the national Scottish average of 32%. The 2011 census reported only 8% of people working from home, highlighting a significant increase in the ten year period. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 44 This change in working habits is likely the result of the COVID-19 pandemic and a shift in working patterns. With regards to mode of travel to school, the Hands Up Scotland Survey undertaken by Sustrans provides the most comprehensive dataset on travel to school, with a sample size of over 19,000 pupils in Renfrewshire in 2023. The results for 2023 show that 44% of school pupils in Renfrewshire walked to school, 4% cycled and 3% scooted or skated. By comparison, across Scotland 41% of school pupils walked to school, 5% cycled and 3% scooted / skated. This shows that the overall proportion of pupils travelling to school by active modes of transport is slightly higher in Renfrewshire than Scotland as a whole. Similarly, the proportion of pupils being driven to school is lower in Renfrewshire (19%) compared to the whole of Scotland (23%). Figure 11: Method of Travel to School in Renfrewshire and Scotland in 2023 (Source: Hands- Up Survey) The proportion of pupils who travel to school by active travel has decreased in Renfrewshire since the 2022 survey by 0.7 percentage points; the proportion being driven had also decreased by 1.5 percentage points. There has been an increase in bus travel to PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 45 school among secondary school pupils in Renfrewshire, increasing from 29% in 2021 to 33% in 2023. 3.3.3. Distance Travelled Figure 12 below shows average distance travelled for all journeys by people that live in Renfrewshire each week in 2022, compared against Scotland wide data (Transport and Travel in Scotland 2022); this is based on Scottish Household Survey results. A summary of 2017 results (Transport and Travel in Scotland 2017) is also provided in the commentary; to enable Figure 12 to be reviewed with ease, 2017 commentary is provided separate to the graph. 2022 data shows that 78% of all journeys made by Renfrewshire residents were under 10km, which is 2 percentage points higher than the Scotland wide average. The Renfrewshire figures are an increase from 2017, when 74% of all journeys were under 10km. 2022 data shows that 64% of all journeys made by those living in Renfrewshire were under 5km, which is higher than the national average of 61%. The Renfrewshire figures are an increase from 2017, when 57% of all journeys were under 5km. 2022 data shows that only 6% of all journeys were over 20km in 2022, which is lower than the national average of 12%. The Renfrewshire figures are a slight decrease from 7% recorded in 2017. Shorter journey distances may, in part, be due to large areas of Glasgow being accessible to many residents located in the east of Renfrewshire, such as Renfrew and parts of Paisley, which are less than 10km from Glasgow city centre. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 46 Figure 12: Distance Travelled Renfrewshire (Source: Scottish Household Survey 2022) The main mode of transport for journeys under 2 miles (3.2km) and under 5 miles (8km) was also asked as part of the Scottish Household Survey 2022 (noting that this question presents distances in miles rather than kilometres). Figure 13 below summarises results from this question in Renfrewshire. • Walking was the most common mode type for distances under 2 miles in Renfrewshire, with 48% of journeys under 2 miles being made by foot. For under 5 miles, this figure dropped to 36%. • Driver car or van was the second most common mode of transport for journeys under 2 miles (38%) and was most common for journeys under 5 miles (44%). • Bicycle was not used by any of the Renfrewshire residents surveyed for journeys under 2 miles and this was repeated for journeys under 5 miles. This may indicate that cycling is not considered to be a viable mode of travel for many residing within the area. • The data shows that Rail was only used by 1% respondents for journeys under 2 and 5 miles. For bus, the data shows that 3% of respondents use bus for journeys under 2 and 5 miles respectively. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 47 Figure 13: Mode of Travel on Journeys Under 2 Miles and Under 5 Miles in Renfrewshire (Source: Scottish Household Survey 2022) These results suggest that given the high proportion of shorter trips (less than 5 miles), there are opportunities for more short distance trips to be made by active modes (walking, wheeling and cycling). 3.3.4. Car and Bike Availability Figure 14 and Figure 15 show the proportion of households that have access to a car and bike for Renfrewshire and Scotland as a whole in 2022 (Transport Scotland 2022 Data). A summary of 2017 results (Transport Scotland 2017 Data) is also provided; to enable Figure 14 and Figure 15 to be reviewed with ease, 2017 commentary is provided separate to the graphs. The findings are summarised as follows. • Renfrewshire households had a slightly lower availability rate of at least one car (72%) compared to Scotland as a whole (75%). Access to at least one car per household in Renfrewshire, in 2022, is the same as in 2017. • Access rates to at least one bicycle in Renfrewshire are in line with the national average, with 38% of households in Renfrewshire having access to at least one bicycle, compared to the national average of 37.5%. Access to at least one bicycle per household in PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 48 Renfrewshire has increased since 2017, increasing by eight percentage points from 30% in 2017 to 38% in 2022. • Access to two or more bicycles within households in Renfrewshire is slightly lower than the national average (20% vs 21.5% respectively) however this has grown by 17% since 2017 where only around 17% of households in Renfrewshire had access to two or more bikes. Figure 14: Car Availability in Renfrewshire and Scotland 2022 (Source: Scottish Household Survey 2022) Figure 15: Bike Availability in Renfrewshire and Scotland 2022 (Source: Scottish Household Survey 2022) In terms of car ownership, Renfrewshire has the highest vehicle ownership per head than any other local authority in Scotland at the end of 2021, with 798 vehicles per 1,000 people aged 17+; this is higher than the rural communities of Orkney and Shetland, which PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 49 recorded 782 and 775 vehicles per 1,000 people aged 17+ (Transport Scotland Data 2022). The pattern is similar for car registrations, with Renfrewshire having the highest figure per thousand population at 678; it is noted however, that Renfrewshire accounted for 25% of all company cars registered in Scotland, compared to only 5% of all cars (Transport Scotland Data 2022), which will impact these figures. Renfrewshire is part of the Strathclyde Partnership for Transport (SPT) area, which is the largest by population of Scotland’s seven regional transport partnerships. In 2021, SPT published a Draft Case for Change Report in support of the Regional Transport Strategy for the West of Scotland, which was in the process of being developed at the time. The Case for Change report includes information on the availability of Ultra Low Emission Vehicles within the SPT area. This information shows that Ultra Low Emission Vehicle registration rose from 193 in 2012 Q3 to 9,928 by 2020 Q3 across the SPT region. Renfrewshire had by far the highest Ultra Low Emission Vehicle registration of any local authority area in the SPT region by 2020 Q3, with 5,020 registrations, compared to the second highest of Glasgow at 1,271 registrations. This is in part explained by the high car ownership in Renfrewshire, but also by the high number of company car fleets located in the local authority, with a large majority of the vehicles being a company registration. It is noted that the number of Electric Vehicle Charging Devices across Renfrewshire was 148 as of April 2024 (Data provided by Renfrewshire Council); this is an increase from 115 Electric Vehicle Charging Devices in Renfrewshire in January 2023 (UK Government statistics). 3.3.5. Journey Times Renfrewshire Council carries out journey time surveys for eight routes every two years; these are detailed below. • Paisley to Glasgow International Airport • Erskine to Motorway (M8) • Renfrew to Paisley • Bridge of Weir to Red Smiddy Roundabout (A8) • Paisley to A8 • A8/M8 Junction 31 to Glasgow • Bridge of Weir to Glasgow • Johnstone to Royal Alexandra Hospital Paisley PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 50 Data is available from 2019 and 2021, allowing a comparison to be undertaken. Analysis of the data shows that generally across all routes, journey times decreased between 2019 and 2021 across all time periods. The route with the biggest decrease in time was Paisley to Glasgow International Airport, which saw journey time reductions of 30% for the AM peak and 42% for the PM peak (AM peak has been defined as 8am to 9am and PM peak as 5pm to 6pm). It is noted that, for all routes, 2021 data was collected in March, during which COVID-19 restrictions continued to be in place; this may have impacted outputs. 3.3.6. Cordon Counts Renfrewshire Council undertakes cordon counts at regular intervals, thus providing traffic counts. Data is available from 2018 and 2022. A comparison of the data has been undertaken to understand how the number of vehicles on the road network has changed over the four-year period; noting this compares pre-COVID-19 lockdown and post-COVID- 19 lockdown data. Counts were undertaken at 19 sites across Renfrewshire, which are broadly located at: • Paisley; • Renfrew; and • Erskine. Individual counts are also undertaken in Bridge of Weir and Elderslie. A summary of the counts from 2018 and 2022 are provided below, alongside a summary of the change. The data presented is based on a 5-day 24-hour average total flow and were undertaken in March 2018 and 2022. Table 2: Traffic Count Changes 2018 to 2022 Site 2018 2022 Change Paisley Cordon Arkleston Road 10,866 11,887 1,021 (+9%) A761 Glasgow Road 12,572 12,456 -116 (-1%) A726 Hurlet Road 29,487 26,826 -2,661 (-9%) B774 Caplethill Road 9,777 9,093 -684 (-7%) B775 Gleniffer Road 3,039 3,745 706 (+23%) PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 51 Site 2018 2022 Change Glenpatrick Road 3,262 3,629 367 (+11%) A761 Ferguslie 28,710 28,238 -472 (-2%) A726 Greenock Road 21,982 20,634 -1,348 (-6%) Inchinnan Road 12,630 9,920 -2,710 (-21%) A741 Renfrew Road 34,730 29,992 -4,738 (-14%) Renfrew Cordon A741 Paisley Road 19,879 19,263 -616 (-3%) A8 Glasgow Road 22,286 19,717 -2,569 (-12%) A8 Inchinnan Road 14,303 11,698 -2,605 (-18%) Erskine Cordon A726 Barnsford Road 18,418 13,526 -4,892 (-27%) A8 Greenock Road 11,049 10,019 -1,030 (-9%) A726 Southbar Road 18,696 16,454 -2,242 (-12%) A726 Bridgeway 13,681 11,620 -2,061 (-15%) Other A761 Kilmacolm Road 7,813 7,113 -700 (-9%) B789 Main Road 18,307 16,710 -1,597 (-9%) The results demonstrate that most areas have recorded a decrease in traffic flows between 2018 and 2022; noting that this presents a snapshot from one week only. The biggest percentage decreases were recorded on Inchinnan Road (Paisley cordon) at 21% and at A726 Barnsford Road (Erskine cordon) at 27%. The largest percentage increase was observed at B775 Gleniffer Road (Paisley cordon) at 23%. Overall, across Renfrewshire in 2019, 1,624 million vehicle kilometres (Scottish Transport Statistics 2020) were driven. This decreased slightly in 2022 to 1,610 million vehicle kilometres (Scottish Transport Statistics 2023). PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 52 With regards to the condition of local authority roads in Renfrewshire, 28% were categorised as red or amber; this is lower than the Scotland wide proportion of 33% (Scottish Transport Statistics 2023). Red indicates that the road has deteriorated to the point at which it is likely repairs to prolong its future life should be undertaken, and amber indicates further investigation should be undertaken to establish if treatment is required. 3.3.7. Bus Routes and Accessibility Data captured in the Strathclyde Regional Bus Strategy Case for Change shows that bus use in the west of Scotland (which covers SPT area and Dumfries and Galloway) has seen sustained reductions in recent years, with a downward trajectory of annual passenger journeys since 2008/2009. an SPT Report shows that bus use in the west of Scotland (which includes the SPT area and Dumfries & Galloway) has seen sustained reductions in recent years. For the period between 2009/10 to 2019/20, bus patronage declined by 32% across the region. The pandemic further enhanced this trend, with bus patronage in 2021/22 down 34% on pre-pandemic levels in 2019/20. There are a range of bus routes that originate, terminate or pass through Renfrewshire, as shown in Figure 16. There are a number of commercial bus operators which currently operate in the area, including First Bus and McGills. There are also organisations within the area that are responsible for the delivery of community transport and demand responsive transport services. Demand responsive and community transport is particularly important to those for whom it is difficult to access public transport, including older people and people with disabilities. In addition to services that operate wholly within the local authority area, there are numerous bus services that operate to neighbouring authorities, including to Glasgow and Inverclyde. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 53 Figure 16: Bus Routes across Renfrewshire The Scottish Access to Bus Indicator is an analysis undertaken by the Scottish Government which gives an indication of the availability and frequency of bus services within each data zone across Scotland. These have been calculated for Renfrewshire, with outputs presented in Figure 17; outputs are presented in deciles, with 1 being poorest access and 10 being best access. The results show the following: • Over 60% of data zones within the local authority area are amongst the 50% least accessible of all data zones in Scotland. • 30% of data zones within Renfrewshire are amongst the 20% least accessible of all data zones in Scotland. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 54 Figure 17: Renfrewshire Bus Accessibility, % of Data Zones in each Decile (Source: Scottish Access to Bus Indicator 2019) The Figure below presents which decile data zones within Renfrewshire sit within in terms of bus accessibility. This presents the same information as captured in the figure above, but in map format (SPT RTS Draft Case for Change). This highlights the difference between urban areas in the east of Renfrewshire, which generally have better access to bus compared than rural areas in the west. Lack of access to buses can act as a barrier to encouraging people to use more sustainable modes of transport and can make it more challenging to reach emission reduction targets. It can also make it more difficult for people to access education, employment and leisure sites. With regards to taxi accessibility, it is noted that 97% of licensed taxis in Renfrewshire were wheelchair accessible in 2020, which is significantly higher than the SPT wide average of 57%. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 55 Figure 18: Weekday Bus Accessibility Renfrewshire by Deciles (Source: Scottish Access to Bus Indicator 2019) 3.3.8. Rail Station Usage The Office of Rail and Road (ORR) collects data on rail station entries and exits across all stations in the UK. There are 10 operating rail stations in Renfrewshire. In 2022/23 there were 4,862,320 total entries and exits at Renfrewshire’s stations. The busiest stations across Renfrewshire in 2022/23 in terms of passenger entries / exits were: • Paisley Gilmour Street (2,600,030) • Johnstone (821,436) • Bishopton (551,566) The three stations in Renfrewshire with the lowest number of entries and exits in 2022/23 were: • Howwood (55,720) • Langbank (59,348) • Paisley St James (64,478) PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 56 In the years preceding 2019, there had been a general trend of growth in the number of entries and exits at Renfrewshire’s stations. However, as a result of the COVID-19 pandemic, there was a large fall in rail passenger numbers, with numbers in 2020-21 79% lower than in 2017-18. Rail passenger numbers in 2022-23 have increased across Renfrewshire since 2020/21, but the number of entries and exits from stations remains 34% lower when compared to 2019-2020. This therefore demonstrates a longer-term challenge to encourage people to use rail, which is compounded by more people working from home and no longer commuting to work five days per week. It should also be highlighted that Paisley Gilmour Street is the main origin station for journeys from Glasgow Central (Scotland’s busiest station) with nearly 1.4 million journeys made in 2022/23 Paisley to Glasgow Central. The figure below shows the indexed passenger entries and exits relative to 2017 for all stations across Renfrewshire. Figure 19: Renfrewshire Rail Station Entries and Exits 2017-2023 (Source: Office of Rail and Road) PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 57 With regards to access at stations, Network Rail’s Accessibility Map indicates how accessible stations are. Of the ten stations in Renfrewshire, this shows that: • Paisley Gilmour Street, Johnstone and Hawkhead stations have step free access; • Paisley Canal, Milliken Park, Howwood, Lochwinnoch, Bishopton and Langbank have partial step free access; and • Paisley St James has no step free access. Table 3 shows vehicle parking and cycle storage that is available at each rail station in Renfrewshire (National Rail). This shows the following: • Johnstone has the most car parking spaces (423). • There are four stations without any designated parking available (Langbank, Milliken Park, Paisley Canal and Paisley St James). • All stations in Renfrewshire, with the exception of Paisley St James, have some cycle storage facilities available. This shows that whilst most stations cater for cars and bikes (albeit on a far smaller scale for bikes), there are a small number that do not. There may be opportunities to increase the number of cycle storage spaces at stations in particular and the number of Electric Vehicle parking spaces, which do not exist at many stations. PUBLIC
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58 Table 3: Renfrewshire Rail Stations Car Parking and Bike Storage Facilities Station Parking Free? Owner Number of Parking Spaces Disabled Spaces No. Electric Vehicle parking spaces Cycle Storage Spaces Storage Type Passenger Entries and Exits 2022/23 Bishopton Yes Yes Scotrail 284 24 0 10 Stands 551,566 Hawkhead Yes Yes Scotrail 40 2 0 10 Stands 166,966 Howwood Yes Yes Scotrail 30 2 0 10 Stands 55,720 Johnstone Yes Yes Scotrail 423 13 2 20 Stands 821,436 Langbank No N/A N/A N/A N/A N/A 10 Stands 59,348 Lochwinnoch Yes Yes Scotrail 17 1 0 10 Stands 116,942 Milliken Park No N/A N/A N/A N/A N/A 6 Stands 161,114 Paisley Canal No N/A N/A N/A N/A N/A 10 Stands 264,720 Paisley Gilmour Street Yes No Scotrail 75 2 0 10 Stands 2,600,030 Paisley St James No N/A N/A N/A N/A N/A 0 Stands 64,478 PUBLIC
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59 It is noted that in 2019, about 35,000 jobs were located at Glasgow Airport and the surrounding Investment Area, which is the largest cluster of jobs in the SPT region without direct access to rail services. Renfrewshire Council, overall, has the lowest proportion of jobs located within immediate proximity of the rail network (around 25%) of all council areas in the SPT region (SPT RTS Draft Case for Change). 3.3.9. Transport Expenditure The Living Costs and Food Survey is a survey conducted by the Office for National Statistics each year and collects spending patterns and cost of living data that reflect household budgets in the UK. This includes transport expenditure for different household types across the country. The Office for National Statistics publishes data on output areas (which group populations of around 55 households together within an area) and categorises these areas using the same household types as the Living Costs and Food Survey). Using these groups, it is possible to merge the output area and Living Costs and Food Survey data together at a national and local authority level to gain an insight into transport expenditure levels. This is shown in Table 4 for Renfrewshire. The outputs show: • 79% of people in Renfrewshire spend more than 10% of their weekly household income on transport costs. This is slightly lower than the national average of 84%. • 17% of people in Renfrewshire spend more than 15% of their weekly household income on transport, which is also lower than the Scotland wide average (24%). Table 4: Transport Expenditure Renfrewshire and Scotland (FYE 2021) (Source: Living Costs and Food Survey 2022) Transport Expenditure (% of total weekly household expenditure) Financial Year Ending 2021 0-4% 5-9% 10-14% 15-19% 20+% Scotland 0% 16% 60% 23% 1% Renfrewshire 0% 20% 62% 17% 0% Although the proportion of people spending a higher percentage of their household income on transport is lower than Scotland wide figures, the data nevertheless shows that PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 60 a large number of people spend a significant proportion of income on transport. This can have an adverse impact on spending for other essential items. 3.3.10. Satisfaction with Public Transport Within the Scottish Household Survey there are questions related to satisfaction with public transport. The results from 2017-2022 (excluding 2020) for Renfrewshire show that general satisfaction rates with public transport in Renfrewshire (either very or fairly satisfied) fell from 77% in 2017 to 49% in 2022. Levels of dissatisfaction (either fairly or very dissatisfied) has fluctuated over the years, but were at their lowest point in 2021 at 12% and at their highest point of 23% in 2022. Figure 20: Public Transport Satisfaction Rates Renfrewshire (Scottish Household Survey 2017-2022) The survey also asked respondents to indicate whether they agree with the statement “fares are good value for money” for bus and rail; in 2021, 43% of respondents stated they agreed with the statement for bus, and 51% stated they agreed for rail. It is noted that this question is only asked alternate years and 2021 is the latest data available. With regards to the statement “I feel personally safe and secure on the bus / train during the day”, 91% stated they agreed with this statement for bus, and 90% for train. With regards to the statement “I feel personally safe and secure on the bus / train during the evening”, 68% stated they agreed for bus, and 71% for train. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 61 3.3.11. Road Safety Using Reported Road Casualty Statistics data, which collects data from Police Scotland for people killed or seriously injured on Scotland’s roads, it is possible to gain an understanding of the number of casualties on the road network within a local authority area. Figure 21 shows the trend for those killed or seriously injured on the road network in Renfrewshire from 2012 to 2022 as a moving five-year average. Using a moving average negates the influence of large fluctuations in year-to-year data that can occur but does not necessarily mean there is a significant road safety issue within an area. This allows longer- term trends in road safety data to be identified. It should be noted that due to changes in reporting by Police Scotland in 2019, more accidents are now classed as serious rather than slight. To account for this change, adjusted figures have been used in this analysis to allow a fair comparison for years before 2019. Results show that number of people seriously injured decreased from 2012-2016 to 2018-2022 (81 people down to 54 people) and that the number of people killed on roads in Renfrewshire decreased slightly in the same period from 2012-2016 to 2018-2022, from five people down to three. Figure 21: Road Casualty Statistics for Renfrewshire moving 5-year Average 2012-2022 (Source: Reported Road Casualty Statistics 2022) Renfrewshire Council’s Road Safety Policy, which reflects the vision of Scotland’s Road Safety Framework to 2030. The Framework has a vision for Scotland to have the best road PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 62 safety performance in the world and has a number of targets, including interim targets to 2030 for a 50% reduction in people killed and seriously injured, and a 60% reduction in children killed and seriously injured. Renfrewshire Council has key objectives for its road safety policy, to: reduce the volume of traffic on the road network; reduce the speed of the traffic on the road network; and enhance the physical environment for those who wish to walk, wheel, cycle or use public transport. 3.4. Environmental This section summarises environmental statistics that are related to transport and travel. The key findings are presented below and have been identified following review of SPT’s RTS Draft Case for Change report, which supports the new Regional Transport Strategy. Across the SPT region, carbon emissions from roads transport increased year on year between 2013 and 2017 This was followed by a slight fall in the SPT region overall between 2017 and 2018, although emissions increased in Renfrewshire between 2017 and 2018. There are three Air Quality Management Areas within Renfrewshire as of 2024, located at Paisley town centre, Johnstone High Street and Renfrew town centre. However, the expectation is for these to be revoked in 2025. Further environmental findings will be identified as the Local Transport Strategy is developed, including as part of the Strategic Environmental Assessment (SEA); this will include identification of environmental constraints. 3.5. Summary This chapter has summarised findings following analysis of socio-economic and travel and transport data available for Renfrewshire. A summary of the key findings is captured below: • Renfrewshire’s population has increased by 4% between 2017 and 2022, which is higher than the Scotland wide change over the same period (0.2%). • A high proportion of data zones in Renfrewshire sit in the two most deprived deciles (25%, compared to 20% average across Scotland). This may indicate challenges, including access to transport and proportion of income spent on transport. • Renfrewshire’s Gross Value Added is significantly lower compared to the Scotland wide figure and Glasgow’s recorded Gross Value Added. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 63 • Car is by far the most common mode of travel to work. Whilst this may present challenges in terms of meeting net zero targets, it also presents an opportunity to encourage a large number of people to travel by sustainable modes. • 31% of respondents in Renfrewshire in the 2022 Census said they worked from home; this is a significant increase compared to the 2011 Census, when only 8% of people said they worked from home. • 64% of trips made were less than 5km. This therefore presents a significant opportunity for more of these trips to be made by active modes (for those able to do so). There are also opportunities to increase bike availability, with only 38% of households having access to at least one bike. • Whilst there is good access to bus in large parts of Renfrewshire, areas in the west in particular have low access. This can present challenges, particularly with regards to accessing education, employment and leisure sites. • Rail usage has decreased significantly since the COVID-19 pandemic. • Renfrewshire Council, overall, has the lowest proportion of jobs located within immediate proximity of the rail network (around 25%) of all council areas in the SPT region. • Renfrewshire has the highest number of ULEVs of any local authority in Scotland. • The number of people seriously injured and killed on Renfrewshire’s roads has decreased in recent years, but challenges remain to decrease these numbers further. The findings have been used to help inform the identification of transport related problems and opportunities as part of the LTS development. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 64 4. Engagement and Consultation Public consultation and stakeholder engagement is an important stage of the LTS development process and helps to make sure that the strategy works to address the challenges and needs of the local area. An extensive round of consultation and engagement was undertaken in Spring 2024, which focused on identifying transport related problems and opportunities, as well as identifying potential options to address the problems and opportunities. The engagement activities were designed to be inclusive through both the range of engagement methodologies and specific groups consulted with. This round of consultation helped to shape the Vision, Priorities, Objectives and actions of the LTS and helps to set the direction for Renfrewshire Council’s transport investment and policy over the next ten years. The consultation had several elements, as set out below: • Online Survey (paper copies were also available upon request and were placed in libraries); • Interactive Map; • Supermarket Events – In-person events at five supermarkets; • Stakeholder and Elected Members Workshops; and • Community Workshops - with local community groups and groups representing people with disabilities and with lived experience of poverty. 4.1. Online Survey A survey was available online for the period of the consultation (Thursday 16th May to Thursday 27th June 2024). Paper copies were also available at council venues such as at targeted libraries. The survey link was shared with stakeholders via e-mail and was shared on relevant social media pages, for example relevant local community groups. The survey consisted of 19 questions, including sections on About You; Mobility and Transport; General Views on Transport; and Local Transport for Renfrewshire 2025-2035. A total of 289 responses were received. Those aged 45 or over (61% of respondents) made up the biggest number of respondents by age, and a majority of respondents were female (52% compared to 32% male); the remaining 16% of respondents selected either non- binary, described gender in another way, preferred not to say or did not respond. Responses were received from residents across a range of Renfrewshire settlements, with PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 65 31% of respondents from Paisley and the surrounding area, 16% from Renfrew, 8% from Johnstone, 7% from Langbank and 5% from Bridge of Weir. 73% of respondents had access to a car as a driver, while 28% had access to a working bike or e-bike. Most questions were closed, whereby respondents selected a response from a list. There was also one open question where respondents could provide additional comments. These responses were analysed and grouped thematically. The key findings are presented in this section. • The following summarises the proportion of respondents that ranked the following challenges as number one. Respondents felt that the biggest challenges facing Renfrewshire in relation to transport were public transport provision and frequency within Renfrewshire (25.3%) and public transport provision and frequency connecting Renfrewshire to other areas (23.2%). This was followed by cost of public transport (12.8%). This therefore clearly demonstrates that challenges associated with public transport are the biggest challenge for many respondents. Areas highlighted as being underserved by public transport included Langbank and Lochwinnoch. • The following summarises the proportion of respondents that ranked the following opportunities as number one. The biggest opportunities respondents identified were improved public transport provision and frequency within Renfrewshire (32.9%) and improved public transport provision and frequency connecting Renfrewshire to other areas (31.1%), thus reflecting the most common challenges identified. This was followed by expansion of and improved access to the walking and cycling network, albeit with a smaller share of respondents selecting this as the biggest opportunity (7.6%). • In response to what would encourage people to cycle more often in Renfrewshire, the biggest proportion of people selected that this question was not applicable (22.1%). However, of other factors that were ranked number one, the most commonly selected were better road and path condition – for example fewer potholes (15.9%) and more traffic free routes (14.2%). • In response to what would encourage people to walk or wheel more often in Renfrewshire, the most common responses were improved walking / wheeling provision, for example more footpaths for day to day and leisure journeys (15.6%), more traffic free routes (13.1%) and wider paths / smoother surface (11.8%). • In response to what would encourage people to travel by public transport more, the most common responses were more frequent public transport services connecting PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 66 Renfrewshire to other areas (16.6%), more frequent public transport services within Renfrewshire (14.2%) and more destinations served by public transport (11.1%). • Respondents felt that the most important aspect for the new Local Transport Strategy to address is an improved local bus network (20.8%), improved maintenance of the road network (13.8%) and improved rail provision (13.5%). • With regards to what people felt the least important aspect is for the new Local Transport Strategy to address, the highest proportion of people selected do not know (16.3%); this compares to no respondents selecting do not know when asked what the most important thing is for the new Local Transport Strategy to address. The least important things to address identified were expansion of the public electric vehicle charging network (11.1%), more opportunities and facilities for cyclists for day to day and leisure journeys (10.4%) and do more to address congestion at school gates (9.0%). • Respondents were asked how important actions were in relation to the movement of freight. The action ranked number one most commonly was encourage developers to consider rail as an alternative to road for moving freight (30.1%). This was followed by do not know (21.5%) and integrate provision of Electric Vehicle (EV) charging with planning requirements for any new commercial developments (10.7%). • With regards to statements related to the path and road network, respondents were asked to state the extent to which they agreed / disagreed with statements. The statements that most people strongly agreed or somewhat agreed with were: More priority needs to be given to the gritting of pavements and footpaths (73.2%); Speeding traffic is an issue (67.0%); and Congestion in town centres is an issue (58.7%). The statements that most people strongly disagreed or somewhat disagreed with were Pothole issues are addressed well (78.8%); Overall, Renfrewshire’s roads are in good condition (78.5%); Parking spaces on the street are easy to find (56.9%); and Road maintenance issues are responded to quickly (55.6%). • With regards to the open question, responses were grouped by theme. The themes which were mentioned the most frequently are as follows: Bus service expansion, for example new services and routes (26 mentions); Rail Network Expansion, for example new rail stations and lines (19 mentions); Public Transport Connections and Integration, for example improving bus and rail connections and integration between services and settlements (19 mentions); Safety, for example a reduction in vehicle speeds, safety improvements for pedestrians and cyclists, HGV movements (18 mentions); and Public Transport Reliability and Timetabling, for example improving reliability and accessibility of bus and rail (18 mentions). PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 67 With regards to what would encourage people to walk, wheel and cycle more often, it is noted that results show that infrastructure measures such as traffic free routes and improved condition of existing paths were ranked number one most often. The survey results also indicate that people are supportive of measures to improve the bus network, including improved coverage and frequency. 4.2. Interactive Map An interactive map was available online for the period of the consultation. A link to the map was available on a dedicated Council webpage and a link to this was shared with stakeholders. The map provided an outline of the Renfrewshire Council area and respondents were asked to add comments related to transport within the area. Comments could be categorised as positive, neutral or area for improvement. Figure 22 shows the location of comments received. Figure 22: Location of Online Map Comments A total of 120 comments were received on the interactive map. Of these, 6 were positive, 3 were neutral and 111 were areas for improvement. A further 7 points were added, but no PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 68 comment was provided. It is noted that all comments received related to locations within Renfrewshire. Comments were grouped into themes; the three most frequently mentioned themes are summarised below. • Active Travel Infrastructure and Safety (43 comments) – comments included a focus on improving safety of cyclists and pedestrians, for example a need for new and improved pedestrian crossings, off road cycle paths and junction improvements; expansion of the National Cycle Network and non-NCN network; protected on road cycle paths (where off road is not possible); and well connected and integrated cycle and foot paths. • Road Network Safety (18 comments) – comments included speeding traffic as a problem; speed limit reduction, including implementation of 20 mph zones; traffic calming measures; and a need for potholes to be repaired. • Bus Service Expansion (18 comments) – comments included new bus routes, or extension of existing bus routes; a need for bus links to the AMIDS site and to villages; and direct bus services to major centres are required. 4.3. Supermarket Events In-person events were held at five supermarkets across Renfrewshire. The purpose of the events was to provide an opportunity for members of the public to share their thoughts on transport related problems and opportunities and potential options. A table was set up at each supermarket and a map of Renfrewshire was presented, alongside three sheets of paper, each with one of the following questions upon it: • What are the biggest challenges you face related to transport within Renfrewshire? • What are the biggest opportunities you notice related to transport within Renfrewshire? • What should transport and travel look like in Renfrewshire by 2035? 4.3.1. Transport Challenges / Problems The following points summarise transport related challenges and problems, as identified by members of the public at the supermarket events. • The highest volume of responses across all supermarket events related to bus services not adequately serving local communities. Key issues raised include bus reliability and frequency, a number of key services no longer being in operation, and up to three buses can be required to connect users with their desired destinations (for example the Royal PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 69 Alexandra Hospital). A number of responses also indicated that this is an issue relating to the way bus services are currently operated. • On public transport in general, a lack of integrated ticketing was noted. Furthermore, information around public transport was noted to be inadequate, specifically relating to the perceived and actual difficulty in raising complaints to bus operators. A number of responses also indicated that outside of daytime peak hours, there was a drastic drop off in service provision and that this caused a number of issues for shift workers or when people seek to access services and facilities during off-peak hours. • Poor support for vulnerable groups was mentioned a number of times. The lack of options for those without alternative private modes of transport was highlighted and the socially isolating effects that this can have. The effects of bus cancellations on users with additional needs was also noted as something that could be particularly disruptive. • The lack of high-quality active travel connections was noted, as well as the lack of secure parking facilities. • There were a number of responses relating to infrastructure, placemaking, and planning. These were mainly concerned with road maintenance / repair and general infrastructure improvements. • Car parking was also mentioned. A need for more parking at community centres and libraries was noted, as well as reviewing parking charges more widely. • The dial-a-bus service was noted as being unreliable. 4.3.2. Opportunities / Potential Options The following points summarise opportunities / potential options, as identified by members of the public at the supermarket events. • The most frequent response again related to the operation of public transport. A large proportion of these related to a need to have a cohesive public transport network with regular and reliable services. A number of comments also related to the public transport model as a whole, with examples such as introducing more competition for services, working with SPT to regulate the market, as well as exploring public ownership of bus services. • Another key theme to emerge related to demand responsive / community transport services being explored and utilised more. There were positive examples given of community transport successes and a desire for these to be built upon. Notes were PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 70 made about the importance of local small buses which run as ‘lifeline’ routes, and the importance of these to address social isolation for people without alternative modes of transport. It was suggested a number of times that small capacity services could be run relatively cheaply to improve transport links to key destinations. • There were also comments around the need to provide support for the most vulnerable users as a priority. More support was identified as necessary to provide transport links to those with mobility issues or impairments, for example ensuring that there are sufficient bus stops close to homes and to amenities and to make sure that these stops are served. • There was a desire identified for alternative travel modes to be encouraged, for example car-pooling, car clubs, or bike hire schemes. One such example noted that measures such as a car-pool scheme could be particularly useful in helping carers access more remote communities when there is no adequate public transport provision. • More active travel routes were identified as being an option upon which to build. A number of responses indicated that there is good quality infrastructure in place in some areas, but that there is a lack of a wider cohesive active travel network. Comments in this category also considered the need to have safe vehicle free routes to schools, as well as the importance of maintaining the infrastructure. • Another theme discussed was better integrating the public transport network. A number of responses mentioned the need for integrated ticketing measures, for example to integrate tickets by area rather than by operator. 4.4. Elected Members Workshop A workshop was held via Microsoft Teams and Renfrewshire Councillors were invited to attend. At the workshop, an overview of the previous LTS (2017 Refresh) was provided, alongside the purpose of the new LTS. An overview was then provided of transport challenges / problems identified thus far and a discussion was held; following a summary of what was raised, transport opportunities / what the new LTS should prioritise was subsequently discussed. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 71 4.4.1. Transport Challenges / Problems The following points summarise transport related challenges and problems, as identified at the Elected Member workshop. • Electric Vehicle charging – a lack of electric vehicle charging points deters those without space at their own home from buying electric vehicles; conversely, it was raised that charging points can take up a number of non-electric car parking spaces; chargers are expensive for the Council to install. • Parking – limited amount of parking at rail stations such as Milliken Park and Johnstone can lead to increased parking in the surrounding areas; people continue to drive to railway stations due to a lack of integration being in place with other types of public transport; car parking in some town centres such as Bridge of Weir can often be over capacity, which leads to people choosing to shop elsewhere; concerns related to the pavement parking ban and if this would result in some people parking on the carriageway next to the pavement and impede live traffic; parking charges need to be balanced with economic regeneration support for local businesses. • Active Travel – lack of joined-up and segregated traffic-free cycle routes, resulting in some cyclists using the pavements and making pedestrians feel unsafe; cyclists advancing through red lights is a safety concern. • Safety and Security – traffic speeds, particularly in rural areas; kerbstones around traffic islands not being painted clearly. • Public Transport – lack of joined up journeys between public transport modes; a lack of integrated ticketing; lack of public transport provision in the evenings, particularly in rural areas; Renfrew still does not have a railway station. • Reliance on private cars – private car still remains the most convenient choice for people. • Congestion – congestion in town centres, particularly in rush hour and school pick-up times; Johnstone town centre can get congested, in part owing to on street parking on narrow roads. • Emissions – noted that transport emissions are not generally a problem in Renfrewshire, with recent reporting finding that NOx emissions have been reducing and air quality action areas were being removed; however, cars idling outside schools was noted as a problem. • Access to transport – frequency and reliability of public transport; the financial burden of public transport, with it felt that concessionary passes mean that paying customers PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 72 are charged more; access to transport for people with disabilities, including some rail stations that do not have step free access. 4.4.2. Opportunities / Potential Options The following points summarise opportunities / potential options, as identified at the Elected Member workshop • School congestion – greater emphasis on the promotion of walking and cycling to school to prevent traffic congestion outside the school gate. • Technology – technology could be used to offer joined up travel between different modes of public transport; real time information at bus stops should be in place more widely. • Working from home – although a potential option, it was felt that asking individuals / businesses to start work at different times and work from home on different days was impractical. • Controls / Enforcement (speeding and parking) – stronger controls for speeding and parking issues to improve safety; introduction of red light cameras at traffic controls; more speed cameras (although it was understood that speed cameras are not within the Council’s control). • Demand Responsive and Community Transport – support for increased community transport. • Electric Vehicle charging – increase the number of electric vehicle charging points. • Car Clubs – introduction of car club schemes. • Walking and cycling benefits awareness – cycling proficiency courses; introduction of minimum standards for cyclists such as reflectors, bells and insurance cover. • Active Travel – expansion of the walking and cycling network. • Public Transport – franchising of rail and bus networks should be encouraged. 4.5. Stakeholder Workshops Two workshops were held on Microsoft Teams and targeted stakeholders were invited to attend. At the workshop, an overview of the previous LTS (2017 Refresh) was provided, alongside the purpose of the new LTS. An overview was then provided of transport challenges / problems identified thus far and a discussion was held; following a summary PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 73 of what was raised, transport opportunities / what the new LTS should prioritise was subsequently discussed. 4.5.1. Transport Challenges / Problems The following points summarise transport related challenges and problems, as identified at stakeholder workshops. • Town centre access – poor connectivity between transport modes in town centres due to a lack of transport hubs; any changes to town centre access must not restrict those who rely on the use of personal vehicles such as elderly and people with disabilities; mixed opinions on reopening Paisley Town Centre and the High Street to traffic. • Parking – charging for parking in Paisley Town Centre is unfair, given other town centres do not charge for parking; parking enforcement is a problem and can cause issues for buses travelling down narrower streets and accessing raised kerbs for people with disabilities. • Electric Vehicles and charging points – challenges accessing electric charging points, particularly for those residing in flats; mixed opinion on the installation of more charging points, with some noting that the Council’s priority should be given to modes such as walking and cycling, with the private sector installing charging points. • Public Transport – public transport connectivity and accessibility issues for key employment sites, such as Glasgow International Airport, Hillington Industrial Estate and the Royal Alexandra Hospital; difficult for residents who live outside of settlements such as Paisley, Johnstone and Renfrew to access areas outside of the local authority (for example, it has become difficult to access rail services from Langbank); gaps in the bus network; the current app to track bus services is useful, but not all bus users have access; current provision of support to facilitate community transport is poor. • Demand Responsive Transport – caution around rolling DRT out on a bigger scale, as it is expensive to run. • Trunk road pinch points – pinch points in areas such as A737 junction at Johnstone and M8 Junction at Arkleston causing congestion and safety issues. • Safety and Security – lack of lighting along the NCN; difficult to cross certain sections of dual carriageway for pedestrians and cyclists at locations such as the M8 and A736; safety concerns on the bus network owing to anti-social behaviour. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 74 • Active Travel – lack of maintenance along the NCN in the winter months; lack of walking and cycling routes connecting town centres and stations; limited active travel routes along corridors such as the A8 and Glasgow Road. • Access to transport – poor access to transport in rural areas of Renfrewshire in the evening hours. 4.5.2. Opportunities / Potential Options The following points summarise opportunities / potential options, as identified at stakeholder workshops. • Public Transport – reduction in bus fares through daily capping and integrated ticketing across bus and train operators; eligibility for concessionary travel could be widened; need for improved links across Renfrewshire through new train stations and to connect existing rail stations to the wider transport network; single ticketing system applied across the city region for all modes of public transport; implementation of Clyde Metro to strengthen public transport across Renfrewshire. • Rail station access – improve access to rail stations, for example address lack of ramp access between platforms at some stations. • Technology – provision of Real Time Passenger Information at bus stops and in town centres. • Electric Vehicles and charging points – charging points provided at transport hubs, for example bus and rail stations. • Active Travel – paths most in need of maintenance should be prioritised; upgrading of painted cycle lanes to provided better protection; walking routes to schools to be of a high quality. • School congestion – traffic free zones at schools; education to encourage pupils to travel more sustainably to school, such as the Better Points programme and Living Streets, and Transport Scotland’s Junior Road Safety Officers scheme. • Air quality and congestion – remove cars from congested towns to help lower noise levels and improve air quality; promotion of no car zones outside schools. • Car Clubs – provide support for insurance for car cub vehicles. • Parking – mechanisms to discourage car travel, such as a reduction of parking supply. • 2019 Transport Act – SPT is looking at opportunities through the 2019 Transport Act, including to consider how to move forward with bus franchising. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 75 4.6. In Person Workshops Two separate in-person workshops were held with people in the community, the focus of which was again to identify transport related problems and opportunities and potential options. This included engagement with people living with disabilities and those with experience of living with poverty. Invitees to the workshops were provided by Renfrewshire Council and these represented a cross section of organisations. The in-person workshops were undertaken within the Renfrewshire Council area. 4.6.1. Transport Challenges / Problems The following points summarise transport related challenges and problems, as identified at the workshops. • Public Transport – public transport was one of the main discussion points. Challenges raised included bus and rail services getting cancelled (unreliability of services with timetables changing); limited number of direct services and limited frequency of services, particularly in the evenings and in rural areas; a lack of audio and visual announcements on buses; ramps not always available to get onto / off buses; drivers pull away quickly after people have boarded, which can be dangerous for people with mobility impairments; some stations are unstaffed; Real Time Passenger Information is not always available outside of urban areas; safety and security concerns on buses and rail; lack of integration between bus and rail services; the commercial setup of the bus network in Renfrewshire, whereby there is one main operator, presents challenges; wheelchair and pushchair spaces are often full and there is generally a lack of spaces for wheelchair and push chair users; payment system can be confusing; buses can be overcrowded, making people feel unsafe; assistance to get on / off trains needs to be booked in advance; some stations are poorly lit /unlit and unstaffed train stations can feel dangerous, particularly for people travelling alone and for female users; some stations only have ramp access on one side of the platform; lifts at stations do not always work; and high cost of bus fares and accessibility issues, including to board buses and trains and at rail platforms. • Safety – this was raised as a concern, including personal safety / security (for example when walking or cycling); and traffic speeds being too high. • Active Travel – shared use paths can be perceived as dangerous for pedestrians; there is a lack of walking and cycling routes and they are often disconnected; streets can be PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 76 unpleasant and dangerous to walk down (for example uneven paving, puddles, litter); bins and cars parking on pavements can obstruct walkways so that mobility impaired people cannot get past; lack of dropped kerbs extends distances for wheelchair users; narrow streets make it difficult to move around; and active travel infrastructure is not always well lit. • Community Transport – issues with community transport were raised, including issues with this being late or getting cancelled; some services do not have secure chairs; the booking system can be complicated; and there is a lack of community transport generally across Renfrewshire. • Taxis – lack of accessible taxis; taxis are more expensive than other modes of travel, which is a big barrier for people who are unable to use buses and trains; and limited number of spaces for wheelchair users. • Parking / Private Vehicles – there is broadly a lack of car parking available, for example in Kilbarchan, Bridge of Weir and Johnstone Rail Station; areas outside of schools are congested at start / finish times; and private cars are dominant, but this has challenges such as safety implications. • Emissions – some comments were made which highlight the large contribution transport makes to carbon emissions, but that little progress has been made to address this. • Other – other challenges raised included: purchasing an adapted car is very expensive; and the LEZ in Glasgow means that some vehicles can no longer access the city centre. 4.6.2. Opportunities / Potential Options The following points summarise opportunities / potential options, as identified at the workshop. • Safety – measures to address safety concerns, such as traffic calming measures and speed limit reductions (including 20 mph zones). • Active Travel – improve and create new cycle paths, including to / from the National Cycle Network; have speed limits for cyclists on paths; provide cycle training, including in schools and to make people aware of the need to ring bells, for example; and improved marketing to highlight the benefits of active travel. • Community Transport and school transport – expand the use of community transport, including potential for community ownership; increase the number of school buses and PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 77 improve drop off arrangements; school buses should have minimum specification requirements, for example emissions standards; and encourage active travel to school. • Public Transport – SPT / public sector should explore bus franchising / municipal bus services; Clyde Metro to provide a link to Glasgow Airport; free travel, similar to that in place for bus travel should also be in place for rail services; strengthen access at stations, for example at Lochwinnoch; raised kerbs to make it easier to access buses; buses with more spaces for wheelchair users; better integration of public transport, including an app to help people plan journeys with ease; more buses should have a tail lift so wheelchair users can more easily access; more frequent buses with direct routes to more town centres; all platforms and stations should be accessible and there should be universal ramp provision for buses and trains; and bus priority on key corridors. • Mobility Hubs – introduce mobility hubs at key locations. • Road network – dualling of the A737. • Electric Vehicle Charging – install more public chargers for electric vehicles that are more accessible. • Community Transport - Increase the number of community transport vehicles; and travel buddy scheme, whereby people with disabilities who are confident travelling assist people who are less confident to help improve their independence. • Taxis - Taxi operators should have a minimum number of accessible taxis available. • Car Clubs – expand car clubs, including those that are community run, to employment sites (including Glasgow Airport). 4.7. Summary An extensive round of public consultation and stakeholder engagement was undertaken over a 6-week period in May / June 2024. This focused on identification of transport related problems and opportunities and potential options to address these. A wide range of feedback was received, and this is summarised further in the following chapter. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 78 5. Problems and Opportunities Problems and opportunities have been identified through: stakeholder engagement and public consultation; analysis of transport and travel and socio-economic data; a review of existing policies and strategies; and input from Council officers. A summary of the key problems and opportunities identified is presented below. 5.1. Problems Below sets out the transport and travel problems identified by high level theme, with examples provided under each bullet point. A further summary of the problems is then provided. Unless otherwise stated, problems captured below were primarily informed by stakeholder and public feedback. • Active Travel Infrastructure and Safety – the lack of cohesive and segregated traffic-free cycle routes has resulted in some cyclists using the pavements owing to safety concerns, which in turn makes some pedestrians feel unsafe; shared use paths were also highlighted as being dangerous for pedestrians. Walking and cycling routes connecting town centres, stations and along key corridors were highlighted as causing issues. Safety concerns in relation to the active travel network were also raised such as a lack of maintenance (including a lack of gritting in winter months), paths being dangerous due to uneven paving and safety concerns when walking to school. • Public Transport frequency, reliability and integration – problems were highlighted associated with the lack of integrated journeys between different public transport modes and operators and the lack of integrated ticketing. Frequency and reliability of train and bus services was also highlighted as a problem, particularly in the evenings and in rural areas; it has also been raised that services can be cancelled at short notice, resulting in subsequent services being busy and overcrowded. Bus and rail connectivity and accessibility was also highlighted as a problem, including for access to key employment sites, healthcare sites and to Glasgow Airport; SABI data shows that large geographic areas in the west of Renfrewshire are in the lowest 20% of deciles. Gaps are also present in the public transport network, with a lack of rail stations and gaps in the bus network, further adding to connectivity problems; the bus coverage map shows gaps in the west on Renfrewshire in particular. A lack of direct bus routes from some parts of Renfrewshire to centres within the local authority was raised, as was a lack of direct buses from within Renfrewshire to neighbouring local authorities. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 79 • Electric Vehicles and charging points – problems were highlighted associated with a lack of access to electric vehicle charging points, which deters those without space at their own home from buying electric vehicles, for example those who live in tenement blocks. There is typically lower EV charger coverage in areas such as Langbank, Erskine and Bishopton. Conversely, it was highlighted that chargers are expensive for the Council to install, with some feedback highlighting that the Council should prioritise funding for other modes such as walking, wheeling and cycling. • Parking – it was highlighted by some that there is a limited amount of parking at rail stations (see Table 3, which shows some stations have no or limited parking spaces), which can lead to increased parking in the surrounding areas. Feedback noted that car parking in some town centres can often be over capacity, which leads to people choosing to shop elsewhere, whilst other concerns were noted about the charging for parking in Paisley and the adverse impact this can have on businesses. Also noted by stakeholders that on street parking can make it difficult for larger vehicles such as buses to travel down narrow streets, causing delays. • Access to transport – poor access to transport in rural areas across the day and in the evening hours elsewhere was highlighted as an increasing concern, as well as the frequency and reliability of public transport across the network; poor access in the west of Renfrewshire is shown in Figure 18. The cost of public transport is also viewed as making it difficult to access transport, with those who do not have a concessionary pass feeling they are charged higher fares; the percentage of total weekly household expenditure on transport is shown in Table 4. Furthermore, accessibility of transport for people with disabilities, particularly at rail stations where there is not always step free access, was noted to be a problem. Difficulties accessing public transport owing to difficulties accessing information (for example where people are unable to use apps) was also highlighted. • Safety and Security (including road safety and maintenance) – a range of safety and security concerns were raised by stakeholders and the public, such as high traffic speeds, including outside schools, and maintenance of the road network such as potholes, which can impact upon road safety. A lack of lighting along the NCN and more generally, including on routes to schools, and anti-social behaviour on the bus network were also raised by stakeholders and the public. Personal safety and security have also been highlighted, including safety of female users and people with disabilities on buses. • Congestion and reliance on private vehicles – congestion in town centres, particularly in rush hour and school pick-up times. Town centres can get congested, in part due to the reliance on private car use. There are also pinch points on the trunk road network, such PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 80 as A737 junction at Johnstone and M8 Junction at Arkleston. These comments were raised by stakeholders and the public. Based on the themes and examples identified above, the problems identified can thus be summarised as follows. It is noted that these are not presented in any particular order of priority. 5.2. Opportunities The below sets out the transport and travel opportunities identified by high level theme, with examples provided under each bullet point. A further summary of the opportunities is then provided. It is noted that opportunities captured below were primarily informed by stakeholder and public feedback. • Active Travel – Opportunities to improve and expand the cycle network, through maintenance, upgrading of on road painted cycle lanes and improvements to walking and cycling routes to schools. There is also opportunity to expand cycle training and Limited active travel infrastructure and safety Limited public transport frequency and provision and poor reliability Limited public transport integration High fares associated with public transport Personal safety / security Safety e.g. speeding traffic Limited access to public Electric Vehicle charging points Lack of maintenance e.g. potholes Parking / town centre access Reliance on private vehicles Congestion in town centres PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 81 proficiency courses to improve safety of users. There are health benefits associated with this opportunity. • Climate change adaptation and resilience – Transport Scotland’s Approach to Climate Change Adaptation and Resilience notes the climate risks associated with transport and there are opportunities to protect against extreme weather conditions caused by climate change. • Public Transport – Opportunities to work with SPT and operators to reduce bus fares, including through integrated ticketing across bus and train operators, as well as opportunities to expand the eligibility of concessionary travel. Also opportunities to consider the potential for new rail stations and to work with SPT to explore the potential for local bus franchising (as per powers granted in the Transport (Scotland) Act 2019). • Park & Ride – Support mode shift through provision of more Park & Ride sites, either through new sites or increasing the number of parking spaces where existing sites are at capacity. • Clyde Metro – Opportunities to work with partners to support development of the Clyde Metro, including potential for a link between Paisley and Glasgow Airport. • Rail station access – Opportunities to improve access to rail stations, including to provide ramp access between platforms at all stations. • Access for people with disabilities – Opportunities to make sure people with disabilities can continue to access sites, including through the provision of suitably located disabled parking bays. • Community Transport and Demand Responsive Transport – Opportunity to expand the use of demand responsive and community transport, including potential for community ownership. • School Congestion – Increase the number of traffic free zones at schools and opportunities to increase education around walking and cycling to school through schemes such as the Better Points programme and Transport Scotland’s Junior Road Safety Officers Scheme. • Electric Vehicle charging – Opportunities to increase the number of electric vehicle charging points (some areas, particularly in the west, have a small number of publicly accessible charger points), for example at transport hubs such as bus and rail stations, as well as providing more accessible charging points for users, including those residing in flats. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 82 • Air quality and congestion – Opportunities to address air quality, including to reduce the number of vehicles from congested towns centres. It is noted however that Renfrewshire had not had any air quality exceedances within the area for several years. • Safety – Opportunities to address safety concerns, such as traffic calming measures and speed limit reductions (including 20 mph zones). Although data shows that the number of people seriously injured and killed on Roads in Renfrewshire has decreased in recent years, incidents continue to be recorded. • Car Clubs – Opportunities to introduce car club schemes, including those that are community operated, to reduce reliance on privately owned vehicles. • Technology – Opportunities are available so that technology could be used to provide joined up travel between different modes of public transport, which could include the increased use of real time information at bus stops. • Digital connectivity – As captured in the route map to achieve a 20% reduction in car kilometres by 2030, there are opportunities associated with strengthening and enhancing digital connectivity, including to reduce the need to travel. • Controls / Enforcement (speeding and parking) – Opportunities for stronger controls and enforcement of speeding and parking issues to improve safety. Based on the themes and examples identified above, the opportunities identified can thus be summarised as follows. It is noted that these are not listed in any particular order of priority. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 83 Expansion of / improvements to walking and cycling network Improve path and road conditions (maintenance) Increase frequency and provision of public transport Improve access to public transport, including through lower fares Improve rail provision / rail expansion Increase number of Park & Ride sites / spaces Increase provision of Demand Responsive and Community Transport Reduced congestion owing to more people working from home Expansion of car clubs Tackle school congestion Reduce transport emissions Improve road safety Greater use of technology Greater enforcement measures Digital connectivity Climate change adaptation and resilience PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 84 6. Summary This Main Issues Report has set out the policy context that has informed the need for change. This is set against a backdrop of climate change and Just Transition principles to support local, regional and national net zero targets. Consideration has also been given to the priorities of the NTS2 which recognise the importance of reducing inequalities and taking climate action. This includes through the adoption of the Sustainable Travel Hierarchy and Sustainable Investment Hierarchy to reduce the need to travel, particularly by unsustainable modes, and to promote a shift to active and sustainable travel. This Report has therefore identified a clear need to focus on tackling climate change at a national, regional and local level. The need for a safe and accessible transport network and the importance of transport to support sustainable economic growth is also captured. The main socio-economic and travel trends have been explored, which have identified car as the predominant mode of transport. High levels of deprivation have been identified in parts of Renfrewshire, and there are significant differences in public transport accessibility across the area. Socio-economic and transport data analysis has been supported by consultation and engagement through a number of different methods and a range of audiences to gain a cross-section of views and insights. This process has helped to identify transport and travel related problems and opportunities for the LTS. Problem and Opportunity themes have been identified, which cover those related to promoting sustainable transport modes, safety and security, accessibility, parking, digital technology and demand responsive and community transport. Findings set out in this report have directly informed the updated Local Transport Strategy; including the development of a Vision Statement, Priorities, Transport Planning Objectives and subsequently the development of Action Plans to guide transport investment for Renfrewshire over the lifetime of the LTS. PUBLIC
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Renfrewshire Local Transport Strategy – Main Issues Report 85 Environment, Housing and Infrastructure Renfrewshire Council Renfrewshire House Cotton Street Paisley PA1 1BR PUBLIC