Larkhall Active Travel Feasibility Study South Lanarkshire Council Project number: 60647230 April 2021 Aerial Map Source: ESRI, DigitalGlobe, Geoeye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGrid, IGN and the GIS User Community

Table of Contents

1.	Introduction	3

1.1	Aims of the Study	3

2.	Context and Current Situation	5

2.1	Study Area and Local Context	5

2.2	Deprivation Indicators and Transport Poverty	6

2.3	Commuting Data	8

2.4	Key Trip Attractors	14

2.5	Planned and Future Developments	15

2.6	Current Active Travel Network	17

2.7	Current Network Use	21

2.8	Policy Framework	24

3.	Engagement and Consultation	29

3.1	Initial Online Questionnaire Survey	29

3.2	Placecheck Online Map	39

3.3	Follow-up Engagement Activities	41

4.	Public Life Survey	43

4.1	Public Life Survey Observations	44

4.2	Public Life Survey Recommendations	46

5.	Proposed Network and Phased Delivery	47

5.1	Principles of Proposed Network	47

5.2	Proposed Networks	50

5.3	Proposed Cycle Network- Delivery Phases	53

5.4	Key Delivery Principles	55

5.5	Next Steps	57

Introduction

Aims of the Study

AECOM were commissioned by South Lanarkshire Council to undertake an Active Travel Feasibility Study for Larkhall. The aims of the study were to identify both the physical and perceived barriers to walking, cycling and wheeling (scooter, wheelchair, buggy/pram etc.) for everyday journeys in and around the areas; to help encourage more people to choose these active travel modes; and to promote Larkhall as Active Travel friendly town. The Study will:

Identify key destinations and how well they are currently connected on foot or by bike;

Create a proposed cycle network map which connects those key destinations and shows what a complete cycle network for Larkhall could look like;

Identify early priorities and recommendations to make active travel a viable option for everyday journeys in and around the Larkhall area.

A number of similar Active Travel Feasibility Studies have previously been undertaken for other areas across South Lanarkshire. This study will use the general approach established in those studies. The results of this Study and associated consultation exercises will be utilised to inform future funding applications to implement the recommendations identified.

Approach

The approach followed in developing the active travel network is outlined below.

Technical review:

A review of the current active and leisure travel routes, key destinations and barriers to active travel.

Review of the current policy at a National, Regional and Local level along with previous studies develop a greater understanding of the overall policy context.

Review of previous Active Travel Feasibility Studies undertaken previously across South Lanarkshire

Public and Stakeholder engagement:

Online Survey to collate public and stakeholder input and views

Use of the online platform Placecheck to gather views on potential desired improvements for specific locations.

A key stakeholder workshop to discuss proposals and identify priorities

Network development and recommendation:

Identification of a potential cycle network

Identification of other associated measures which will improve active travel and meet the needs of local communities

Identify opportunities for early implementation and proposed phasing for the network development.

Feedback from Stakeholders and the Public and proposed network and priorities:

A key stakeholder workshop to discuss the results of the surveys and proposals from the initial engagement phase

An online survey to collate feedback from the general public and share proposals

Figure 1: B7078 Carlisle Road shared use path north of Larkhall

Context and Current Situation

Study Area and Local Context

Figure 2: Map of the study area

The study is focused on the area surrounding Larkhall in South Lanarkshire. Figure 2 shows the study area and where the network is being developed. Connections beyond the network boundary will also considered alongside other proposed and existing active travel infrastructure to create a coherent and connected wider network.

Larkhall is a town in South Lanarkshire situated between the Avon Water and the River Clyde, approximately two miles south of Hamilton with a population of approximately 15,000 people1 Scottish Census, 2011. https://www.scotlandscensus.gov.uk/ods-web/area.html# . The former industrial town has various residential areas surrounding a main street which is home to many shops, businesses, pubs and restaurants. The Larkhall area has one High School and eight Primary Schools. The town has many walkways, woodlands and greenery.

Larkhall is connected to Hamilton via the B7078. The M74 and A71 act as key corridors providing access to Larkhall and the surrounding towns and villages. The rail station provides connections to Glasgow and other stations in the region. In addition, there is a regular bus service connecting the area to Glasgow.

The National Cycle Network (NCN) Route 74 runs through Larkhall and provides additional active travel connections to local communities in the form of on road and off road paths. This Study provides an ideal opportunity to explore the potential for an active travel network for all journeys linking local communities, places of employment, retail, education and leisure within the town as well as onward links to the wider transport network.

The location of the M74, Avon Water, and River Clyde could act as a potential barriers toward cycling and general active travel permeability across the study due to the restriction on the number of safe or suitable crossing points.

While there are various employers within the town, many people will travel further afield for employment. The presence of the railway station in Larkhall offers opportunities for transport integration for commuting to Glasgow and beyond.

There is great potential for modal shift within the town and it is the aspiration of South Lanarkshire Council to provide a useable active travel network to make travelling actively a viable option for the residents of Larkhall for everyday journeys.

Deprivation Indicators and Transport Poverty

The Scottish Index of Multiple Deprivation (SIMD) provides an indication of the areas which are the most and least deprived based on a number of factors which show where people are experiencing disadvantage across different aspects of their lives. Figure 3 on the following page displays the SIMD (2020) classifications for the study area. Larkhall has both areas among the least deprived in Scotland and the most deprived. Those communities with the highest measured levels of deprivation were generally located in the south of Larkhall in the Machan, Strutherhill and Harleeshill areas. Some of these southern communities’ rank among the 20%, 10% and 5% most deprived areas in Scotland.

In addition, high levels of deprivation are associated with transport poverty, which considers a variety of factors such as income, car availability, access to services by public transport, and access to essential services by cycle as well as current levels of cycling. The areas that suffer from high levels of deprivation are often also likely suffer from low levels of accessibility to cars/vans and bicycles, whereas areas with low levels of deprivation will have high levels of access to cars, bicycles and public transport. The level of deprivation, and potential link to transport poverty, for the key areas within the study area will form an important part of the decision for the active travel facilities and improvements.

Figure 3: Extract from the SIMD for Larkhall2 SIMD 2020, https://simd.scot/#/simd2020/BTTTFTT/9/-4.0000/55.9000/

Commuting Data

Commuting data from the last census (provided by Data Shine Scotland Commute3 Datashine Scotland Commute, https://scotlandcommute.datashine.org.uk/#mode=allflows&direction=to&area=undefined&zoom=14&lon=-4.0475&lat=55.7305 ) displays that Larkhall generates significant commuting journeys to Glasgow, Hamilton and Whitehill. The data suggests that Larkhall largely a commuter town, but with local employment centres in the town centre and Strutherhill areas bringing in commuter trips to the area.

Increasing the use of sustainable modes of transport for those trips will mean providing good quality walking and cycling routes throughout the settlement to improve access to rail and bus stations.

Commuting data for the local areas within and around Larkhall are shown below.

Figure 4: From Merryton and Meadowhill

Figure 5: To Merryton and Meadowhill

Figure 6: From Larkhall Central, Raploch, Millheugh and Burnhead

Figure 7: To Larkhall Central, Raploch, Millheugh and Burnhead

Figure 8: From Strutherhill

Figure 9: To Strutherhill

Figure 10: From Harleeshill

Figure 11: To Harleeshill

Figure 12: From Ashgill and Netherburn

Figure 13: To Ashgill and Netherburn

Key Trip Attractors

Figure 14: Key Trip Attractors in Larkhall

The map above in Figure 14 identifies some of the key destinations and trip attractors within the Larkhall study area. As outlined in the previous section of this report, some of the key trip attractors within the study area attract trips from across the wider region. Transport hubs, key employment sites, schools, shops and supermarkets are the main trip attractors in the study area. Other notable destinations include a number of parks, the Leisure Centre and the industrial estates around Strutherhill.

Planned and Future Developments

There are a number of developments within the study area which are outlined below:

Community Growth Areas4 South Lanarkshire Local Development Plan, South Lanarkshire Council 2015. https://www.southlanarkshire.gov.uk/info/200145/planning_and_building_standards/39/development_plans/6

Larkhall: The plan would provide a contribution to the extensions of local primary/secondary schools, provide local retail facilities and new outdoor sport facilities, provide affordable housing, improvements to the local road network, development of walking and cycling network and upgrade/contributions towards the Trunk Road network.

Economic Regeneration

Town Centre Development, Larkhall: The development will safeguard and protect the strategic centres whilst adapting to the changing needs of occupiers and advances in technology. In addition, the development will support the appropriate marketing and promotional initiatives to help sustain the centres and improve footfall.

Development Framework Sites

Larkhall: Mixed use development including commercial business and residential use. A masterplan for the proposed site to be brought forward and the scope of which will be agreed with the Council to demonstrate how the proposed land use would integrate with adjoining land uses. The plan would also include ensuring the development of green space and the provision of housing types to facilitate affordable housing.

Other Key Developments:

South Lanarkshire is a key delivery partner of the Glasgow and Clyde Valley Green Network5 Glasgow and Clyde Valley Green Network: https://www.gcvgreennetwork.gov.uk/guide-to-the-gn/what-is-the-gn : The Green Network Plan aims to transform the lives of 1.8 million people making the Glasgow City Region more, vibrant, resilient and successful. It will provide well-connected, high quality, multi-use greenspaces through the region from cycle paths to allotments and wildlife habitats through a Strategic Access Network and a Strategic Habitat Network. The Blueprint shows a proposed Strategic Access Network through South Lanarkshire linking Hamilton and Larkhall via Chatelherault Country Park. South Lanarkshire Council will keep in close contact with other Green Network Partners to ensure best collaboration between the proposed active travel networks and those of the Green Network.

Town Centre Trial 20mph Pilot

In February 2021, South Lanarkshire Council started trial 20mph speed limits in six town centres: Bothwell, Carluke, Lanark, Larkhall, Strathaven and Uddingston. Chair of South Lanarkshire Council’s Community and Enterprise Resources Committee, Councillor John Anderson, said: “These 20mph cordons in six of our town centres will help encourage active travel as vehicles will be moving slower through the areas. The trials are currently being monitored and should the pilot schemes be considered successful then the Council will seek to undertake the Statutory Traffic Regulation Order and consultation process to make such changes permanent6 South Lanarkshire View, February 2021, Six town centres introduce 20mph limits https://www.southlanarkshire.gov.uk/view/news/article/862/Six_town_centres_introduce_20mph_limits .

Larkhall Town Centre Strategy and Action Plan

South Lanarkshire Council are developing a five year Town Centre Strategy and Action Plan for Larkhall aimed at developing and coordinating public, private and community-led work in the town centre to ensure it stays lively and community focused7 https://www.southlanarkshire.gov.uk/view/news/article/998/Community_support_for_Larkhall_plans .

The vision for Larkhall is of a vibrant, commercially successful, appealing local town centre celebrating its distinctiveness and diversity, supporting local needs for goods and services, whilst at the same time building a stronger, safer more community focussed centre that is attractive, appealing, animated by people and activity with a strong independent retail offer.

Action Plan proposals were put out for local consultation earlier in 2021 and received significant positive feedback. Key points in the consultation included:

Strong support for the town centre and a high number of local users walk to access the town centre.

A wish for a town square for public use and events.

Support for measures to enhance public safety and tackle crime.

Community backing for a redesign of the streetscape and a greener town centre.

A wish for more short-term parking for pick up, collection and loading.

Support for more activities in the town centre for younger people.

A community town centre programme of events would be welcomed.

The action plan considers potential activity shaped at revitalising the town centre.

Current Active Travel Network

The current network, displayed in Figure 15, is made up of the NCN74, shared use paths, on-road routes, and locally signed routes. The route that operates through Larkhall is a split between traffic free and on-road sections.

Contains OS data © Crown Copyright and database right 2020

Figure 15: Current Cycle Network for Larkhall

In addition to the cycle network, the study area has a wide variety core paths, wider network paths, aspirational core path and wider network links (on-road paths) as shown in Figure 16. The key wider network links are situated along Burnhead Road and Drygate Street linking to Ashgill. The Council have no statutory powers or obligations over the Aspirational Core Paths shown below. Whilst these routes may have been identified for a number of reasons, they have no formal designation and are largely out with Council control.

Contains OS data © Crown Copyright and database right 2020

Figure 16: Existing Core Path Network for Larkhall

In addition to the wider network, Make Your Way Larkhall8 Make Your Way Larkhall, https://www.communityactionlan.org/trails/item/make-your-way-larkhall has a number of trails which provide users an opportunity to explore the local area. The trails are outlined as follows with Figure 17 on the following page displaying the routes visually:

Broomhill Trail:

The trail provides users with a loop around the old site of Broomhill House taking in the residential areas of Millheugh before cutting between the shopping facilities and Larkhall Academy following the old rail laines towards the Larkhall Viaduct before continuing over the Morgan Glen.

Growers’ Trail:

This trail was named with respect to the Larkhall Community Growers, allowing people to take in the central areas that can be used for play and exploration. These central green areas are linked through a number of residential areas before linking up to the town centre and a range of amenities.

Doon Braes:

Running around some of the most southerly residential streets in Larkhall, this trail threads between the back of houses overlooking Morgan Glen. It connects to the Glen via the ‘100 Steps’ and links Robert Smillie and Craigbank Primary Schools.

Colliery Trail

This longer trail includes NCN74, and runs up between former quarry sites, passing through little gems of green space that offer a quick escape from the bustle of town life

Figure 17: Extract of the Make Your Way Larkhall Trail Map9 Make Your Way Larkhall, https://www.communityactionlan.org/trails/item/make-your-way-larkhall

Current Network Use

In South Lanarkshire 73% of journeys were made by car or van either as a driver or as a passenger, with walking accounting for 17% and cycling 1%10 Transport Scotland, Transport and Travel in Scotland 2019, Local Authority Table 16, 2019, https://www.transport.gov.scot/publication/transport-and-travel-in-scotland-2019-results-from-the-scottish-household-survey/ . The low uptake in walking and cycling as the main mode of transport in South Lanarkshire is in keeping with the national average with 22.1% of people walking and 1.2% of people cycling. Of those journeys made, in South Lanarkshire, 67% were of 10km or less with the top three main purposes for travel in South Lanarkshire being Shopping (26%), Community (24%) and Visiting friends/relatives (10%)11 Transport Scotland, Transport and Travel in Scotland 2019, Local Authority Table 17, 2019, https://www.transport.gov.scot/publication/transport-and-travel-in-scotland-2019-results-from-the-scottish-household-survey/ .

In regards travelling to work In South Lanarkshire only 1.8% of adults travel by bicycle. For primary school pupils 3.8% travel to school by bicycle but only 0.1% of secondary pupils travel to school by bicycle. This is likely attributed to only 26% of households in the region having access to one or more bicycles for private use. These statistics are displayed on the next page in Figure 18.

At the local level households in Larkhall with no access to a car/van is 30.7%. When comparing this to the Scottish Average which is 30.5%, it is notable that Larkhall is above the national average. In addition, households with access to one car/van is 44.3% compared to the national average of 42.2%12 Facts and Figures about South Lanarkshire. This source was a tool that pull together data sets from a number of different sources. https://www.southlanarkshire.gov.uk/info/200176/sharing_information_with_you/1895/facts_and_figures_about_south_lanarkshire/2 .

Census data shows that in Larkhall 0.17% of residents travel to work via bicycle with 15% walking. In addition, 58% of residents in Larkhall travel to work by either car or van13 Scotland’s Census 2011. Method of travel to work or study . https://www.scotlandscensus.gov.uk/ods-analyser/jsf/tableView/tableView.xhtml .

Figure 18: Extract from Active Travel Trends in South Lanarkshire from the Annual Cycling Monitoring Report 2019 (Note, most data from 2017)14 Annual Cycling Monitoring Report 2019- Cycling Scotland. https://www.cycling.scot/mediaLibrary/other/english/6353.pdf

Hands Up Survey

The Sustrans Hands Up Survey results from 2018 and 2019 provide a further indication of the current active travel network use for those travelling to nursery / school. The results show a clear trend that as pupils progress through school, less of those pupils are driven to school by an adult, while the use of public transport increases significantly. The uptake in walking remains high throughout all levels of education while those choosing to cycle remains low. The results are displayed in Table 1.

Table 1: Hands Up Survey Results

Walk	Cycle	Scooter / Skate	Park & Stride	Driven	Bus	Taxi	Other
Nursery	42.4%	0.0%	3.7%	4.3%	46.1%	0.0%	0.0%	0.0%
Primary	36.8%	2.2%	2.6%	5.4%	37.9%	7.7%	0.9%	0.0%
Secondary	49.5%	0.0%	0.0%	3.6%	12.9%	24.7%	2.2%	6.7%

Strava Metro Data

South Lanarkshire Council has applied for a Partnership with digital activity tracker service Strava and their Strava Metro data. This platform shows data from people tracking their walking, running and cycling through smart phones or GPS devices.

The Strava dataset is the largest collection of human-powered transport information in the world. The Metro data service aggregated, de-identifies and contextualises this dataset to help make cities better for anyone on foot or by bike15 Strava Metro, 2021. https://metro.strava.com/ .

It should be noted, that while the Strava data is valuable in helping understand local activity, this data is limited to people tracking their own activities and therefore covers more leisure, recreation and fitness activity trips. This said, the app is increasingly utilised by users during daily commutes, and it can therefore provide some insight into locally preferred routes which could be utilised should improved active travel infrastructure be provided.

Data for the whole of South Lanarkshire showed that in 2020 there were a total of 172,800 cycle trips recorded by 13,700 people including 7,100 visitors to the local area. Similar data for walking, running and hiking for South Lanarkshire over 2020 showed 16,500 trips by 6,000 people including 2,300 visitors to the local area.

The cycling data for the study area showed high levels of use across the study area, particularly north-south on the main road: B7078 through the town, on the B7019 Burnhead Road leading to Ashgill, and on Millheugh Brae following the on-road section of the NCN74. It should be noted that for journeys between Larkhall and Stonehouse to the south, Strava data showed that the main road routes along the B7078 and A71 were utilised more so than the current NCN74 alignment which follows the quiet, rural Millheugh Road.

Walking, hiking and running data for the area showed similar patterns with high utilisation of main road corridors, but also strong use of the path and trail network.

Recorded data for cycling, walking, hiking and running all highlighted the importance of trails through Chatelherault Country Park to the north-west of Larkhall, but showed only limited connection between these trails and Larkhall itself.

Policy Framework

The Active Travel Network plan for Larkhall will support the delivery of the current policy and strategy objectives across all levels of government and will take in to account the current policy surrounding health and air quality. The following section will outline the key Policy documents that have been reviewed in accordance with the study.

Local Policy and Strategy

A range of policy documents were reviewed and these are outlined below.

South Lanarkshire Cycling Strategy, 2015-2020 which forms part of the Local Transport Strategy 2013-2023. The strategy outlines the progress of projects within the study area such as the Raith Interchange to Bothwell / NCN Route 74. The Council have provided an update to the Cycling Strategy showing progress against the actions and projects outlined in the 2015-20 Strategy.

Park and Ride Strategy, South Lanarkshire Council (2018-2027) sets out the Council’s strategic rail-based Park and Ride objectives. The overall aim is ‘to enable multimodal travel to become the more attractive transport option over car-only journeys by providing more options and greater accessibility for our rail network’16 South Lanarkshire Park and Ride Strategy 2018-2027. https://www.southlanarkshire.gov.uk/downloads/file/13676/park_and_ride_strategy_2018-2027 .

Local Transport Strategy 2013-202317 Local Transport Strategy 2013-2023, South Lanarkshire Council. https://www.southlanarkshire.gov.uk/downloads/file/7420/local_transport_strategy_2013-23 for South Lanarkshire outlines the strategy the Council wish to adopt in relation to transportation in the area over the next 10 years with the aim to provide an accessible and integrated transport network.

Local Housing Strategy 2017-202218 Local Housing Strategy 2017-2022, South Lanarkshire Council. https://www.southlanarkshire.gov.uk/downloads/file/11758/local_housing_strategy_2017-2022 outlines the requirements and strategy in order to produce housing that is affordable, energy efficient, able to support independent living and the promotion of sustainable housing.

Promoting growth and prosperity, an Economic strategy for South Lanarkshire (2013-2023)19 Promoting growth and prosperity, an Economic strategy for South Lanarkshire (2013-2023) https://www.southlanarkshire.gov.uk/downloads/file/8508/south_lanarkshire_economic_strategy_2013_-2023 acknowledges the challenges South Lanarkshire has experienced over recent years, however highlights that the area is still a base for world leading companies and is a major contributor to the Scottish economy. With this in mind the strategy sets out the vision that over the next 10 years that South Lanarkshire will have the one of the strongest and most dynamic economies in Scotland, where businesses, communities and residents achieve their full potential and prosper.

Sustainable development and Climate Change Strategy (2017-2022)20 Sustainable development and climate change strategy 2017-2022, South Lanarkshire Council. https://www.southlanarkshire.gov.uk/downloads/file/12055/sustainable_development_and_climate_change_strategy_2017-2022 outlines South Lanarkshire Council vision for achieving sustainable development across the region in order to tackle climate change. The strategy makes specific reference to enabling and promoting the use of low carbon transport.

South Lanarkshire Local Development Plan 2 (2020)21 South Lanarkshire Local Development Plan 2, South Lanarkshire Council 2020. https://www.southlanarkshire.gov.uk/info/200145/planning_and_building_standards/39/development_plans/2 seeks to promote the continued growth and regeneration of South Lanarkshire, whilst at the same time protecting and enhancing the environment. The aim of The Plan is to guide future development to improve the quality of life for everyone in South Lanarkshire, following on from the vision set in the Council Plan.

Regional Policy and Strategy

The Clydeplan Strategic Development Plan 2 (SDP2), produced by the Glasgow and the Clyde Valley Strategic Planning Authority and approved in 2017, provides strategic context for the development in the wider Glasgow city-region. SDP2 aims to support economic competitiveness with a vision to support sustainable development through the creation of high quality places22 Clyde Plan: Strategic Development Plan 2017. https://www.clydeplan-sdpa.gov.uk/strategic-development-plan/current-plan/current-strategic-development-plan-july-2017 . The strategy is based around the four planning outcomes from the NPF3.

A Catalyst for Change 2008-21, which forms part of the SPT Regional Transport Strategy Delivery Plan, emphasise the need to increase modal shift to walking, cycling and public transport as well as facilitating and promote access to transport requirements for all uses23 A Catalyst for Change, The Regional Transport Strategy for the west of Scotland 2008-21, SPT. http://www.spt.co.uk/wmslib/Documents_RTS/catalyst_for_change.pdf . SPT is currently in the process of developing a new regional transport strategy.

National Policy and Strategy

The Active Travel Framework published by Transport Scotland outlines the desire to ‘bring together the key policy approaches to improving the uptake of walking and cycling in Scotland’ with the 2030 vision for Scotland to have Scotland’s communities shaped around people with walking or cycling as the most popular choice for shorter everyday journeys. The Scottish Government updated the 2013 Cycling Action Plan for Scotland in which they maintain the vision for 10% of everyday journeys are to be made by bike24 Cycling Actional Plan for Scotland: 2017-2020, Transport Scotland. https://www.transport.gov.scot/media/10311/transport-scotland-policy-cycling-action-plan-for-scotland-january-2017.pdf . The primary investment focus should be on enabling cycling through changing the physical environment for short journeys to enable anyone to cycle. This vision should be supported by local cycling strategies and delivery plans at Council and regional levels.

A similar vision is adopted through the Let’s Get Scotland Walking: The National Walking Strategy25 Let’s Get Scotland Walking: The National Walking Strategy 2016-2026. https://www.pathsforall.org.uk/mediaLibrary/other/english/final-walking-strategy-action-plan-10-sept-2019.pdf which has 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’.

Figure 19: Sustainable Travel Hierarchy (National Transport Strategy 2, 2020)

These national policy frameworks are informed by the National Transport Strategy 2 (NTS2)26 National Transport Strategy 2, Transport Scotland, 2020. https://www.transport.gov.scot/media/47052/national-transport-strategy.pdf which aims to improve the health and wellbeing for all by encouraging walking and cycling which places an importance on place. The NTS2 seeks to embed the Sustainable Travel Hierarchy (Figure 19 on the previous page) in decision making by promoting walking, wheeling, cycling, public transport and shared transport options in preference to single occupancy private car use. The National Planning Framework (NPF3)27 National Planning Framework 3, Scottish Government. https://www.gov.scot/publications/national-planning-framework-3/ also highlights the importance of place with the vision to build a Scotland that is a:

Successful and sustainable places: supporting sustainable economic growth and generation and the creation of well-designed places.

Low Carbon places: reducing carbon emissions and adapting to climate change.

Natural and resilient places: helping to protect and enhance the natural and cultural assets and facilitating their sustainable use.

Connected places: supporting better transport and digital connectivity.

Currently there is updated Strategic Transport Project Review under development with published Draft Case for Change reports which currently highlight the problems and opportunities associated with walking and cycling, not only Nationally but also in South Lanarkshire which is incorporated into the Glasgow City Region Report.

Engagement and Consultation

This section presents the findings from engagement and consultation activities undertaken with the stakeholders and the wider public. An initial phase of engagement was undertaken in January and February 2021. The aim of the first phase of engagement was to gather views on the barriers to active travel, information on the relevant on-going projects and activities, and ideas on local assets and opportunities to improve the walking and cycling and wheeling network.

The initial engagement programme included:

An online questionnaire survey, to collate information on local travel; and

An online map for location-based comments and ideas (Placecheck);

Key stakeholder workshops; and

Direct e-mails and phone calls with key stakeholders.

A second phase of engagement and consultation was undertaken between March and June 2021 where members of the public could view and download the Draft Active Travel Feasibility Study and provide feedback through an online survey.

The second round follow-up engagement programme included:

Draft Reports published and made available for download on Council website;

Online questionnaire survey requesting feedback on the Draft Strategy and the impacts of local travel following COVID-19 restrictions;

Key stakeholder workshops; and

Direct e-mails and phone calls with key stakeholders.

The engagement activities took part despite the ongoing COVID-19 pandemic. With this in mind, the engagement programme was unable to include a face-to-face workshop for key stakeholders however, key stakeholders were asked to take part in the other aspects of the engagement programme. The findings from each engagement activity are summarised in the remainder of this section of the report.

Initial Online Questionnaire Survey

The online survey had 54 responses which provided an insight into the Active Travel infrastructure for Larkhall, existing issues, barriers and opportunities. It should be noted that findings within the surveys were generally in line with the other Active Travel Feasibility Studies previously conducted across other areas of South Lanarkshire.

Respondents Profile

45% of respondents were female, with 51% being male and the other 4% preferring not to state their gender or preferring another term. Figure 20 displays the age range of respondents. Over half of respondents were aged between 35 and 54.

Figure 20: Age Groups of Survey Respondents

Top Local Destinations

Survey respondents were able to select their top three destinations when they are travelling either to or within Larkhall. The top recurring destinations and the percentage of respondents who chose those destinations were:

Asda Larkhall (15.48%) Larkhall Town Centre (10.32%) Lidl (6.45%) Larkhall Rail Station (5.16%) Co-op Larkhall (3.87%)	Union Street (3.87%) Larkhall Academy (3.23%) Strutherhill (3.23%) Millheugh (2.58%)

Purpose for Travel to Top Local Destinations

Survey respondents were able to select a purpose for each of their top three destinations. The top three reasons for travelling to all the destinations quoted previously are as follows:

Shopping/Personal Business (45.2%)

Leisure purpose (16.1%)

Visiting Family or Friends (12.3%)

Commute to work (9.7%)

Please Note: The survey responses for purpose of travel to key destinations showed low numbers of commuting to work at 9.7%. While this may represent a majority of residents leaving the area for work as seen in the earlier commuter data, the surveys were undertaken in January and February 2021 during the COVID-19 pandemic and resultant travel restrictions, during major disruption to regular travel and commuting patterns and with people advised to remain in their local area. It is therefore anticipated that this portion of commuting trips would be likely to rise following the lifting of travel and working restrictions.

Method of Travel to Top Local Destinations

Each person was able to select a travel mode for how they travel to each of their top three destinations. The top modes of travel were:

Walk (29.7%)

Car/Van, as driver without passengers (29%)

Car/Van, as driver with passengers (21.3%)

Cycle (7.1%)

Cycling and Walking Frequency

61.8% of respondents stated that they own a bicycle.

45.5% stated that they have used their bicycle in the last year.

Figure 21 shows that the survey respondents cycle more regularly during the summer months compared to the winter months which is as expected.

Figure 21: Cycling seasonal patterns

The walking statistics, displayed in Figure 22, show that within Larkhall the summer period is when residents prefer to walk. However, it is important to note that the overall update in walking relatively high. This is potentially linked to the COVID-19 pandemic which has placed restrictions on the movement.

Figure 22: Walking seasonal patterns

Benefits of Cycling or Walking

Each person was able to select their top 3 perceived benefits from cycling. The top 3 benefits were as follows:

Health benefits / exercise (30.4%)

Pleasure/enjoyment (25.2%)

Better for the environment (22.6%)

Figure 23 details the percentage of responses for each perceived benefit.

Figure 23: Benefits to Cycling

Each person was able to select their top 3 perceived benefits from walking. The top 3 benefits were as follows:

Health benefits / exercise (31.8%)

Pleasure/enjoyment (29.1%)

Better for the environment (24.3%)

Figure 24 below details the percentage of responses for each perceived benefit.

Figure 24: Benefits to Walking

Main Barriers to Walking and Cycling

Each respondent able to select their top 3 main barriers to walking and cycling. The top responses were as follows:

Condition of roads, paths and cycling routes (including surfaces, lighting and overhanging vegetation) (17%)

Safety when cycling (15%)

Lack of off-road/traffic free cycle routes (13%)

Weather (11.3%)

Lack of on-road cycle lanes (10.6%)

Figure 25 on the following page details the percentage of responses for each barrier to walking and cycling.

Figure 25: Perceived barriers to walking and cycling in Larkhall

Interest in Walking and Cycling More Often

Figure 26: Interest of Respondents in Cycling More Often

Figure 26 displays that of the 54 responses 50.9% stated they would be interested in cycling more. Respondents each stated which would convince them to cycle more often:

More dedicated off-road/traffic-free cycle routes (59.5%)

More on-road cycle lanes (19%)

Reduce number/ speed of cars (4.8%)

Figure 27: Interest of Respondents in Walking More Often

Figure 27 displays that of the 54 responses 55% stated they would be interested in walking more. Respondents each stated which would convince them to walk more often:

Better lighting of roads/ walking routes (48.8%)

Better pedestrian crossing facilities (16.6%)

Better information on walking routes (6.3%)

Additional Comments from Initial Survey

There are a number of additional comments taken from the survey. These comments provide an insight into the nature of the issues associated with active travel in the study area. The comments note a number of physical barriers, however there are number of comments which outline a number of soft measures that can be introduced. The comments displayed below provide an indication of the areas and the types of interventions respondents would like to have implemented. The full list will be presented in Appendix A.

“Parking on pavements is a major problem in the area and there is zero enforcement”

“Cycling infrastructure in Larkhall requires better connectivity to other areas with SLC. Road repairs need to be maintained to make roads safer to cycle on especially in regards to fixing potholes and drainage issues.”

“There might be better information on waking routes online but not everyone can access these. Having on site walking routes or greater signage/advertising might be beneficial to encourage walking /cycling outwith shops.”

“Walking cycling and horse riding and driving is increasingly dangerous due to fast and inconsiderate driving distance and lack of courtesy to other road users.”

“Any possibility of using sections of old railway lines should be investigated (for example, to Ashgill or Stonehouse).”

Placecheck Online Map

There were 19 unique comments that were added to the map which is displayed in Figure 28. The full list of comments and locations is available in Appendix B; however, some key words/phrases are displayed below to provide an indication of the views of the Active Travel facilities in the study area.

Figure 28: Placecheck map of comments made in the Stakeholder Engagement

Key Positives

Local heritage visible within town

Key Negatives

Narrow Pavement

Dangerous crossroads

Dangerous Path with no access to buggies

Paths in terrible state of repair

Issue with path subsidence on NCN74 route by Raploch

Additional Placecheck Feedback

There were also comments outlining potential improvements in the study area. Below is an indication of the type of words and phrases.

Narrow path has space to field widen path

Potential to make a sperate cycleway pas the child centre

Tidying up of path to access good bridge

Deployment of drop kerbs

Follow-up Engagement Activities

The Initial Draft Feasibility Study was made available online to members of the public between April and May 2021, where people could view or download the document and provide feedback. Key Stakeholder workshops were also hosted between April and June 2021. This feedback will then help inform the study, future proposals and final recommendations.

Second Online Survey

The online survey showed respondents were either supportive or strongly supportive of the proposed network. Survey respondents were asked which of the proposals presented in the Draft Proposed Network should be top priority, why they should be top priority and if they had any other relevant comments, key responses included:

More active travel routes are required;

A priority should be dedicated cycle lanes along Larkhall Main Street providing direct safe route to the town centre amenities prioritising active travel, better air quality and improve economic vitality;

Existing cycling facilities are poor and “No Cycling” signs are present in places;

Greater priority for people walking and cycling over private vehicles around schools and routes to schools;

A direct segregated cycle route between Blackwood, Canderside Toll and Larkhall should be developed, avoiding the detour off the desire line through Stonehouse.

Survey respondents were very supportive of the principle of making roads and streets more welcoming to walking and cycling, even if this meant less room for other traffic.

Survey respondents were asked about their average travel per week and whether their frequency of use of different travel modes had changed during COVID-19 restrictions.

Respondents stated that their journeys by car had either decreased or remined the same, journeys by public transport had decreased and journeys on foot and by bike had increased.

Overall, there was a decrease in journeys by car, journeys by public transport remained the same and journeys on foot and by bike increased. Respondents said they were very likely to increase walking and cycling journeys after COVID-19 restrictions were lifted.

Follow-up Stakeholder Workshops

Key Stakeholder Workshops were hosted between April and June 2021 in order to gain feedback on Draft proposals and to identify further opportunities and challenges.

Some of the relevant key feedback from these workshop sessions included:

The Study and proposals within should take cognisance of the ongoing Larkhall Town Centre Strategy and Action Plan and seek to collaborate where possible once the Strategy and Action Plan are finalised;

Availability of parking and the absence of parking charges is important to many in the town;

There has been a history of road traffic accidents in the town centre and main street, improvements have been made but it continues to be an area of concern;

Linkages to the new Morgan Glen Surgery should be incorporated into proposals;

Opportunities for greater active travel permeability in the Machanhill area

Public Life Survey

A Public Life Survey was undertaken on Union Street, Larkhall as part of this study. The Public Life Survey Tool method utilised for this study was the Twelve Quality Criteria Method which was developed to as a ‘tool for researching how public spaces are experienced by their users’ and to assess if a space has features which are protective, comfortable and enjoyable, as without these functions the quality of public space is reduced and people are less likely to want to use the space. The Twelve Quality Criteria Method is part of a suite of Public Life Survey tools developed by Architects and Urban Designers: Gehl28 Gehl, Public Life Tools, 2021, https://gehlpeople.com/tools/how-to-use-the-public-life-tools/ .

This section of the report summarises information and the findings of the Public Life Survey. The full Survey Report and results can be found in Appendix C of this report.

Figure 29: Public Life Survey Location, Union Street, Larkhall

Figure 29 above shows the location of the Public Life Survey on Union Street, Larkhall where the majority of local shops and businesses are located.

Public Life Survey Observations

Figure 30: Typical Cross Section of Union Street, Larkhall Survey Area

Figure 30 above shows a typical cross section of Union Street, Larkhall within the survey area, key observations and approximate measurements.

The survey looked at the 12 criteria with the three themes of Protection, Comfort and Enjoyment. Each of the criteria were assessed and given a score of 1-3 depending on the criteria. The highest scores represent the qualities of the public space that are strongest. Figure 31 on the following page shows a summary of the scoring and Table 3 shows some of the key observations on site.

Figure 31: Summary of Public Life Scoring

Table 2: Public Life Survey Observations

Themes	Observations
Protection	Protection is low due to the exposed nature of the road, both to the weather and also to road traffic, with few opportunities for shelter/separation, with reduced natural surveillance at night-time.
Comfort	The current street design includes pedestrian crossings and street furniture which work well to aid mobility and provide seating/talking opportunities. However, comfort is reduced by the exposed nature of the street and there is a lack of options for seeing and for play, exercise and recreation.
Enjoyment	The street appears very hard/urban and the scale of the street is perceived to be wider than it is due to a lack of enclosure.

It should be noted that the physical survey was conducted on Wednesday the 27th of January 2021 during a period of national restrictions resulting from the COVID-19 pandemic. It is likely that these restrictions will have had a strong influence on the public life activity observed during the surveys.

Public Life Survey Recommendations

Overall, the street feels exposed and focuses on movement function, which reduces protection, comfort and enjoyment. Therefore, place function is low.

The main recommendation of the Public Life Survey was to reduce the scale of the street and increase the sense of enclosure and to also offer relief and protection from unpleasant sensory experience from the busy road with improved options for seeing, by;

Incorporating planting within the streetscape to provide separation from the road corridor and to help to reduce the scale to a more human scale.

Addressing damaged public realm materials to make the area feel better cared for and improve the experience of aesthetic qualities.

Provide relief from the main road through spaces that offer opportunities to enjoy positive aspects of climate.

Proposed Network and Phased Delivery

Principles of Proposed Network

A complete network of walking and cycling routes has been developed using the results from the engagement process, alongside the other associated investigations and consultation work undertaken for the study area. The proposed network demonstrates what a coherent, direct and attractive active travel network in Larkhall would look like. The network will consist of existing paths and routes that will be upgrade alongside with a range of new connections.

The aim was to develop a plan and identify opportunities which:

Address the concerns raised, enabling walking and cycling as a convenient choice for all trip types;

Support local businesses and the economy;

Are aligned with best practice in designing people friendly streets and spaces;

Are in line with policy objectives at all levels of government; and

Are likely to attract funding and/or takes advantage of planned changes.

The focus has been on developing an active travel network for Larkhall that provides safety and access to those who wish to cycle. The needs of those walking and wheeling will be considered as an essential part of any active travel project.

Some key points:

At this early stage of development, the proposed routes are indicative connections and are not proposed alignments.

Where a proposed connection is taken forward, different alignments options will be assessed against feasibility criteria and cycle network design principles, the most suitable alignment will be taken to the next design stage.

When the design for a route is considered, connections to it and across it will be considered in addition to the route itself.

Stakeholder and public consultation will take place at every stage of the development process.

Design principles for a good cycle network reflect the issues raised during the consultation period. The first five core design principles shown in Table 3 are taken from Cycling by Design guidance. While these were principally developed and applied to cycle networks and cycle infrastructure, the core principles are also highly relevant and applicable to walking infrastructure and networks.

In addition to the core design principles from Cycling by Design, the additional two core principles shown below at the bottom of Table 3 should be considered.

At this early stage of development, the most relevant principles are Cohesion and Directness. The other three principles become key criteria in the latter stages of the process through feasibility and design stages.

Table 3 - Cycling by Design Core Design Principles

Design Principle	Areas to Consider
Cohesion	Interconnections between routes (250-500m density) Interconnections between modes Connections to the wider network (regional and national)
Directness	Time Distance
Safety	Road safety Personal safety Health
Comfort	Easy to navigate Reasonable gradient Smooth surface
Attractiveness	Varied, busy environment Personal safety
Adaptability / Future Proofing	Proposals should take into account potential growth in walk and cycling and future expansion of networks.
Accessibility	Proposals should consider and cater for the needs of all types of users including those with a range of disabilities.

South Lanarkshire Council will work in partnership with funders Sustrans to develop and deliver active travel projects through the Sustrans: Places for Everyone framework and funding programme. In addition to the core design principles set out on the previous page, proposals must also consider the following Places for Everyone design principles which have been developed in order to ensure that projects receiving funding make the largest possible impact:

Develop ideas collaboratively and in partnership with communities.

Facilitate independent walking, cycling, and wheeling for everyone, including an unaccompanied 12-year old.

Design places that provide enjoyment, comfort and protection.

Ensure access for all and equality of opportunity in public space.

Ensure all proposals are developed in a way that is context-specific and evidence-led.

Reallocate road space, and restrict motor traffic permeability to prioritise people walking, cycling and wheeling over private motor vehicles.

All designs will be assessed against how well they achieve the design principles and will have to run through the following Design Stages:

Stage 0 – Strategic Definition

Stage 1 – Preparation and Brief

Stage 2 – Concept Design

Stage 3 – Developed Design

Stage 4 – Technical Design

Stage 5 – Construction

Stage 6 – Handover and Close Out

Stage 7 – In Use

More detailed information about the Sustrans Places for Everyone fund and project framework is available online including more detailed information about design stages, requirements and both stakeholder and community engagement29 Sustrans, Places for Everyone, 2021, https://www.sustrans.org.uk/our-blog/projects/2019/scotland/places-for-everyone .

Proposed Networks

The proposed networks have been split into the following three categories:

Core Routes – will include the proposed strategic cycle connections linking both within and beyond the study area along main arterial routes. The core routes could consist of fully segregated cycle infrastructure along main roads, improvement of existing traffic-free links or on-road links on streets with low traffic volumes and speeds. Generally, most communities within the study area will be within 500m of one of the proposed Core Routes.

Main Routes – will include further connections to major trip attractors such as schools, shopping centre and areas of employment and link to the wider and more strategic Core Routes. The main routes could consist of fully segregated cycle infrastructure along main roads, improvement of existing traffic-free links or on-road links on streets with low traffic volumes and speeds. Most communities within the study area that are not within 500m of the core routes will be within 200m of a proposed Main Route.

Local Links – will include additional links to local destinations and connect communities and local destinations that are not within close proximity to the proposed Core and Main Routes. The local links could consist of new and improved traffic-free links, on-road links on streets with low traffic volumes and speeds or quiet, rural roads.

The proposed links above could utilise a range of the following toolkit of infrastructure improvements which could be implemented:

Segregated cycle lanes

Shared use paths and traffic-free links

Traffic-calming and speed limit reduction

Cycle-friendly neighbourhoods and quiet streets

Filtered permeability and traffic management changes

Contra-flow cycle lanes

Improvement of active travel signage and wayfinding

Improvement of existing access controls and barriers

Secure cycle storage and parking

Accessibility and crossing improvements

Streetscape and urban realm improvements

The map below in Figure 32, displays what a comprehensive and coherent active travel network would potentially look like for Larkhall. It provides connections to key trip attractors and neighbourhoods in the study area. A large scale map of the proposed routes is provided in Appendix D of this report.

Figure 32: Proposed Active Travel Network for Larkhall

The proposed Core Route for Larkhall would follow the main B7078 road corridor north-south through the study area providing a central spine from which the wider active travel network can grow.

The other proposals have been split by area.

Larkhall North-East - Merryton and Meadowhill Proposals

Proposed Main Routes include links to: Merryton Station, Glengowan Primary School and the proposed Community Growth Area to the north of Merryton; and a link connecting communities in the Meadowhill area with Merryton and Larkhall town centre.

Larkhall Central and West - Raploch, Millheugh and Burnhead Proposals

Main Routes are proposed along the alignment of the existing NCN74 route connecting Raploch, the town centre and the rail station and down through Millheugh and across Avon Water; a route along Caledonian Road and King Street connecting the rail station and town centre; and connections around the Leisure Centre and Larkhall Academy.

Proposed Local Links in the area include links to St. Mary’s Primary School; around Cherry Hill, Morgan Glen and Millheugh; through towards Chatelherault Country Park; and west from Morgan Glen towards Quarter.

Larkhall South-West - Strutherhill Proposals

Proposed Local Links in this area include a number of streets in the Strutherhill area and proposals to make a more cycle-friendly neighbourhood which would link to the proposed Core Route on the B7078.

Larkhall South-East - Harleeshill Proposals

There are proposals for two Main Routes west of the main road to provide links through the Machan, Harleeshill and Burnhead neighbourhoods linking to the B7078 and Larkhall town centre in the west and Ashgill in the east.

There are proposed Local Links by Machanhill Primary School and Manseview, both of which utilise traffic-free paths and would provide additional active travel permeability to the area.

Ashgill Proposals

Two Main Routes are proposed on the east of the Burnhead Road bridge over the M74, the first linking to Ashgill and the second north and east linking with Garrionbridge. East of Ashgill a Local Link could be provided to Netherburn.

Proposed Cycle Network- Delivery Phases

In order to develop the existing and proposed network in a coherent and efficient way, key routes and areas have been identified as priorities for implementation. The following proposed delivery phases are not set proposals at this stage, but a demonstration of how a comprehensive network of routes could be developed over time. Some of the proposed routes utilise existing NCN routes or other existing walking or cycle routes which will be reviewed and further developed where required. These proposed phases are intended to assist in discussions and decision making.

The following section of this report provides an outline of the proposed delivery phases and how these could build to create a cohesive and integrated active travel network in the study area. The proposed phasing order would help build a comprehensive network that provided increasing connectivity to all communities across the study area.

Phase 1

This delivery phase will include targeting many of the issues raised within the public and stakeholder surveys including looking at some of the smaller interventions which could be delivered sooner and some already planned works. Proposals could include

Review of existing NCN and cycle route conditions and improvements

Signage and Wayfinding improvements across study area

Minor area based improvements including smaller local traffic calming improvements

Delivery of signage only on-road routes.

Review of existing links to local schools

Development of a cycle parking strategy in partnership with local communities

Phase 2

This phase will focus on delivering the proposed Core Route which will form the main spine of the Larkhall Active Travel Network. This route will take the longest amount of time to develop and will include stakeholder and community engagement and significant design works. This Phase will also look to incorporate some of the recommendations outlined in the Public Life Surveys which could require additional public engagement and consultation. These proposals should therefore be programmed in earlier. Phase 2 includes:

Core Route: north-south along the B7078 corridor linking all the way through Larkhall from the Carlisle Road shared use path facilities in the north down to the Canderside Toll roundabout in the south.

Local streetscape and urban realm improvements recommended through the Public Life Survey.

Phase 3

Phase 3 will focus on delivering the Main Routes which will develop further access from the proposed Core Routes. Phase 3 will include:

Main Route: Merryton links to Merryton Rail Station, Glengowan Primary School and the proposed Community Growth Area to the north of Merryton.

Main Route: Link connecting communities in the Meadowhill area with Merryton and Larkhall town centre.

Main Route: along the alignment of the existing NCN74 route connecting Raploch, the town centre and the rail station and down through Millheugh and across Avon Water.

Main Route: along Caledonian Road and King Street connecting the rail station and town centre.

Main Route: connections around the Leisure Centre and Larkhall Academy.

Main Route: through the Machan and Burnhead neighbourhoods via Machanhill Primary School linking Larkhall town centre east towards Millburn and the bridge over the M74.

Main Route: through Machan and Harleeshill neighbourhoods linking the B7078 and the bridge over the M74.

Main Route: east of the Burnhead Road bridge over the M74 linking to Ashgill.

Main Route: east of the Burnhead Road bridge over the M74 linking with Garrionbridge.

Phase 4

Phase 4 will look at providing the Local Links which will provide permeability within communities including on-road links on streets with low traffic volumes and speeds and traffic free paths. Phase 4 will include:

Local Link: Raploch link to St. Mary’s Primary School

Local Link: links around Cherry Hill, Morgan Glen and Millheugh

Local Link: west from Morgan Glen towards Quarter and to Chatelherault Country Park

Local Link: a number of streets in the Strutherhill area and proposals to make a more cycle-friendly neighbourhood which would link to the proposed Core Route on the B7078

Local Link: Machanhill Primary School link through Burnhead.

Local Link: Manseview link to Machan.

Local Link: East of Ashgill to Netherburn.

Key Delivery Principles

For people in Larkhall to see active travel as a natural choice for short everyday journeys, the network of routes needs to be coherent and direct. Routes also need to be (and feel) safe, comfortable and attractive as highlighted earlier in the Core Design Principles. The development of the network should also incorporate the following principles and considerations.

People-focussed design

Community engagement and stakeholder consultation activities will continue to be undertaken to ensure that proposals meet the needs of local communities. Design proposals must seek to deliver benefits to all users in a balanced way and deliver people-focussed designs. In the context of a motorised traffic dominated town, this will mean prioritising the needs of people travelling on foot and by bike and in accordance with the Sustainable Travel Hierarchy set out in the NTS2 and shown earlier in this report in Figure 19. The design should aim to support the needs of all categories of users, across age groups, or journey purposes.

Neighbourhood permeability

Active travel networks must provide connectivity both to and within local neighbourhoods to facilitate journeys to local destinations schools, parks or local shops. These local journeys and local destinations which are often removed from key commuter corridors such as the school run have great potential to be undertaken through active travel. Walking, wheeling or cycling through a local neighbourhood should be easier, more direct and convenient than driving (if through traffic is allowed).

Multimodality

The proposed network and its design should facilitate connection and pay particular attention to interchange points with public transport, as well as considering the impact of any proposed changes on bus provision and journey times.

Information, promotion and behaviour change activities

Incomplete, missing or lack of signage and wayfinding along existing routes and local destinations has been highlighted by stakeholders as an issue within the study area.

Any proposed routes must be accompanied by a communications strategy to maximise their use and benefits. This could include engagement events during the design process, mapped information and signposting of the build route, and ongoing promotion and behaviour change campaigns to sustain growth in use.

Continued delivery of cycle training in schools, the Junior Road Safety Officer Programme and School Travel Plans across the area will also provide a key opportunity to provide information, promote proposals and deliver behaviour change activities.

The creation of dedicated cycle hubs within the local area could also be a valuable addition to promote active travel and provide opportunities for community-led initiatives.

Maintenance and enforcement

A lack of maintenance of the existing walking and cycling network was also highlighted as an issue within the study area through the public surveys and stakeholder input. The design of active travel infrastructure should seek meet good quality standards after initial construction including surface condition, cleanliness, lighting, tree root encroachment, dropped kerbs etc.

Encroachment by vehicles on dedicated active travel infrastructure ideally should be prevented through design features and street layout to prevent obstructions to people walking and cycling. Where this is not possible, ongoing enforcement requirements should be considered at the design stage.

Next Steps

It is recommended that South Lanarkshire Council review the proposals outlined within this report and engage with key delivery partners to begin delivery of those proposals.

It is recommended that proposals are grouped together where possible and applications are made through the Sustrans Places for Everyone Framework when possible for a majority of the larger or more challenging projects. Officers should review corresponding proposals that have been developed for the other Active Travel Feasibility Studies and identify where there are potential cross-study boundary routes and interventions that could be combined or delivered together.

While these applications are progressing and individual projects are developed through the Places for Everyone Design Stages, it is recommended that the Council continue to engage with the local communities, key stakeholders and key delivery partners identified throughout this study and seek opportunities to collaborate on the development of these proposals.

Appendices

- Additional Survey Responses

Question 14 of the online survey allowed respondents the chance to rate a number of walking and cycling facilities in the study area. The following graphs below display the percentages of responses for each of the following 11 types of facilities.

Figure A 1: Changing facilities (i.e. at your place of work/education/leisure facilities)

Figure A 2: Amount of cycle parking

Figure A 3: Security of cycle parking (i.e. from vandalism/theft)

Figure A 4: Condition of the roads/paths/cycle routes

Figure A 5: Lighting on roads/paths/cycle routes

Figure A 6: Number of walking / cycling routes

Figure A 7: Signage

Figure A 8: Widths of pavements/paths/cycle routes

Figure A 9: Pedestrian and cycle crossing facilities

Figure A 10: Ability to take bicycles on trains

Figure A 11: Walking/cycling routes to destinations I want to travel to.

Question 15 of the online survey allowed respondents the chance to rate the perceived impact traffic volumes, speeds or through traffic had on in preventing them from walking cycling or wheeling for their everyday journey. The results are displayed below.

Figure A 12: Perception of general traffic volumes, speeds or through traffic on residential streets in your local area preventing you from walking, cycling or wheeling for your everyday journey

Respondents were also asked to provide an additional comments they had about walking and cycling in the local area and how these could be improved. The following table outlines these comments

Please note, a very small number of comments received in the survey have been removed where personal data was recorded in order to protect privacy. Where possible, the rest of the comments which do not identify personal data have been retained.

Table 4 - Online Survey Results for Question 16: If you have any other comments about walking and cycling in Larkhall, please let us know

Q16. If you have any other comments about walking and cycling in Larkhall please let us know
I walk every day and because Ashgill is quite isolated, there is only one path to walk from the village into Larkhall. The road from Ayr Road lights over the motorway and into Larkhall is disgraceful. The path is very narrow, covered in mud and vegetation, roads full of potholes frequently, meaning a drenching from buses and cars. A widening of the path and clearing of mud and weeds would help to make it safer to walk here.
As I fall into all the above categories, I see alot of safety issues from each regarding safety walking on a cycle path, cycling on a path, driving on a road where there is a visible cycle path. Cars parking on cycle route and abuse from Pedestrians stating cyclists have no right to be on those paths. Also right of ways and dogs off leads are a massive inconvenience. I work in shawsburn and the lighting and speed of the road makes for a dangerous pedal to work. I can cycle to work in 7mins but I drive because its safer. I would love to be a part of the solution to fix my home town and make it safer and surrounding areas. Not add to the problem of driving all time.
There might be better information on waking routes online but not everyone can access these. Having on site walking routes or greater signage/advertising might be beneficial to encourage walking /cycling outwith shops.
Pavements & lighting poor
Parking on pavements is a major problem in the area and there is zero enforcement. Police and local wardens treat this as acceptable behaviour and it really detracts from walking and cycling pleasure.
If I could get a loan bike.scheme I.would enough cycling all time or gave one
Actually take care of the lanes and paths you have installed as there is a cycle path on the pavement from larkhall to hamilton and due to the condition of the path most cyclysts go in the road... And the paths and lanes throughout larkhall and the surrounding areas as they normally arnt maintained making the routs dangerous
Larkhall and the surrounding areas have many disused railway lines. How amazing would it be to cycle to Ashgill, Stonehouse, Lesmahagow and all areas without going on a road. Journeys would be quick as there would’ve no traffic lights or junctions and most of all it would be so safe for every cyclist not matter their ability. It would be a pleasure and a beautiful journey.
Walking cycling and horse riding and driving is increasingly dangerous due to fast and inconsiderate driving distance and lack of courtesy to other road users. Dogs Horses and pedestrians can be easily startled by vehicles passing too close or revving engines at speed
The road to Larkhall from netherburn is not safe special at the s bend toward the end of manse brae, the path is next to nothing, and if the budgets cuts for school transport go no child of mine will b walking that road it’s not safe and speed limit I’m sure is a 50 + , We have no other way in and out, This need restored or made in to a single track with traffic lights in order to make this particular bit of path wider and safer
In Winter if snow has been lying for a number of days the pavements of back streets become very treacherous requiring pedestrians to walk on roads. After about 4 or 5 days when all major roads have been gritted these back street pavements should be seen to.
Walking is fine but I think less experienced cyclists are fearful of cycling on roads. I would 100% cycle much more often if I didn't have to use the road.
The road down the milleheugh Brae doesn't look like it gets repaired very often, which has resulted in pavements buckling and the road developing pot holes in places. This is a cycle route aswell which makes it difficult to navigate when vehicles are traveling to fast both up and down the hill. Horses aso live in the area which means the roads speed limit should be reduced as drivers can sometimes be going at 30+ mph in the residential area where children live) and signs put up to warn drivers of cyclists and horse riders (there are no warning signs on the milleheugh Brae regarding horse riders or cyclists)
Not very many paths to walk from netherburn especially with kids or at night. The pavement between netherburn and ashgill is none existing in some places and down right dangers. I have noticed part of it had been cleaned recently. Rest needs renewed. Also some off road paths had been resurfaced in recent years but not maintained, as a result they are near unusable again fir some
The cycle path from larkhall to ferniegair is ideal except for the speed of the cars on that road. If you are cycling and need to pash a Walker or another cyclist it can be done as the path is wide enough . However you are quite near the road when doing so and when you have cars speeding past at 50/60 it’s dangerous. This road should have speed calming on it or be a 30
Rubbish is my main bug bare . There is rubbish on or at the side of every path in Larkhall . The local authorities have not enforced anti littering schemes. It is embarrassing the state of Larkhall. Name and shame those who fly tip . There is signs about cctv to prevent littering but this is an idle threat. Cycle paths between Larkhall via chatelherault and Hamilton is not wide enough for cycling and pedestrian. This is a fast road which is popular with walkers, forcing you to cycle on the main road. The back road from Millheugh to Stonehouse is a cycle route, it is in disrepair with roads like that do not bring cyclists to the area . If you want more information on local cycling walk ways.
Cycling infrastructure in Larkhall requires better connectivity to other areas with SLC. Road repairs need to be maintained to make roads safer to cycle on especially in regards to fixing potholes and drainage issues. Traffic speeds on country roads and within Larkhall is also an issue.
Rather than widen the pavement between Hamilton and Larkhall, you should have made proper cycle lanes on the road like they have between Blantyre and Rutherglen and what they are trying to do in Glasgow. Joint pedestrian-cycling pavements are hopeless with too many people wanting to use the same narrow strip. You seem to think just designating some alleyway as a cycle path is all you need to do, while the run around the football parks at in the Raploch area s fine,there is so much more that could be done.
The main issue is coming down from the toll. Heavy traffic when an issue on the motorway so if you were going from the bottom of larkhall to the top, not only is it uphill but there's a heavy traffic flow which makes it feel unsafe.
Our kids are not allowed to cycle or scoot to school. When the new schools were built bike stores should have been a priority. Our leisure centre doesn’t have any secure bike storage either
It’s not just Larkhall that is the issue, travelling from ashgill either on bike or walking is near impossible. The road is unsafe and the path is in disrepair. You cannot get a buggy along the path and frankly it’s unacceptable. I commute occasionally but it’s a risk, you need to support local communities better.
What’s the point in an ‘’on pavement’ cycle lane as per Larkhall to Chatelherault when clearly it’s not wide enough or safe enough for both cyclists and pedestrians.
SLC need to clamp down on the following; vehicles parking in dangerous locations. parking on pavements. Speeding drivers. Increase the crossing times at pedestrian crossings. Red Light Jumpers. Four Way Crossing at busy junctions; only one direction is given permission to cross/proceed at any one time. This system has been adopted at the main four way crossings during temporary traffic lights, and it has worked. Advance warning of road works/closures.
Cars, van etc are often parked on pavements making use of mobility scooter, wheelchairs and prams very difficult especially when there is no dropped kirbs near by or the vehicle is parked across the dropped kirb.
No safe place to lock bike in town centre Rubbish accumulating on streets and side of roads is disgusting and eye sore. Also a problem on more country roads. Makes walking and cycling less pleasurable/appealing. Rubbish alongside the path at Fairborn football pitch is appalling- even more so as This is part of a way marked cycle route. Also path is beginning to subside.
Route from Chatelherault is useful to have but not very wide and mixes people walking and cycling, causing conflict. When it reaches Larkhall at Merryton it's too tight at bus stop – cycle path should go behind it where's there's space in field. Off road route after Raploch pitches becomes a bit convoluted from Burnbrae St – NCN74 signs could be bigger. NCN runs north-south on western side of town centre –no real equivalent route for cycling on eastern side of town. There's a lack of east-west routes across Larkhall too. One possible route could go from the pedestrian cut-through off Union St to north of Academy St – could link to Montgomery St, Victoria St or Claude St (past fire station). If long parking spaces on Claude St were shortened/angled there might be room for a segregated cycleway. Paths could be widened around Muir St on other side from Health Clinic and Children's Centre. Across Drygate St at Ashburn Loan paths towards the cemetery could link to Roselea St and across to the lane at Duke St opposite Maple Dr. It then links to Summerlee St near Merryton station. This could create a useful loop with the NCN off road paths the other side of Hamilton Rd. Any possibility of using sections of old railway lines should be investigated (for example, to Ashgill or Stonehouse).

- Placecheck Full Results

Table 5 below provides the full results of the Placecheck online mapping where respondents could add: Things I like, Things I don’t like and Things we need to work on.

Please note, a very small number of comments received in the survey have been removed where personal data was recorded in order to protect privacy. Where possible, the rest of the comments which do not identify personal data have been retained.

Table 5 - Placecheck Online Map Full Comments and Comment Locations

Category	What is it?	Why am I adding it?	Latitude	Longitude
Things I don't like	Crossroad	This cross road is dangerous	55.7301	-3.95962
Things I don't like	Path	The path here is dangerous. No access for buggies	55.7339	-3.95807
Things I don't like	Narrow pavement	Pavement too narrow next to traffic could be made wider by building into field	55.7411	-3.96883
Things I like	Old Broomhill Arch	Local history	55.7406	-3.97441
Things we need to work on	Keir Hardie Rd	Grass verges could be converted to cycle lanes. Wide side road mouths should be narrowed (with path set back and raised for visibility).	55.7433	-3.98021
Things we need to work on	Lanes off Hareleeshill Rd/Mason St	Path across field could link to primary school.	55.7406	-3.97729
Things we need to work on	Path next to Muir St	Could be widened to make separate cycleway past clinic/child centre. Could link from Drygate St then round corner on Percy St towards Claude St/Victoria St.	55.7456	-3.96636
Things we need to work on	Union St meets pedestrian lane	Another build-out at lane would help visibility when coming in or out.	55.7484	-3.98157
Things we need to work on	Bend on NCN path	Subsidence issue needs to be fixed.	55.7469	-3.97733
Things we need to work on	Mossblown St lockup garages	Could be moved to allow widened off road path along to High Avon St. Would cut out convoluted bit of NCN74 on way to town centre.	55.7378	-3.97923
Things we need to work on	Rough path off Station Rd	Could be paved and bollards added as a walking/cycling path.	55.7276	-3.95362
Things we need to work on	Path past bus stop	Too narrow there's space in field to widen path behind bus stop.	55.7371	-3.94049
Things we need to work on	Maple Dr filter	Needs drop kerbs added so people can cycle through on way to station.	55.7327	-3.94464
Things we need to work on	No drpp kirb	Can't cross road with mobility scooter	55.7341	-3.94774
Things we need to work on	Bridge	This is a perfectly good bridge. A bit of tidying up on the path and you have an off road travel alternative to Larkhall from ashgill and surrounding areas	55.7296	-3.96781
Things we need to work on	Path and cycle access	The pathway needs a good clearing. Its in a terrible state	55.7245	-3.96471
Things we need to work on	Road markings	Road markings in middle of road could be removed to make space for cycle lanes	55.7172	-3.96106
Things we need to work on	Cycle Route	No cycle lanes in this section but loads of room to make improvements for people cycling and walking here.	55.7302	-3.98546
Things we need to work on	Morgan Glen Viaduct	Could something be done with the old historic rail bridge?	55.7356	-3.97323

- Public Life Survey

Public Life Survey: Introduction and Method

AECOM has been commissioned by South Lanarkshire Council to undertake an appraisal using the Gehl ‘Twelve Quality Criteria’, to inform the Larkhall Active Travel Feasibility Study.

This report provides an appraisal of Union Street in Larkhall and the study area is shown in Figure C.1.

The report has been carried out by a Chartered Landscape Architect using professional judgement in response to the criteria. The structure is as follows:

Location plan;

Summary of analysis against the Twelve Quality Criteria, including scoring;

Annotated photo record;

Typical section;

Summary diagram of scoring;

Observations; and

Recommendations.

Public Life Survey: Twelve Quality Criteria Method

Gehl’s Twelve Quality Criteria has been developed as a ‘tool for researching how public spaces are experienced by their users’ and to assess if a space has features which are protective, comfortable and enjoyable, as without these functions the quality of public space is reduced and people are less likely to want to use the space (Gehl, 2021). It is part of a suite of Public Life Survey tools developed by Gehl.

The study area was decided on to reflect the main commercial area and area of public life within Uddingston and the boundaries were refined following the on site appraisal to focus on the main area of activity.

The AECOM Landscape Architect used the Gehl Twelve Quality Criteria to conduct an independent appraisal of the study area, looking at the three themes of Protection, Comfort, and Enjoyment. The appraisal took place on Wednesday 27th January 2021. The full Quality Criteria Assessment criteria can be found online30 Gehl 12 Quality Criteria Method Public Life Survey https://gehlpeople.com/tools/twelve-quality-criteria/ .

Each of the criteria have been scored as below.

1 = No

2 = In-between

3 = Yes

Therefore, the highest scores represent qualities of the public space that are strongest.

Figure C.3 illustrates the spread of the scores.

Public Life Survey: Limitations

The findings of this appraisal are limited to observations at the time of the site survey. The survey was conducted on Wednesday 27th January 2021 and the weather conditions were as follows; 2-4°C between morning and mid-afternoon, light fog clearing to cloudy and light rain. There were light winds through the day.

The survey was also conducted during the COVID-19 global pandemic and at a time in which Scotland was under National Lockdown restrictions, which is likely to have had a strong influence on the public life activity observed.

The survey was conducted from publicly accessible locations and no technical or practical problems were incurred.

Public Life Survey: Location

Figure C.1 Public Life Survey Location, Union Street, Larkhall

Public Life Survey: Twelve Quality Criteria Summary

Table C-1 Twelve Quality Criteria Summary: Protection

Criteria	Summary	Score
Protection against traffic and accidents	Less able groups may experience more difficulty crossing due to the frequency and speed of traffic (30mph), these groups may be limited to using the controlled crossings. Other more able groups may feel more comfortable using the regular footway build-outs, which assist with traffic safety. There are no cycle lanes.	2
Protection against harm by others	The street contains mainly daytime commercial land use. There are a number of vacant commercial units which makes the area seem quieter in places. The area is well lit along Union Street, although side streets feel quiet and uninviting in the evening.	2
Protection against unpleasant sensory experience	The road is busy and generates noise and smells of pollution. A parade of shops to the west of Union Street, have a canopy to provide shelter. There is little other shelter from the elements.	1

Table C-2 Twelve Quality Criteria Summary: Comfort

Criteria	Summary	Score
Options for mobility	Footway build-outs at crossing points are located at regular intervals. Routes along the street are direct and easy to navigate with occasional landmarks. Car parking to either side of the street reduces pedestrian visibility. Continuous crossings to side streets and access points create a continuous level pedestrian surface.	3
Options to stand and linger	People were observed to linger to the front of shops and around bus stops.	2
Options for sitting	There is regular formal public seating with benches provided along both sides of Union Street, often located at nodal points such as footway build-out crossing points or street corners. Benches have a consistent style and are stainless steel with backrests (13 no.). There are no informal seating options such as low walls and no commercial seating was observed.	2
Options for seeing	Benches are located and orientated towards the road corridor and in some locations, there are views of landmark buildings, including Trinity Parish Church. Benches are often located opposite to each other which creates symmetry and interaction across the street. Car parking obstructs views along and across the street for pedestrians.	2
Options for talking and listening/hearing	There are opportunities for people to sit together and have conversations, in busier places there are multiple benches. People were observed stopping to have conversations in the street both standing and sitting at benches.	3
Options for play, exercise, and activities	There are no features specifically included for play, exercise or activities.	1

Table C-3 Twelve Quality Criteria Summary: Enjoyment

Criteria	Summary	Score
Scale	Buildings heights range from 1 to 3 storeys and where there are 1 storey buildings the sense of enclosure of the street is reduced. Low height buildings are less suited to main roads.	2
Opportunities to enjoy the positive aspects of climate	Seating is located in locations which benefit from open sun light. Morning sunshine lights the west side of the street and afternoon sun lights the east side. Seating often feels exposed to the road.	2
Experience of aesthetic qualities and positive sensory experience	The design of the space includes a consistent palette of public realm materials and facilitates movement across and along the street, which helps to unify the area. However, the street lacks any planting and/or greenspace, making it appear very hard/ urban. There is some damage to surfaces and street furniture.	2

Public Life Survey: Photo Record

Table C-4 Public Life Survey Photo Record and Summaries

C4 1: Buildings

There are mixed architectural styles with occasional landmark buildings such as 2 Union Street (above).

C4 2: Public realm materials

There is a consistent palette of materials to both sides of the street which includes stainless steel benches and bollards and buff concrete flags with a brick edge detail.

C4 3: Continuous crossings

Side streets and access point often have a continuous crossings which aids the flow of movement along each side of the street

C4 4: Street parking

There is on street parking to both sides of the street which reduces the visibility of surroundings experienced by pedestrians.

C4 5: Crossing points

Crossing points are defined by a change in materials and footway buildouts. Benches are often also present.

C4 6: Seating

Benches are located to nodal points and have a consistent style.

Public Life Survey: Typical Section

Figure C.2 Typical Cross Section of Union Street, Larkhall Survey Area

Please note: all measurements are approximate

Public Life Survey: Scoring Summary Diagram

Figure C.3 Summary of Public Life Scoring

Public Life Survey: Observations

Table 6: Public Life Survey Observations

Themes	Observations
Protection	Protection is low due to the exposed nature of the road, both to the weather and also to road traffic, with few opportunities for shelter/separation, with reduced natural surveillance at night-time.
Comfort	The current street design includes pedestrian crossings and street furniture which work well to aid mobility and provide seating/talking opportunities. However, comfort is reduced by the exposed nature of the street and there is a lack of options for seeing and for play, exercise and recreation.
Enjoyment	The street appears very hard/urban and the scale of the street is perceived to be wider than it is due to a lack of enclosure.

It should be noted that the physical survey was conducted on Wednesday the 27th of January 2021 during a period of national restrictions resulting from the COVID-19 pandemic. It is likely that these restrictions will have had a strong influence on the public life activity observed during the surveys.

Public Life Survey Recommendations

Overall, the street feels exposed and focuses on movement function, which reduces protection, comfort and enjoyment. Therefore, place function is low.

The main recommendation of the Public Life Survey was to reduce the scale of the street and increase the sense of enclosure and to also offer relief and protection from unpleasant sensory experience from the busy road with improved options for seeing, by;

Incorporating planting within the streetscape to provide separation from the road corridor and to help to reduce the scale to a more human scale.

Addressing damaged public realm materials to make the area feel better cared for and improve the experience of aesthetic qualities.

Provide relief from the main road through spaces that offer opportunities to enjoy positive aspects of climate.

- Detailed Mapping