dunbar traffic management and environmental improvements study

Dunbar traffic management and

environmental improvements study

Final report

East Lothian Council

December 2007

Dunbar traffic management and environmental

improvements study Final report

Project No: 96731

December 2007

4 St. Colme Street,

Edinburgh

EH3 6AA

Telephone: 0131 226 4693

Fax: 0131 220 0232

Email : [email protected]

Prepared by: Approved by:

____________________________________________ ____________________________________________

E Crowther D McGuigan

Status: Final Issue no: 1 Date: 11 December 2007

j:\96731 dunbar traffic management study\word\reports\final report\final report 111207.doc

(C) Copyright Colin Buchanan and Partners Limited. All rights reserved.

This report has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Colin Buchanan and Partners Limited, no other party may copy, reproduce, distribute, make use of, or rely on the contents of the report. No liability is accepted by Colin Buchanan and Partners Limited for any use of this report, other than for the purposes for which it was originally prepared and provided.

Opinions and information provided in this report are on the basis of Colin Buchanan and Partners Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Colin Buchanan and Partners Limited has been made

Dunbar traffic management and environmental improvements study Final report

Contents Page

1. Introduction 1 1.1 The commission 1 1.2 Geographical and socio-economic context 1 1.3 Scope of the study 4 1.4 Structure of the report 6

2. Review of planning policy 7 2.1 Overview 7 2.2 Summary 10

3. Assessment of key issues 11 3.1 Transport issues in Dunbar 11 3.2 Pedestrian safety 11 3.3 Public transport 20 3.4 Taxis 24 3.5 Town centre car parking 24 3.6 Traffic management 25

4. Planning objectives 26 4.1 Background 26 4.2 Stage 1 consultation workshop 26 4.3 Finalised planning objectives 27

5. Development of solutions 29 5.1 Introduction 29 5.2 Generation of possible solutions 29 5.3 Pedestrian and cyclist safety 29 5.4 Traffic patterns and movement 42 5.5 Public transport 46 5.6 Dunbar parking strategy 49

6. Recommended solutions 55 6.1 Taking forward the possible solutions 55 6.2 Consultation: Workshop 2 55 6.3 Final recommendations 61

1


1. Introduction

1.1 The commission

1.1.1 Colin Buchanan has been commissioned by East Lothian Council to undertake a study to make recommendations and report on possible improvements to the local road network, transport links and environmental improvements in Dunbar.

1.1.2 The population of Dunbar is rapidly expanding with the construction of a significant housing development to the south of the town. A new Asda supermarket has received planning permission and further development such as hotels, restaurants and leisure facilities are also earmarked for the area. These will place significant pressures on the existing transport network. This study identifies and quantifies what these pressures will be and identifies possible measures to manage and reduce them. Importantly the study also identifies how the development area to the south of the town can be better integrated with the “old town” to ensure that the town centre continues to thrive.

1.1.3 Dunbar is an historic town, renowned for its high sunshine record, and attractive coastline and countryside. During the last 20 years Dunbar has undergone a successful period of regeneration. This is now being continued by the Dunbar Townscape Heritage Initiative which aims to repair historic buildings, bring vacant floorspace back into use and contribute towards an improved local economy. The accessibility of the town centre plays a significant role in supporting this regeneration. This study identifies existing accessibility issues to and within the town centre and identifies solutions which are sympathetic to the historic streetscape of the town.

1.1.4 A variety of tools and techniques were employed in this study to identify existing issues, predict future issues and test possible solutions:

� A Paramics microsimulation model was developed to understand existing traffic flows in the town and show the effect of future development on traffic flows;

� Site audits of pedestrian and cycle routes and facilities; � Site audits of public transport routes and facilities; � Parking surveys.

1.1.5 Consultation with stakeholders formed the cornerstone of the study in ensuring that all problems and issues were identified early in the study and that appropriate solutions were identified. Consultation took the form of two workshops to which a range of stakeholders were invited, together with informal ad-hoc consultation throughout the course of the study.

1.2 Geographical and socio-economic context

East Lothian

1.2.2 East Lothian lies immediately to the east of Edinburgh and is bound to the north by the Firth of Forth and to the south by the Scottish Borders. It is geographically a large council area, covering approximately 700 square kilometres.

1.2.3 Over half of East Lothian’s population live in the western half of the council area, the main towns here being Musselburgh (22,122), Prestonpans (7,153), Tranent (8,892) and Cockenzie / Port Seton (5,499). The principal towns in the east are Haddington (8,851), North Berwick (6,223) and Dunbar (6,354).

2


1.2.4 East Lothian’s economy was built on farming, fishing, coal mining and general manufacturing. Today, East Lothian has a diverse economy, ranging from the primary industries of mineral extraction, energy production, agriculture and fishing, to secondary and tertiary industries such as electronics, biotechnology, construction, distribution, catering, finance and retailing. Tourism, always a significant element of the local economy, continues to grow in importance.

1.2.5 Contrary to national trends in Scotland, East Lothian's population continues to grow steadily, from nearly 79,000 in 1981 to 90,088 in 2001 . Population trend projections suggest that it will continue to grow for the foreseeable future. Much of this population growth is associated with East Lothian’s proximity to Edinburgh and its comparatively high accessibility to employment and business opportunities associated with the capital’s economy.

Dunbar

1.2.6 Dunbar lies 10 miles east of Haddington, nearly halfway between Edinburgh and Berwick-upon-Tweed. The town owes its origins to a natural harbour (Figure 1.1) that is overlooked by Dunbar Castle.

Figure 1.1: Dunbar harbour

1.2.7 During the 18th century Dunbar grew in association with whaling, distilling, brewing, the export of coal and the manufacture of textiles. In the late 19th century it developed as a holiday resort with golf courses. Buildings of note include the parish church (1812-21), the mid-17th-century tolbooth and Lauderdale House (1790-92) which was designed by Robert and James Adam.

1.2.8 Today agriculture still makes an important contribution to the town’s economy although fishing activities in the town have declined. The town’s main manufacturing industries are the production of cement at Oxwell Mains and the brewing of ales at Belhaven Brewery. Another large local employer is Torness Nuclear Power Station, which is located to the east of Dunbar. A large portion of the workforce now commute to Edinburgh or further a field.

3


1.2.9 The town has good linkages to Scotland’s strategic road and rail networks. Dunbar is bypassed to its immediate south by the A1 trunk road. The A1 may be accessed from the eastern part of Dunbar via Spott Road and from the western part of Dunbar via Edinburgh Road. Prior to the recent upgrading of the A1, Edinburgh Road formed the principal route into the town. Spott Road now forms the principal route. The town also has a rail station on the East Coast Main Line (ECML), which connects the town to Edinburgh, Glasgow, Newcastle, York and London.

1.2.10 Just over 30% of households have no access to car in Dunbar. Although this is a comparatively high proportion, it is slightly lower than the Scottish average, which is just over 34%.

1.2.11 The car caters for just over 62% of journeys to work undertaken by those living in Dunbar, this figure includes both drivers and their passengers. Again this is a high proportion, but is slightly less than the Scottish average, which is just under 64%.

1.2.12 The national census in 2001 reported that the population of Dunbar was 6,354. Since 2001 the town has seen significant numbers of new houses built, particularly on the south side of the town. The Edinburgh and Lothians Structure Plan identifies Dunbar as a core development area for the provision of 500 houses.

Development in Dunbar

1.2.13 The ECML effectively marks the southern boundary of Dunbar “old town”. Until recently the land located between the ECML and the A1 was predominantly used for agricultural purposes. This area (referred to as Lochend / Hallhill) has been earmarked for significant housing and retail development and in recent years more than 600 new houses have been built. Table 1.1 provides details of development that has recently been completed.

Table 1.1: Recently completed development in Dunbar

Development Size Lochend Hallhill 500 houses (438 complete)

Ashfield Phase 1 and 2 163 houses

1.2.14 In addition a number of developments are proposed both in the Lochend / Hallhill area and at a number of smaller locations within the old town area of Dunbar. Details of these developments are provided in Table 1.2.

4


Table 1.2: Proposed development in Dunbar

Development Size Hallhill Southwest 500 houses

North of Hallhill Southwest (H15a) 130 houses

Station Road Field 14 houses

Ashfield South 90 houses

Kellie Road 8 houses

Assembly Rooms/Coastguard Site 12 houses

Belhaven Road 12 houses

Ashfield Northeast 21 houses

High Street 24 houses

Lamer Street 7 houses

Cossar’s Wynd 5 houses

Bellvue Hotel Sheltered housing

Asda Supermarket 3642 m2 (gross)

40 bed hotel, hot food takeaway, tourist information centre, family buildings at risk, restaurant

Not known

Hotel Not known

Hotel / golf based leisure Not known

1.2.15 Recently completed and future development will significantly increase the population of Dunbar which will have an impact on transport infrastructure and services. With more car trips originating from the Lochend / Hallhill area, and the new Asda supermarket attracting high numbers of car trips, there will be substantial additional pressures on Dunbar’s transport infrastructure.

1.2.16 The ECML creates a significant barrier to movement between the new Lochend / Hallhill housing area and the town centre. Current road access is limited to Spott Road to the east, and Beveridge Row to the west. The A1 lies immediately to the south of the housing area and can be accessed very easily, providing a fast route to other towns in East Lothian and to Edinburgh. The new Asda Supermarket will be readily accessible from the Lochend / Hallhill area.

1.2.17 In the interests of promoting a cohesive town which supports the local economy, it is essential that the development area to the south of the ECML is integrated with the old town to the north. There is a danger that new residents with access to a car will travel to other service centres due to the close proximity of the A1. It is important that there are attractive sustainable transport options for journeys between the new housing area and the town centre to prevent an over-reliance on the private car. This will be particularly important at peak times for commuting and journeys to school.

1.2.18 East Lothian Council is in the process of determining the appropriate location for a new primary school site to the south of the ECML. This new site will effectively be a campus site of the existing Dunbar Primary School, with the two sites likely to take on the function of an infants school, and a junior school. It is therefore essential that the two school sites are accessible from both the Lochend / Hallhill housing area and from Dunbar old town.

1.3 Scope of the study

1.3.1 East Lothian Council provided CB with a clear scope for the study:

5


Pedestrian safety

1.3.2 The study must identify pedestrian desire lines within Dunbar and any safety implications.

1.3.3 Routes used by pedestrians from Belhaven and West Barns to key destinations such as the High Street, Hallhill Healthy Living Centre and the rail station should be reviewed.

1.3.4 An assessment for any requirements for footway and footpath improvements within and to the Lochend / Hallhill area should be made. This should have particular reference to access to schools, including Dunbar Primary School and Dunbar Grammar School.

1.3.5 Special attention should be given to the routes to schools, examining existing routes, identifying issues and providing possible solutions.

1.3.6 An assessment of the feasibility of re-opening Monks Walk (an ancient town wall in the High Street Backlands area), should be undertaken. This should be in the context of whether it is justifiable in terms of the accessibility benefits it is likely to achieve.

1.3.7 Consideration should be given to any further measures that might be required to improve conditions for pedestrians on the High Street.

1.3.8 An assessment of the quality of existing footways and lighting on West Port should be carried out. Any long term benefits of their replacement to match the High Street should be identified, together with an assessment of the long term maintenance implications.

Traffic patterns and movement

1.3.9 The study should establish future forecasts of traffic flows and volumes using micro simulation traffic modelling software.

1.3.10 Consideration should be given to introducing one-way systems in the harbour and town centre area. The “stopping up” of roads in the interests of improving traffic management and safety in this area should also be considered.

1.3.11 An investigation of the need for, or benefit to be gained from restricting vehicular access to Cossars Wynd.

Town centre car parking

1.3.12 The study should establish the extent to which conflicts arise between residential and town centre car parking demand, as a result of the continued growth in flatted accommodation particularly within the High Street area. Practical solutions should be provided.

1.3.13 Current car parking trends should be established indicating demand throughout the day and length of stay. In particular an assessment of the use of the leisure centre car park as a town centre car park should be made.

1.3.14 The feasibility of a commuted payment scheme towards a town centre car park from development that would fail to provide car parking on-site should be assessed.

1.3.15 An assessment of the car parking associated with the rail station should be made, in particular the location of car parking and any issues which arise from

6


this. The need for additional car parking for the rail station should be investigated.

1.3.16 An assessment of the need for additional car parking facilities in the town centre and identification of potential locations for such facilities.

Public transport provision and access

1.3.17 The expected increase in population will generate the need to provide bus services within the new development area and the study should assess the likely requirements.

1.3.18 The study should also examine the following:

� Existing and future local and district bus connections � Provision of a bus service to the rail station � Opportunities to co-ordinate bus and rail timetables � Disabled access at all bus stops

Consultation

1.3.19 Consultation should be a core component of the study and should be undertaken in two stages:

� Stage 1: Presentation and workshop detailing the purpose of the study and key issues identified by CB. The workshop should invite consultees to identify further issues for consideration. The outcome of Stage 1 should be an agreed set of planning objectives.

� Stage 2: Presentation of possible solutions followed by a workshop to discuss solutions and identify an appropriate way forward.

1.4 Structure of the report

1.4.1 Chapter 2 of the report provides an overview of current national, regional and local planning policy applicable to the study

1.4.2 Chapter 3 provides an assessment of the key issues as set out in the scope of the study.

1.4.3 Chapter 4 presents the outcome of the Stage 1 consultation, identifying the planning objectives for the study.

1.4.4 Chapter 5 presents possible solutions to the issues identified which can meet the planning objectives.

1.4.5 Finally, Chapter 6 presents the recommended solutions, based on the Stage 2 consultation.

7


2. Review of planning policy

2.1 Overview

2.1.1 In order to develop the draft planning objectives for the study, CB have scrutinised national, regional and local policy documents that are relevant to Dunbar. These documents include the following:

� Transport White Paper – Scotland’s Transport Future (June 2004) � Scotland’s National Transport Strategy (December 2006) � SESTran Regional Transport Strategy (2008-2023) � Scottish Executive SPP17 and PAN57 � Edinburgh and Lothian’s Structure Plan (March 2003) � East Lothian Local Plan 2005 – Finalised Written Statement and Plan � East Lothian Local Plan 2000 � East Lothian Council Local Transport Strategy 2000

The Transport White Paper – Scotland’s Transport Future (June 2004)

2.1.2 The Transport White Paper – Scotland’s Transport Future, set out a vision and objectives for transport against a background of a vision for Scotland in 2025.

2.1.3 The White Paper sets out the following vision:

"an accessible Scotland with safe, integrated and reliable transport that supports economic growth, provides opportunities for all and is easy to use; a transport system that meets everyone's needs, respects our environment and contributes to health; services recognised internationally for quality, technology and innovation, and for effective and well-maintained networks; a culture where fewer short journeys are made by car, where we favour public transport, walking and cycling because they are safe and sustainable, where transport providers and planners respond to the changing needs of businesses, communities and users, and where one ticket will get you anywhere"

2.1.4 The White Paper set out some bold ambitions for transport and much has already been achieved:

� Transport Scotland has been set up to deliver major road and rail schemes

� Seven Regional Transport Partnerships (RTPs) have been established to focus on the strategic approach to transport across their regions (East Lothian is part of the SEStran RTP)

2.1.5 The White Paper set out five high level objectives for transport. They are to:

� Promote economic growth by building, enhancing managing and maintaining transport services, infrastructure and networks to maximise their efficiency;

� Promote social inclusion by connecting remote and disadvantaged communities and increasing the accessibility of the transport network;

� Protect our environment and improve health by building and investing in public transport and other types of efficient and sustainable transport which minimise emissions and consumption of resources and energy;

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

� Improve integration by making journey planning and ticketing easier and working to ensure smooth connection between different forms of transport.

8


Scotland’s National Transport Strategy (December 2006)

2.1.6 The Transport White Paper – Scotland’s Transport Future, set out the vision for transport in Scotland. Scotland’s National Transport Strategy sets out how this vision will be turned into a reality.

2.1.7 The NTS focuses on three key outcomes:

� Improve journey times and connections, to tackle congestion and the lack of integration and connections in transport which impact on the high level objectives for economic growth, social inclusion, integration and safety;

� Reduce emissions, to tackle the issues of climate change, air quality and health improvement which impact on the high level objective for protecting the environment and improving health; and

� Improve quality, accessibility and affordability, to give people a choice of public transport, where availability means better quality transport services and value for money or an alternative to the car.

SEStran Regional Transport Strategy (2008-2023)

2.1.8 The SEStran RTS is a blueprint for transport development in South East Scotland, which will form the core of SEStran’s work for the next 15 years.

2.1.9 The RTS lays out a programme of development for transportation services in South East Scotland. The approach is based upon improving transportation infrastructure and public transport provision, encouraging the use of alternative forms of transport and more responsible use of cars.

2.1.10 The strategy has four key objectives:

� Economy: to ensure transport facilities encourage growth, regional prosperity and vitality in a sustainable manner.

� Accessibility: to improve accessibility for those with limited transport choice or no access to a car; particularly those living in rural areas.

� Environment: to ensure that development is achieved in an environmentally sustainable manner.

� Safety & Health: to promote a healthier and more active SEStran area population.

SPP 17 and PAN 75 planning guidance papers

2.1.11 The Scottish Executive’s SPP 17 and PAN 57 planning papers provide planning guidance and advice on how land use and transport planning can be fully integrated in order to promote sustainable development. The papers pick up on the policy principles established in the Government’s white paper. SPP 17 states that land use planning can contribute to achieving the Government’s broad policy objectives for integrated transport and land use planning through:

� Reducing the need to travel by regulating the pattern of land uses in relation to each other and to transport facilities;

� Enabling people to access local facilities by walking and cycling, in turn contributing to social inclusion;

� Supporting provision of high quality public transport access to development, in order to persuade motorists that public transport is more attractive to them than car use; and

� Supporting the management of motorised travel to enable it to undertake its essential role effectively, but in all other respects to contribute to sustainable transport objectives.

9


Edinburgh and Lothians Structure Plan (March 2003)

2.1.12 The Sructure Pan sets out the long-term vision for development in Edinburgh and the Lothians.

2.1.13 The strategic housing allocations are detailed in the Sructure Pan. Of the 18,200 new houses allocated East Lothian has 4,800 new houses, with 500 of these located in Dunbar.

2.1.14 In order to achieve a more sustainable pattern of development the Structure Plan sets out the following transport policy objectives:

� Ensure that the location and design of new development, especially major new development, reduces the need to travel by car and encourages the use of public transport, walking and cycling;

� Maximise accessibility for all in the community by foot, cycle, and public transport;

� Manage car use through parking policies, particularly by applying development control maximum parking standards, in conjunction with public transport improvements;

� Encourage the movement of freight by rail and sea or, where road freight is dominant, along the strategic road network;

� Support transport strategies by safeguarding land for improvements to transport networks and prioritising the provision of new transport infrastructure required to support the development strategy;

� Ensure that development caters for its transport needs.

East Lothian Local Plan 2005 – Finalised Written Statement and Plan

2.1.15 The East Lothian Local Plan 2005 describes and justifies the planning policies and proposals that will guide development in East Lothian over the plan period.

2.1.16 The Council’s policies for land use and development seek to make it easier to reduce traffic growth, minimise the length of journeys people are obliged to make and promote sustainable alternatives to the private car – public transport, cycling and walking. This is to be achieved by:

� Directing major travel generating developments to locations which reduce the need to travel and which are or can be made highly accessible by public transport, pedestrians and cyclists;

� Maintaining local centres and facilities which are well served by public transport and accessible on foot or by cycle;

� Resisting proposals for out-of-centre developments where their siting would encourage longer journeys, especially by car;

� Encouraging a more mixed pattern of development when this can help reduce the need to travel;

� Supporting higher density developments in highly accessible locations, consistent with design, amenity and environmental standards;

� Introducing or contributing to traffic management and restraint measures which favour public transport, walking and cycling.

East Lothian Council Local Transport Strategy 2000

2.1.17 The Council’s first LTS was published in 2001 and sets out its transport and travel vision to the year 2020. The prime objective of the strategy is to reduce the overall dependence on the private car and to promote the availability and use of alternative, more sustainable modes of transport where practical to do so. East Lothian Council are currently updating the Local Transport Strategy.

10


2.2 Summary

2.2.1 National, regional and local policy seek to achieve the following broad objectives with respect to transport planning:

� Promoting and supporting the economy � Promoting social inclusion by improving the accessibility of the transport

network � Protecting the environment and public health by promoting sustainable,

cleaner forms of transport � Improving the safety of journeys � Improving the integration of transport modes

2.2.2 These policy objectives were used to develop draft planning objectives for discussion at the Stage 1 consultation workshop with key stakeholders.

11


3. Assessment of key issues

3.1 Transport issues in Dunbar

3.1.1 CB have undertaken a baseline appraisal of the current transport provision in Dunbar in order to clearly identify the existing problems and issues, and potential problems and issues associated with future development in the town.

3.1.2 The appraisal of the existing transport network has been informed using the following sources:

� Comprehensive surveys � Site visits � Desk top analysis

3.1.3 The appraisal of transport issues in Dunbar has been guided by the scope of the study as provided by East Lothian Council (and provided in Chapter 1 of this report).

3.2 Pedestrian safety

3.2.1 CB carried out an extensive audit of existing pedestrian (and cycle) routes in Dunbar. The detailed results of this audit are presented in Appendix 1.

3.2.2 CB identified the principal pedestrian and cyclist desire lines within Dunbar prior to carrying out the audit. The desire lines were derived by:

� Undertaking interviews at the railway station � Consultation with each of the town’s schools � Observational surveys � Stakeholder consultation

3.2.3 The desire lines to and from the following major attractors dominate the hierarchy of routes:

� Schools � Town centre amenities � Dunbar Rail Station

3.2.4 A summary of the key issues borne out of the audit is provided below.

Routes to school

3.2.5 The routes to the three main schools in Dunbar (Dunbar Primary School, Dunbar Grammar School and West Barns Primary School), are on the whole very good. However a number of improvements could be made, particularly for the routes from the Lochend / Hallhill housing, upon which significant increases in use will occur with the expansion of the housing area.

3.2.6 Dunbar Primary School: With specific reference to Dunbar Primary School, there is a need to improve access arrangements in the immediate vicinity of the school, and on the routes to the school. East Lothian Council are currently considering proposals to provide a new primary school building to the west of the Hallhill Healthy Living Centre which is likely to be a campus to Dunbar Primary School. Therefore it will be essential that safe and accessible walking and cycling routes are provided to both campuses and between them.

3.2.7 At the start and end of the school day there are a high number of children and parents entering and exiting the school using the southern end of Countess Crescent. A small car park is located in this area and used as a location to drop-

12


off and collect school children by car. As such there are high numbers of vehicles entering and exiting Countess Crescent and cars manoeuvring to enter and exit the car park which presents a significant road safety risk to pedestrians and cyclists.

3.2.8 The footways in this area are narrow and cars unable to park in the car park tend to park on the footways. Some pedestrian guardrail is provided, however where the footway is particularly narrow – at the junction of Countess Crescent and Countess Road – there is none. A high brick wall forming the boundary of the primary school grounds, prevents the footway from being widened at this location.

3.2.9 There is a Pelican crossing on Countess Road immediately west of the junction with Countess Crescent which has a high pedestrian flow with parents and children cycling and walking between the school and the housing south of the railway line. The number of pedestrians using this route will increase if the new school is built to the south. A high number of cars enter Countess Crescent during these times to collect children from the car park. Cars turning into Countess Crescent from Countess Road present a significant road safety risk, particularly those turning left, as sightlines from Countess Road into Countess Crescent are limited by the high wall bounding the school grounds. There is a need to develop a solution to these issues which balances both the needs of motorists and pedestrians.

3.2.10 The footpaths within the Lochend / Hallhill housing area on the whole provide an excellent pedestrian and cycle link to Dunbar Primary School. However there are a number of improvements that need to be made to the section of footway linking the termination of Kellie Road and the Hallhill Healthy Living Centre. In particular the footway is not formally linked to Kellie Road, requiring pedestrians to cross an unsurfaced area of land which forms the access point to the football ground car park. There area can become waterlogged and muddy. Also the gates through the astro turf pitch area are narrower than the footpath, creating a bottleneck on the route at busy times. Since there is no signposting it is not clear if the route is intended as both a pedestrian and a cycle route, though it is clearly well used by both.

3.2.11 Currently it is not possible to cycle continuously from the footpath, across Countess Road and into the school. This is because footways are not wide enough to accommodate cyclists and pedestrians and the crossing at Countess Road is a Pelican, not a Toucan.

3.2.12 To access the school from locations north of the railway line there is a network of footpaths linking to the Bleachingfield Car Park (located immediately east of the school) and Countess Crescent, and to Belhaven Road in the north. A School Crossing Patrol is provided for children to cross Belhaven Road where the footpath meets the road, in order to link in with the Letham Park Pedestrian Route. There are no dropped kerbs provided at the crossing point.

3.2.13 Dunbar Grammar School: With specific reference to Dunbar Grammar School, the requirement for improvements to the footpath linking the Hallhill Healthy Living Centre and the Lochend / Hallhill housing area, as outlined above, will also be of benefit.

3.2.14 Pupils accessing the school from the north walk along and across Belhaven Road. Traffic speeds on Belhaven Road can be high and there are no formalised crossing points. Both the junctions with Knockenhair Road and Park Avenue are wide and have narrow dropped kerbs or none at all.

3.2.15 West Barns Primary School: With specific reference to West Barns Primary School, parents and children must currently access the school on foot using the

13


footways in the surrounding housing area. The footways are of an adequate width but would benefit from the provision of dropped kerbs at crossing points. Outwith school start and end times the surrounding residential streets are relatively quiet and traffic speeds are low due to traffic calming. However at the start and end of the school day Forth View (which provides direct access to the school) becomes very congested with cars. This is a narrow cul-de-sac resulting in cars making a variety of manoeuvres which present a road safety issue for pedestrians and cyclists.

3.2.16 Proposed new primary school: It is currently proposed that a new primary school will be built to the south side of the railway line in order to cope with the significant rise in the population of Dunbar. The school is likely to be a campus of the existing Dunbar Primary School, and will either be the infant or the junior school. An exact location for the new school is yet to be determined, however it is likely to be located to the west of the Hallhill Healthy Living Centre.

3.2.17 The new campus is likely to serve the whole of Dunbar and therefore it will be essential to ensure that there are good walking and cycling links in place prior to opening.

3.2.18 It is likely that the new school will be accessed from the north of the railway line via the underpass at the Hallhill Healthy Living Centre. The route linking the underpass with Kellie Road has been discussed above, since this is already the key route between the Lochend / Hallhill housing area and Dunbar Primary School. Indeed the safety and accessibility of this route will be crucial since it will form not only a key route to both campuses of the school, but also the key route between both campuses.

Routes to Dunbar rail station

3.2.19 A questionnaire survey was carried out at Dunbar Rail Station to collect information on the pedestrian and cyclist desire lines of passengers travelling to or from the station (Appendix 3). The results of the questionnaire showed pedestrian desire lines to the station from all directions, up to 1 km in distance. Of particular importance is: the High Street, Abbey Road, Countess Road, the Lochend / Hallhill footpath network and railway underpass, Spott Road, Queens Road, Castle Street, Church Street and Lamer Street. The cyclist desire lines are mainly on-road and include the High Street, Bayswell Road, Belhaven Road, Countess Road, Queens Road and Spott Road. The Lochend / Hallhill footpath network and railway underpass is very well used.

3.2.20 Access from south of the railway line to the rail station is convoluted because access across the railway line is limited to either the railway underpass to the west of the train station, or to Spott Road. Both routes necessitate walking or cycling up to Countess Road to access the station via Station Road. There is a clear need to develop solutions which will reduce the walking and cycling distance from south of the railway line to the train station.

3.2.21 The railway underpass is an unadopted road with very low traffic flows and no dedicated pedestrian facilities. The underpass is wide and has very limited sightlines and does not have lighting. The road provides the only access to a small number of residential properties. A number of footpaths which make up the Lochend / Hallhill footpath network link into this unadopted road, providing a pedestrian and cycle route from south western parts of the housing development to the train station. To access the train station pedestrians must walk on the road, through the unlit underpass and up to Countess Road. From this point a footway on the south side of Countess Road provides a link to Station Road. There is no footway on the west side of Station Road so pedestrians must cross Station Road close to the junction with Countess Road

14


in order to use the footway on the east side. To facilitate this crossing a dropped kerb is only provided on the east side, not the west.

3.2.22 A major foot and cycle way links into the railway underpass from the south providing a pedestrian and cycle route from the south eastern parts of the housing development to the train station. This route is of an excellent quality – wide, well surfaced and lit.

3.2.23 There are no pedestrian or cyclist signposts to direct to the train station from the housing development area.

3.2.24 Queens Road forms a key component of a number of pedestrian desire lines to the train station. At the time of the audit being undertaken there was no footway on the south side of Queens Road on the section between Old Spott Road and Countess Road. This is a well used section by pedestrians and the lack of footway would result in pedestrians either walking on-road or crossing Queens Road to use the footway on the north side. There are no crossing facilities to assist in the crossing of Queens Road. Pedestrians must then re-cross Queens Road in order to access Countess Road. This is partially assisted by the pelican crossing close to the High Street / Queens Road junction, but pedestrians must cross Church Court unassisted. Since the audit was undertaken, a new footway has been provided on the south side of Queens Road providing a safer, more direct route to the rail station.

3.2.25 Access from the north is focused on the High Street and Abbey Road. Pedestrian facilities on the High Street are generally very good, with wide footways and good surfacing. The only notable pinch point is between West Port and Abbey Road, where the footway narrows and street furniture such as bus shelters create significant obstacles to pedestrian flow. Some pedestrians wishing to access the rail station from the harbour area use the High Street and therefore need to cross the High Street. Crossing points, in the form of build-outs and a raised carriageway, are provided intermittently along the High Street. However these are not formalised, and although vehicles appear to stop at them to allow pedestrians to cross, the lack of clarity on whether the pedestrian or motorist has right of way presents a significant road safety risk. There are no cyclist facilities on the High Street such as cycle lanes.

3.2.26 Abbey Road has narrow, poorly surfaced footways on both sides of the carriageway. In order to access the train station pedestrians must cross Countess Road immediately to the east of the junction with Abbey Road. A dropped kerb is provided encouraging pedestrians to cross at this point. However on the opposite side of the road is the vehicle access area to the field to the west of Station Road. This is also a wide section of the road to cross at this point because there are two lanes of one-way traffic from the east going to either Countess Road or Abbey Road. As a key route to the train station this area presents a significant road safety risk and impediment to pedestrian flow.

3.2.27 Access from the harbour area in the north east of the town is via Castle Street, Church Street and Lamer Street. These streets have very similar characteristics: they are narrow with well used on street parking reducing the streets to single lanes; the footways vary in width but are generally extremely narrow and blocked by wheelie bins; the footways are poorly surfaced and there are no dropped kerbs. There are no cycle facilities though the low traffic flows mean that this is not a pressing requirement. Pedestrians can walk up to the High Street using Silver Street, or Cossars Wynd, or a number of vennels which link the harbour area to the High Street. Silver Street has narrow, poorly surfaced footways on both sides of the carriageway. Cossars Wynd does not have any footways and, although it is two-way, it is too narrow to accommodate two-way traffic. The vennels linking Castle Street / Church Street with the High

15


Street are part of the historic fabric of the town. They are narrow and most include some steps. Lighting is provided in most of the vennels. Where the vennels meet Castle Street / Church Street pedestrian guardrails are in place on the narrow footways to prevent pedestrians spilling into the carriageway. However, whilst this prevents pedestrians from spilling onto the carriageway, it is also restrictive to wheelchairs and pushchairs.

Routes to and within the town centre

3.2.28 The key pedestrian and cycle routes to the town centre include the following roads and footpaths: Edinburgh Road – Belhaven High Street - Belhaven Road – Delisle Street – West Port, Countess Road, Countess Crescent, Queens Road, Spott Road, the railway underpass, Lochend / Hallhill footpath network, streets and closes from the harbour area.

3.2.29 The Edinburgh Road – Belhaven High Street - Belhaven Road – Delisle Street – West Port route forms a key walking and cycling route between West Barns and the town centre. There are no cycling facilities provided on this route. The off-road cycle route to East Linton joins Edinburgh Road at the Beltonford Roundabout. The section of Edinburgh Road between the Beltonford Roundabout and West Barns is subject to the national speed limit. It is therefore a fast and unpleasant road to cycle on. From West Barns to the town centre the road is subject to a 30mph speed limit and therefore more attractive for cyclists.

3.2.30 In West Barns a Pelican crossing is provided at the point where the footway on the south side terminates. The crossing is also ideally located on a route to West Barns Primary School. Notable issues with this route are associated with junctions with side roads. There is a lack of consistency in the provision of dropped kerbs and tactile paving is not provided. The junction entries at Duke Street, Knockenhair Road, Summerfield Road and Countess Crescent are excessively wide and pedestrian sightlines are limited.

3.2.31 Countess Road has wide, well surfaced and lit footways on both sides of the carriageway. Dropped kerbs are provided at junctions with side roads. Countess Crescent provides a link from Countess Road to the Somerfield and Co-op supermarkets and to West Port. Pedestrians walking from Countess Road onto Countess Crescent must cross the vehicle entry into the small car park next to Dunbar Primary School. This is a busy area in terms of vehicles, pedestrians, and cyclists at the start and end of the school day. There is a continuous footway on the west side of Countess Crescent, but only an intermittent one on the east side. The footways are narrow and due to the narrowness of the road, cars tend to park on the footways.

3.2.32 Access to the town centre via Queens Road, Spott Road, the railway underpass, Lochend / Hallhill footpath network, and from the harbour area has been discussed in relation to access to the train station.

3.2.33 The High Street is the focal point of the town where most of the town centre amenities can be found or accessed from. The Dunbar Initiative successfully regenerated parts of the historic town centre and the pedestrian facilities on the High Street were upgraded at this time. The footways are of adequate width along both sides of the High Street, with only the only notable pinch points occurring on the western side of the High Street between Abbey Road and West Port. Pedestrian crossing points are provided intermittently along the length of the High Street. These take the form of footway build-outs with a dropped kerb providing access to a setted crossing area on the carriageway. Observations of the crossing points indicate that the majority of motorists stop to let pedestrians cross. However this is not a formal arrangement and presents a potential road safety risk. Additionally the setted surface used at the crossing

16


points is difficult and uncomfortable for use by wheelchair users, pushchairs and people with a mobility impairment.

3.2.34 The roundabout junction of the High Street and West Port is of considerable concern for pedestrian accessibility. This area is a focal point for both vehicular and pedestrian traffic in the town, and without any formal controls in place there is significant potential for pedestrian and vehicle conflict. The footways at the junction are narrow, particularly on the south side of the junction, which creates pedestrian congestion. To cross any arm of the roundabout pedestrians must constantly look in all directions and can be a daunting task even for the most able-bodied pedestrian.

3.2.35 The footways on West Port are of an adequate width, apart from at the junction with the High Street, where the south footway narrows to 1.66m (or 1.54m where building projections impose a further narrowing at particular points). On bin collection days when “wheelie” bins are placed on the footway the effective width on the south footway can be reduced to 1.1m. The footway on the north side is 2.3m. The footway on the south side of West Port forms a key pedestrian route with Monk’s Walk and the Scotmid supermarket and car park. The surfacing of the footways is poor, composed of uneven flagstones. The lighting matches the majority of lighting throughout Dunbar, and does not reflect the traditional gas lamp style lighting of the High Street. Although West Port is still very much part of the town centre, with shop frontages and forming a key pedestrian route, it does not feel part of the town centre. This is because the footways and lighting do not match those of the High Street.

3.2.36 Monk’s Walk forms the boundary of “The Backlands” area to the east of the High Street. It is not absolutely clear from existing information just where the route of the walk extends to at its southern end. Plans dating 1894 and 1907 have been made available and these suggest that at that time the walk terminated at the back wall of Nos 36/38 High Street. There is no evidence of the walk extending further south or linking into a lane or vennel leading eastwards back to the High Street. Details from these plans are shown in Figure 3.1. The walk at one time may have extended further south to the supposed site of the Carmelite Monastery.

Figure 3.1: Plans of 1894 (left) and 1907 (right) showing the extent of Monk’s Walk

3.2.37 Monk’s Walk is composed of two parallel stone walls with a footpath in between. Most of the walk has fallen into disrepair, with only the most northern section open for use. At present this northern section is in a very poor state of repair with inadequate and dangerous underfoot conditions (a raised manhole cover is a significant trip hazard) and no lighting.. The southern end of this northern

17


section can be accessed from the Scotmid Supermarket via a set of steps. From this point it is possible to access the High Street directly via a vennel (Garden Lane), or access West Port via another set of steps. This section of Monk’s Walk therefore provides a short cut to/from the High Street.

3.2.38 The southern section of Monk’s Walk is inaccessible as a result of overgrown vegetation.

3.2.39 The Brewery Lane junction with the A1087 presents a number of problems for heavy goods vehicles using Brewery Lane particularly for such vehicles turning left out of Brewery Lane. This issue relates to the property on the west side of Brewery lane with a frontage on the A1087 which is significantly out of alignment with the building line of properties on the south side of the A1087 to the east of Brewery lane and obscures the view of vehicle approaching from the west on the A1087. The owner of the property has advised that the north east corner of the property is occasionally hit or scraped by left turning vehicles entering the A1087. To avoid striking the property these left turning vehicles need to pull out using the full width of the A1087 and although this is a potentially dangerous manoeuvre, the most recent five years of local road accident statistics indicate that no injury accidents have occurred as a result of this manoeuvre.

3.2.40 Parking on Duke Street has also bee raised as problematical. The carriageway is very narrow and barely wide enough for a parked car on one side of the road and one narrow lane for traffic movement. The street is currently two way traffic, however it appears that only local access traffic uses it along with the odd few using it to cut the corner to go into Dunbar. There are also a number of driveway/garage accesses on both sides of Duke Street which need to be left clear. Thoughtless parking can lead to vehicles experiencing difficulties in passing.

Road safety – Dunbar’s road accident record

3.2.41 CB has been provided with road accident data for Dunbar from 2000-2006 and this is summarised in Figure 3.2 by location of the accidents. In total, there have been 43 reported injury accidents in that seven year time period involving 56 casualties including:

� 1 fatality � 8 serious injured � 47 slightly injured

3.2.42 These 58 casualties involved:

� 21 driver/riders � 21 vehicle passengers � 14 pedestrians

3.2.43 The distribution by year is set out in Table 3.1. It is evident that the annual number of accidents has remained reasonably constant since 2000 suggesting that there are no particular upward or downward trends.

18


Table 3.1: Accidents in Dunbar by Year

Year Number of accidents 2000 8

2001 7

2002 6

2003 4

2004 7

2005 5

2006 6

3.2.44 The area of the West Port / High Street junction is the single main site for concern in the town with seven accidents occurring around this locality during the period of which:

� 4 involved a pedestrian casualty � 3 involved bus passenger or driver casualties.

3.2.45 Another cause for concern relates to the accident record on the Belhaven Road / Edinburgh Road section of the A1087. Thirteen accidents occurred have occurred on this route of which:

� 5 involved pedestrian casualties � 1 involved a young cyclist (age 7) in a collision with a car � 6 involved injuries to car drivers and passengers � 1 involved injury to the driver of a light van.

3.2.46 Five accidents have occurred in the Abbey Road/High Street/Countess Road triangle involving:

� 4 cyclist casualties � 1 pedestrian casualty

3.2.47 There were three accidents on Spott Road of which:

� 1 involved injury to a motorcyclist � 1 involved injury to a bus passenger � 1 involved injuries to car drivers and passengers.

3.2.48 The remaining 15 accidents were scattered throughout Dunbar with no obvious clusters. Of these:

� 4 involved a pedestrian casualty � 4 involved cyclist casualties � 7 involved car or van driver and passenger casualties.

19


Figure 3.2: Location of road accidents 2000-2006

Key

Accident locations

20


3.3 Public transport

3.3.1 Dunbar is serviced by several bus operators who provide services to a number of destinations including Edinburgh and the major towns in East Lothian. Details of the current bus services are presented in Table 3.2. Existing bus routes within Dunbar are highlighted in Figure 3.2.

Table 3.2: Dunbar bus services

Bus company Service Frequency Route First Bus 6 Hourly Edinburgh - Dunbar, via Musselburgh,

Tranent, Haddington and East Linton

First Bus X6 Hourly Edinburgh - Dunbar, via Haddington and East Linton.(Limited Stop)

First Bus X8 Hourly Edinburgh – Dunbar, via Tranent, Haddington and East Linton (Limited stop)

Eve Coaches 120 Every 2 hours Dunbar - North Berwick

Perrymans 253 Every 2 hours Berwick - Edinburgh, via Dunbar

Post Bus 151 Every 2 hours Dunbar – Innerwick This service was withdrawn in August 2007.

Eve Coaches Gaberlunzie

100 Demand Responsive Dunbar - Innerwick

Jewel & Esk College

- One per day in each direction

Dunbar – Jewel & Esk College (Eskbank Campus)

3.3.2 The main bus services in Dunbar are as follows:

� First Bus routes X6, X8 and 6. These operate from Dunbar to Edinburgh via Haddington, providing a bus every 30 minutes during the daytime. The service is commercial, i.e. does not require subsidy, so the Council has little control over it. Routes X6 and X8 operate “Express” over much of their route, while route 6 is a stopping service running in the evenings and on Sundays (when it runs hourly).

Most buses on route X6, and a few on route 6, extend eastwards beyond the High Street to serve Newhouse Avenue, Spott Road, Lochend and Hallhill. This provides an hourly service to and from this area (although with a few longer gaps, such as from 08:04 to 09:45 inbound).

� Eve Coaches route 120. This is a supported service, i.e. specified and subsidised by the Council. It effectively combines a local town service in Dunbar with a service to North Berwick. Within Dunbar it serves Hallhill, Lochend, Spott Road, Newhouse Avenue, the town centre, Bayswell Road and the “Trees” housing area. It runs irregularly, the typical service interval being two hours. A small bus is used.

One morning journey on this service operates to the rail station, arriving at 07:40 from Hallhill and Lochend.

� Perryman’s route 253. This runs from Berwick to Edinburgh via the A1; in Dunbar it operates via Spott Road. It runs every two hours for most of the day.

� Post Bus 151 this service which operated between Dunbar and Innerwick was withdrawn in August 2007.

� Gaberlunzie is a demand responsive service operated by Eve Coaches. The service is based on a weekly cycle of routes a number of which connect are focused on providing people who live in the more rural areas

21


with access to the larger towns in East Lothian. It is a supported service. Dunbar is served by a number of these services:

- On Mondays and Thursdays: the service connects Dunbar, Oldhamstocks and Garvald

- On Saturdays the service connects Dunbar, Garvald and Haddington.

� Jewel and Esk Valley College operate a contract service between Dunbar and its Eskbank Campus. The service provides a single journey from Dunbar in the morning (departing 0740) and single return journey to Dunbar (arriving 1755)

3.3.3 It is planned that there will be a new town bus service in Dunbar, provided as part of a “Section 75” agreement consequent on the construction of an ASDA superstore at the junction of Spott Road and the Dunbar bypass. While the route and timetable have not been finalised, it is likely that this service (which will require one bus) would run every 30 minutes along a route similar to that of Eve’s 120 within the town, though extending to the ASDA store and operating via Brodie Road and Kellie Road in both directions. It would probably not operate during morning peak periods, but may run on Sundays.

3.3.4 The introduction of this route will bring about a substantial improvement in local bus services. At the same time, Eve’s 120 will be modified to remove the “town service” parts of its route.

Issues in respect of bus services – rail station

3.3.5 Bus service issues are best considered in two parts – issues connected with service to and from the rail station, and more general bus service issues.

3.3.6 The former is highly significant in terms of its potential for achieving modal transfer away from the car to public transport, but the challenge in doing so should not be under-estimated. Currently, use of bus services to connect with trains is very small, if indeed there is any such use at all. Surveys carried out by CB for this study found that out of 264 rail passengers interviewed, not one had used a bus to get to the station. Further surveys carried out by CB in Edinburgh for another project identified 72 passengers from Dunbar – again none had reached the station by bus.

3.3.7 This is perhaps not surprising, as connections from bus to train are very poor. An analysis has been made of such connections for passengers travelling between Hallhill / Lochend and Edinburgh – the movement that could most benefit from a good bus connection. There are no satisfactory connections at all from bus to rail; there are rather poor connections onto the 09:53 and 19:48 trains to Edinburgh, but both of these require a wait of over 20 minutes.

3.3.8 There is also a bus on Eve’s 120 that operates into the rail station yard (the only bus so to do), arriving at 07:40. However, the main commuter service to Edinburgh leaves at 07:39. It appears that the bus was specified by the Council to connect with the train at an earlier date when the train departed later. However, no-one apparently uses the bus, or did use it when it made the connection. It must be assumed that no-one has complained about the fact that the bus no longer connects with the train.

3.3.9 In the reverse direction, connections are much better. Virtually all trains arriving in Dunbar have a connecting bus departure within five to fifteen minutes (which is fine as long as the train is on time).

22


Bus services to/from the town centre and other parts of Dunbar

3.3.10 With the exception of Belhaven Road, no part of Dunbar currently enjoys bus services any better than hourly, and for many residents the service is even less than that. On a positive note, the hourly service along Belhaven Road on a Sunday and in weekday evenings is rather better than is found in many similar Scottish towns (other parts of Dunbar are, however, poorly served at these times).

3.3.11 This level of service cannot be considered satisfactory, or conducive to increasing bus use. However, the new town service (see 3.3.3 above) will provide a bus every 30 minutes to all parts of the town for most of the day on weekdays (the level of service on Sundays is not yet known). This will provide a much more attractive service – although still at a level at which travellers would need to check a timetable before setting out. (A 15-minute headway is normally considered as the minimum requirement for a “turn up and go” service).

Bus stops

3.3.12 The bus stops located in the town centre have good bus shelters and information provision, however, they lack facilities to enable disabled people to access bus services with relative ease. The bus stops located outside the town centre generally do not have bus shelters, seating, information or facilities for disabled people.

3.3.13 A particular set of problems has been reported regarding the bus stop and shelter outside the Lothian Hotel (52 High Street) viz:

� the footway is of insufficient width to accommodate the shelter and waiting passengers without causing a significant obstruction to pedestrians wishing to pass.

� the shelter is used by patrons of the Lothian Hotel bar as a place to smoke and this unintended use makes the shelter an unattractive place to wait for buses

� the shelter is also used as a meeting point for groups of youths in the High Street and there is unfortunately a history of disorder issues at this location.

Councillor Hampshire has suggested that the shelter & stop should be moved approximately 100 metres further south to o/s the Royal Mail Delivery Office at 32 Hugh Street.

3.3.14 There are issues with the layout of bus stops in the High Street, because buses find it very difficult to align properly with the kerb. This situation arises form a combination of illegal parking and the inadequate proportions of the adjacent bus boxes.

Train services

3.3.15 Dunbar has a train station on the East Coast Main Line, which connects the town to Edinburgh, Glasgow, Newcastle, York and London. Services are provided by GNER and Virgin Trains. The journey time to Edinburgh is fast at less than 30 minutes, however the frequency of services is limited both during the peak and interpeak periods. Details of the train services that stop at Dunbar’s train station are set out in Table 3.3.

23


Table 3.3: Train services to/from Dunbar

Stopping locations Train times

Northbound

Dunbar 7.44 8.52 9.53 13.44 15.44 17.44 19.47 21.46

Edinburgh 8.08 9.20 10.25 14.15 16.15 18.15 20.11 22.16

Glasgow Central 9.20 10.26 -

Southbound Dunbar 6.20 7.25 9.27 11.27 13.27 15.27 16.20 17.50 18.55 19.22 21.22

Berwick upon Tweed 6.45 7.50 9.52 11.52 13.52 15.51 16.45 18.15 19.20 19.47 21.47

Newcastle 7.38 8.40 10.4 12.40 14.40 16.40 17.30 19.04 20.20 20.34 22.45

London Kings X 10.46 - - - - - 20.44 22.18 - 0.17 -

Bournemouth - 15.15 17.15 19.15 21.30 - - - - - -

24


3.3.16 CB surveyed passenger movements to/from Dunbar train station in February 2006. The full report of this survey is presented in Appendix 3.

3.3.17 The GNER 07.44 service to Glasgow Central generates the busiest period of the day for passenger numbers at Dunbar Train Station, with 277 passengers boarding and 2 passengers alighting. The Virgin 17.27 service to Birmingham New Street and the GNER 17.50 service to London Kings Cross generate the second busiest period of the day at the station with 214 passengers alighting and 12 boarding. The majority of trips were for the purpose of going to work (42%).

3.3.18 Travel by car, either alone or as a passenger, is the main mode of transport used, accounting for 55% of the mode share. No one surveyed used the bus to get to the train station.

3.3.19 Walking, and to a lesser extent cycling, are important modes of travel to the station accounting for 37% and 3% of trips respectively.

3.3.20 Almost half of all those who parked a vehicle to access the station parked in the Station Car Park, a quarter parked on Countess Road and just under a quarter parked on Station Road. The “other” parking locations were stated as being the High Street and Church Court.

3.3.21 The majority of postcodes provided by those surveyed are within Dunbar, but there are also clusters in East Linton, Haddington, and Duns. The rest of the postcodes are scattered across locations in the countryside to the south and south east of Dunbar. Just over 25% of private vehicle trips start or end within 2km of the station.

3.4 Taxis

3.4.1 The two main taxi operators that are located in Dunbar are:

� Torrance Taxis � R & I Cabs

3.4.2 There are dedicated taxi ranks facilities in the High Street, but not at the railway station. There appears to be an adequate level of reasonably priced taxi provision in the town.

3.5 Town centre car parking

3.5.1 A parking survey was undertaken in Dunbar Town Centre during February 2006. The surveys were undertaken to provide detailed information on existing parking behaviour in the town. In agreement with East Lothian Council the following key locations were identified to carry out parking surveys:

� Train Station Car Park � Station Road � Countess Road � High Street � Leisure Centre Car Park � Queens Road

3.5.2 A full report of survey is presented in Appendix 4.

3.5.3 The parking surveys indicated that, with the exception of the rail station car park, car parking supply exceeds demand in Dunbar town centre.

3.5.4 On the High Street the on-street parking bays (waiting restricted to 1 hour) are well used and turnover reflects the 1 hour restriction. Over the course of a day

25


the disabled parking bays reach capacity and therefore there would be merit in increasing the disabled parking bay provision. Parking acts are occurring in bus stop bays and on double yellow lines causing an obvious hindrance to other road users, particularly bus passengers. There is certainly enough spare capacity in the parking bay provision to accommodate these illegal parking acts.

3.5.5 On Countess Road (between the junction with the High Street and Countess Avenue) the supply of on-street parking bays exceeds demand for the whole day. No illegal parking was recorded (on double yellow lines) and parking on the white lines at entrances to private driveways was minimal.

3.5.6 On Queens Road demand for on-street parking is extremely low at a maximum of 28%. No illegal parking was recorded and parking durations are predominantly short stay.

3.5.7 On Station Road demand for parking is at 100% for most of the day and illegal parking on double yellow lines occurs. The duration of parking acts in the parking bays is generally for more than 8 hours suggesting Station Road is being used as a park and ride (by rail) facility. Parking acts on the double yellow lines are always for less than 1 hour and may be associated with the dropping off and collecting of rail passengers.

3.5.8 The rail station car park is operating at or slightly above the optimum efficiency threshold of 85% demand (demand greater than 85% makes finding a parking space difficult leading to the circulation of vehicles in car park access roads). The optimum threshold is exceeded during the lunchtime period. Parking acts are predominantly of longer term durations of six hours plus, although a significant proportion are for durations of less than 1 hour and are presumably associated with train passengers being dropped off or collected.

3.5.9 Supply is far exceeding demand in the leisure pool car park with demand not exceeding 50% on a weekday. Approximately 50% of parking acts are for a duration of less than 1 hour, and a significant proportion are long stay (more than 11 hours) indicating the car park is being used for residential car parking. Half of all parking acts are for trips into town only and the remainder include a trip to leisure pool.

3.6 Traffic management

3.6.1 Dunbar has good hierarchy of roads that the serve the town and connect it into the strategic road network (A1 trunk). It is also served by regional distributors which carry traffic throughout East Lothian.

3.6.2 CB commissioned a series of traffic surveys to provide the basis for building a micro simulation model of the town. The surveys and subsequent site visits have not identified any particular congestion issues in the town, except for localised issues at the schools in the town when children are either being dropped off or picked up.

26


4. Planning objectives

4.1 Background

4.1.1 In order to develop effective solutions to transport and accessibility issues in Dunbar, it is essential that the study is led by clear planning objectives.

4.1.2 On the basis of the review of relevant planning policy, together with a detailed examination of the key transport and accessibility issues in Dunbar, CB developed draft planning objectives for the study. These are provided in Table 4.1.

4.1.3 The draft planning objectives were developed to provide the basis for discussion at the Stage 1 consultation workshop, at which the finalised planning objectives were agreed.

Table 4.1: Draft planning objectives

Reference Planning objective PO1 Increase the proportion of journeys within Dunbar that are

undertaken by sustainable modes of transport.

PO2 Reduce the number and severity of road accidents that occur within Dunbar.

PO3 Increase the number of residents and visitors who use the services provided by local businesses in Dunbar by enhancing the existing transport network.

PO4 Increase the opportunity for interchange between different modes of transport.

PO5 Increase the accessibility of services and attractions in Dunbar for residents and visitors.

4.2 Stage 1 consultation workshop

4.2.1 The purpose of the Stage 1 consultation workshop was to:

� Clearly set out to the stakeholders the purpose and scope of the study � Encourage the stakeholders to highlight and discuss key issues which the

study should examine � Discuss the draft planning objectives and agree the final planning

objectives for the study.

4.2.2 The key stakeholders were identified by East Lothian Council and CB as representative members and leaders of the Dunbar community. The stakeholders were invited to a workshop that was held at the Hallhill Healthy Living Centre in Dunbar on Wednesday 8th March 2006 between 6.30pm and 8.30pm. CB led the workshop, and members of East Lothian Council were present.

4.2.3 Appendix 2 contains a full report of the consultation workshop. The report details who was invited to the workshop, who attended, the issues raised, and the stakeholders’ opinion on the planning objectives and the need for additional objectives.

4.2.4 All those who attended the consultation workshop were issued with a questionnaire on travel and transport opinions for wider dispersal within their respective organisations and communities.

4.2.5 A number of issues relating to pedestrian and cycle access were raised at the workshop:

27


� Access from the leisure pool to the High Street � Difficult access to main points in town i.e. schools, railway station and

High Street � Paths need to be properly lit and maintained � Access routes to the new development in the south of the town need to

be addressed � There is a need for a shorter access route from the railway underpass to

the platform � Use of Monk’s Walk for pedestrian access to the Co-op and Somerfield � Possibility of access through housing development at former garage site. � Cycle parking outside schools � Cycle paths are not clearly marked and used by everyone.

4.2.6 Possible introduction of car share schemes for schools, school buses supported by local bus companies and promotion of cycling to school.

4.2.7 A number of issues were raised at the consultation workshop that related to the bus services in Dunbar:

� Poor bus stop facilities outside the town centre � Poor distribution of bus timetables - there is a need to improve

awareness of bus services � Capacity problems on some bus services � Lack of bus stops in the new development area � Problems with bus movement on geometrically constrained back streets � ASDA will need a supported bus service to and from town

4.2.8 A number of issues relating to parking conditions in Dunbar were raised at the consultation workshop:

� Pick up and drop off points should be provided for buses in front of schools

� Coach parking facilities at visitor attractions should be provided � Parking in bus stops is a problem � More loading facilities in the High Street are needed � Improved signage for directions to car parks � Greater use of traffic wardens to control parking � Drop off points for cars at primary schools � Introduce pay to park to encourage turn over in car parking spaces

4.2.9 The consultation workshop in Dunbar identified a number of issues relating to traffic movements in the town:

� Access to West Barns primary school from new development � Introduce methods to reduce speeding � Traffic growth from new development � Traffic management at schools, railway station and town centre � The High Street is relatively congested at peak times � 20mph speed limit in town centre � Improve width of pavements on the streets east of town centre

4.3 Finalised planning objectives

4.3.1 Following the stakeholder workshop and the appraisal of the existing transport network CB and East Lothian Council have identified some additional planning objectives for the study. The final planning objectives were developed by carefully assessing the issues raised by the stakeholders and their suggestions for planning objectives. The final list of planning objectives for this study is presented in Table 4.2.

28


Table 4.2: Finalised planning objectives

Reference Planning objective PO1

Increase the proportion of journeys within Dunbar that are undertaken by sustainable modes of transport.

PO2 Ensure that transport does not impact on Dunbar’s natural/built environment

PO3 Reduce the number and severity of road accidents that occur within Dunbar.

PO4 Increase the levels of personal security for all those using Dunbar’s transport network

PO5 Increase the number of residents and visitors who use the services provided by local businesses in Dunbar by enhancing the existing transport network.

PO6 Increase the opportunity for interchange between different modes of transport.

PO7 Fully integrate new development with the town’s existing services and attractions

PO8 Maximise accessibility for all and reduce social exclusion

29


5. Development of solutions

5.1 Introduction

5.1.1 Possible solutions to the issues raised in the study have been developed and are presented and discussed in this chapter. It is essential that the final recommendations from this study meet the planning objectives. The solutions have been appraised for their ability to contribute to meeting the planning objectives.

5.2 Generation of possible solutions

5.2.1 Solutions that will contribute towards satisfying the requirements of the planning objectives for this study have been generated from the following sources:

� Ideas and outputs from the key stakeholder consultation workshop that was held in Dunbar on Wednesday 8th March 2006

� Ideas and proposals identified in consultation with East Lothian Council � Ideas generated by CB

5.3 Pedestrian and cyclist safety

5.3.1 The key issues and recommendations for solutions are summarised in Table 5.1 – 5.4. The planning objectives each solution meets is also set out.

Routes to school

5.3.2 Dunbar Primary School: Dunbar Primary School is set to continue to serve much of Dunbar both to the north and south of the ECML. In order to encourage sustainable travel behaviour for the journey to and from school, it is essential that a number of pedestrian and cyclist safety and accessibility issues are dealt with.

5.3.3 Currently the most direct pedestrian and cycle route between the area to the south of the ECML and the school is via the ECML underpass next to the Hallhill Healthy Living Centre. To access the underpass from the south pedestrians and cyclists must use the footpath which connects with the termination of Kellie Road. The provision of a wide, well surfaced, lit and continuous foot and cycle path between the termination of Kellie Road and the underpass would significantly improve accessibility. The existing route passes through the gates into the astro turf pitches creating a pedestrian congestion at busy times. It is therefore recommended that an alternative route is used along the western boundary of the rugby pitches / eastern boundary of the astro pitches

5.3.4 At the underpass pedestrians and cyclists must negotiate the barrier to prevent cars from entering the Hallhill Healthy Living Centre. Since this creates a significant barrier to pedestrian and cyclist flow on a key route, consideration could be given to installing an alternative method of preventing vehicle access that does not impinge on pedestrian and cyclist access e.g. rising bollards.

5.3.5 There are a number of issues that have been identified around the junction of Countess Road and Countess Crescent relating to congestion on footways, poor visibility for vehicles turning into Countess Crescent and parking management at the start and end of the school day.

30


5.3.6 To address the issues of pedestrian congestion there is a need to widen the footways. The problem is at its most acute on the west side of the junction where a high brick wall bounding the school site prevents the footway from being widened, and reduces the sight lines for vehicles turning into Countess Crescent from Countess Road.

5.3.7 There are two possible solutions:

1. Closure of the junction to create a continuous footway along the north side of Countess Road. This would create a wide pedestrian area at the south end of Countess Crescent and remove the need for a school crossing patrol. Vehicles would no longer be able to enter Countess Crescent thus removing the road safety issue associated with poor vehicle sightlines.

2. Remove the high brick wall bounding the edge of the school grounds to allow the footway on the west side of the junction to be widened. Maintain vehicular access. Sightlines would be improved with the removal of the wall, but there would still be a requirement for a school crossing patrol on Countess Crescent.

5.3.8 The first option would be the most radical, but in the context of this area already being a focus for high pedestrian and cycle activity and that this is set to increase, it is recommended that this option be pursued. There will be significant benefits in removing the high wall in addition to closing the junction, and therefore a combination of the two options is recommended.

5.3.9 Removal of the high wall provides the opportunity to create a direct pedestrian and cycle route from the Pelican crossing at Countess Road to the school entrance. A continuous cycle route could be created by converting the crossing to a Toucan crossing. The footway connecting the underpass to the crossing would need to be widened to accommodate both cyclists and pedestrians.

5.3.10 The lack of parking management at and around the location of the car park close to the junction of Countess Crescent and Countess Road also requires a solution. Currently the car park is used as the main pick-up/drop-off point for school children. The number of parking spaces does not meet demand, leading to parking on footways and on-street. This presents a significant road safety risk and reduces accessibility.

5.3.11 Bleachingfields Car Park, located to the east of the school grounds, presents an ideal alternative location for the school pick-up and drop-off location. This car park is currently under-utilised and is connected to the school by a wide, well surfaced footway. There would however be a requirement to provide a drop-off and pick-up point for disabled access that is nearer to the school entrance, and therefore there may be a need to retain a small number of spaces at the existing car park specifically for the use of disabled badge holders only. Ideally a disabled drop-off and pick-up point would be provided at a different location, both to reduce the risk of it being used as a general drop-off and pick-up point, and because it is still located at some distance from the main entrance to the school.

5.3.12 Reducing the size of the existing car park will also provide the space to create a turning circle at the south end of Countess Crescent which will be necessary if the junction with Countess Road is closed.

5.3.13 To ensure car parking is managed effectively it will be essential to introduce double yellow lines in the area surrounding the junction of Countess Crescent and Countess Road. The school will need to communicate to parents that the Bleachingfields Car Park is the designated area for dropping off and collecting children.

31


5.3.14 Access improvements to Dunbar Primary School from the north are also required. Stakeholders at the workshop highlighted the problem of speeding on Belhaven Road. Currently there is a school crossing patrol on Belhaven Road located next to the footpath leading through the school main entrance. The crossing facilities are poor, with no dropped kerbs provided. The provision of dropped kerbs and tactile paving would improve the accessibility of the crossing. In addition, the provision of footway build-outs would reduce the crossing distance for pedestrians and reduce the carriageway width to act as a traffic calming measure. The provision of a controlled crossing point such as a Pelican crossing in addition to footway build-outs, cropped kerbs and tactile paving would create a more visible, safer crossing point. It would also have benefits for the wider community, since this would provide a permanent crossing facility. The crossing is both in line with the pedestrian desire line to the school, and to the Co-op and Somerfield supermarkets.

5.3.15 Dunbar Grammar School: Dunbar Grammar School will continue to serve Dunbar, including the housing area to the south of the railway line. The options described above in respect of improving access to Dunbar Primary School, will also improve access to the Grammar School.

5.3.16 The key issue for access to the Grammar School is pedestrian safety when crossing Belhaven Road. A Pelican crossing has already been suggested in this study for access to the Primary School. A second formalised crossing could be provided to serve routes to the Grammar School. It is recommended that this be provided immediately west of the junction of Belhaven Road and Knockenhair Road. Again it would be beneficial to create footway build-outs to reduce the carriageway width to both reduce the crossing distance for pedestrians and act as a traffic calming measure. Both this Pelican crossing and the Pelican crossing recommended for Dunbar Primary School will be off benefit to both the Grammar and Primary schools.

5.3.17 West Barns Primary School: Currently pedestrian access to West Barns Primary School is via footways which do not have dropped kerbs or tactile paving at junctions. Therefore it is recommended that all footways on the routes to the school are upgraded to include dropped kerbs and tactile paving.

Routes to the rail station

5.3.18 There are some good pedestrian and cycle links to the rail station, but routes from the south are indirect due to the need to access the train station via Station Road. There is also a need to improve access to the train station from the north, particularly in providing safer road crossings.

5.3.19 To improve access from the south west it will be important to strengthen the existing pedestrian and cycle link via the underpass for the ECML to the west of the rail station. This route will continue to be a vehicle access route and therefore to improve pedestrian and cyclist safety it is recommended that a 10mph speed limit is imposed, and lighting is provided in the underpass.

5.3.20 There is a need to provide a more direct route to the rail station from the underpass and negate the need to walk or cycle via Countess Road and Station Road. This could be achieved by providing a set of steps on the north side of the underpass leading to a footpath alongside the rail station platform, leading to the rail station buildings.

5.3.21 Pedestrians and cyclists from the Lochend / Hallhill area would walk through the underpass, and, where currently there is a high stone wall on the north side of the underpass, a set of steps would be provided. These would provide access to the level of the train station platform. From here a short path could lead

32


directly onto the platform next to the Wishing Well. However this may be unacceptable for GNER since this could create problems in the future should they or any future manager of the train station wish to install ticket barriers. Alternatively the path could continue alongside the southern boundary of the walled field, either on the north side of the perimeter wall or on the south side of the perimeter wall, utilising existing flowerbeds, to appear next to the station buildings at the foot of Station Road. Pedestrians would then enter the station buildings or platform as normal.

5.3.22 This solution would only provide access improvements for the able bodied pedestrian and not for cyclists. The mobility impaired and cyclists would have to continue to access the train station via Station Road. However, by providing a narrow ramp at the side of the steps cyclists would be able to push their bicycles up the steps.

5.3.23 An alternative solution involving the provision of a footbridge across the ECML was considered, however it has been disregarded on account of the significant costs that would be associated with it.

5.3.24 Access arrangements for pedestrians walking from the south east via Spott Road and Old Spott Road are also circuitous.

5.3.25 It is recommended that a new pedestrian and cycle link is created to directly link Spott Road with the rail station. There is an existing footpath linking Spott Road and Old Spott Road which could be upgraded to a shared use path by providing a dropped kerb for access from Spott Road. The shared use path could then be extended through the disused works yard and the car park to the east of the rail station. This would provide direct access to the rail station building.

5.3.26 Queens Road forms a key component of pedestrian desire lines to the train station from the south east. The lack of footway on the south side of Queens Road between Old Spott Road and Countess Road must be addressed to provide a safer more direct route to the train station. Since CB undertook site visits a footway has been installed providing a continuous pedestrian link from Queens Road onto Countess Road.

5.3.27 Abbey Road forms a key component of pedestrian desire lines to the rail station from the north and the town centre. Crossing facilities to cross Countess Road at the junction of Abbey Road require improvement in view of the high traffic flow in this area. It is recommended that a Pelican crossing is provided immediately east of the junction of Abbey Road and Countess Road. In doing so this would both strengthen the route between the rail station and town centre and the route from Lochend / Hallhill to the town centre.

5.3.28 Pedestrians accessing the rail station from Abbey Road must currently cross Station Road in order to access the footway on the east side of Station Road to the rail station. Station Road is busy at peak times and the sightlines of motorists and pedestrians is obscured by the on-street parking on both side of the carriageway. It is therefore recommended that a footway is provided on the west side of Station Road, in addition to the footway already provided on the east side. The provision of a footway would result in narrowing of the carriageway and the likely removal of on-street parking on one side of Station Road. This could be avoided if the stone wall bounding the field to the west of Station Road is moved back.

Routes to the town centre

5.3.29 Ensuring that Dunbar Town Centre is accessible on foot and by bicycle is vital to meeting many of the planning objectives, and perhaps most importantly in

33


meeting PO5: Increase the number of residents and visitors who use the services provided by local businesses in Dunbar by enhancing the existing transport network.

5.3.30 From the west there are a number of improvements that could be made to the pedestrian and cycling facilities.

5.3.31 There would be great benefit in providing a formalised pedestrian and cycle link between West Barns and the Beltonford Roundabout. The off-road cycle link from East Linton which terminates immediately east of the roundabout could be continued as a segregated pedestrian and cycle route on what is currently a grass verge on the immediate north side of Edinburgh Road. This would significantly enhance pedestrian and cycle access to West Barns and Dunbar, and could be marketed as a tourist / leisure route.

5.3.32 There are adequate footways on both sides of the A1087 between West Barns and Dunbar, apart from some short sections where the footway is very narrow. It is recommended that the footways are at least 2 metres wide. Where the footways meet side road dropped kerbs and tactile paving should be provided. Where possible junctions with side roads should be narrowed to reduce the pedestrian crossing width.

5.3.33 Solutions to improve access to school and the rail station from south Dunbar will also significantly improve access to the town centre.

5.3.34 The vennels which run perpendicular to the High Street provide direct pedestrian routes from the harbour area to the town centre. It is recommended that lighting is improved in all vennels to improve personal security.

5.3.35 The vennels meet Castle Street and Church Street and in many cases continue through to Lamer Street. It is recommended that the footways on Church Street and Castle Street are built-out at the junctions with the vennels, and pedestrian guardrail is installed to prevent pedestrians from spilling into the carriageway. The build-outs will improve access to the vennels, particularly for wheelchairs and buggies/prams. It is at the junctions with vennels where pedestrians are most likely to cross Castle Street and Church Street. Currently on-street parking obscures the sightlines of pedestrians and motorists and road accidents have occurred as a result. The footway build-outs will significantly improve sightlines and will act as a traffic calming measure as the carriageway width is reduced.

5.3.36 Cossar’s Wynd also forms a key pedestrian and cycle route between the town centre and harbour area. Currently it is a very narrow carriageway accessible to vehicles from both Church Street and High Street and there are no dedicated pedestrian facilities. Vehicle access to Cossar’s Wynd is only required to access a small number of car parking spaces on Cossar’s Wynd. Local residents have raised concerns over the safety of pedestrians and cyclists using the road and the unsuitability of the road for general vehicle access. It is therefore recommended that the Church Street end of Cossar’s Wynd is closed to vehicles using bollards to allow for access by pedestrians and cyclists. The High Street end should remain open to allow access to the car parking. As recommended for the vennels, a footway build-out at the foot of Cossar’s Wynd should be provided with pedestrian guardrail.

5.3.37 Silver Street also forms a pedestrian route between the harbour area and the town centre. Together with recommendations for the provision of a promenade on Lamer Street, Silver Street will become a key pedestrian route linking the town centre with the sea front. It is recommended that the footways on Silver Street are widened to at least 2 metres, which will narrow the carriageway width to one lane. The implications of this on the road network are discussed later.

34


5.3.38 Finally, it is essential that the pedestrian and cycle routes to and from the town centre are clearly sign posted in order to encourage their use. A signing strategy is required for the whole of Dunbar, but it is especially important in the Lochend / Hallhill area where there is a network of footpaths but only limited access available across the ECML. It will be important that the two underpasses are well signposted.

Routes within the town centre

5.3.39 The High Street forms the main shopping area of the town centre, together with West Port and the Somerfield and Co-op supermarkets. To ensure that the town centre continues to be economically vibrant, it is essential that these areas are easily accessible from all parts of the town, and that the town centre itself is easily navigated and a pleasant place to be.

5.3.40 As discussed in previous chapters, much has been done in recent years to enhance the historic heritage of the town centre, however there are a number of issues which this work did not address which affect both pedestrian safety and accessibility.

5.3.41 A key issue on the High Street is pedestrian access and safety at the roundabout junction with West Port. The road safety statistics show that there is a cluster of accidents at this location, predominantly involving pedestrians being struck by vehicles. The safety issues at the junction are caused by a lack of controlled pedestrian crossings and the unpredictability of vehicle movements associated with the roundabout. It is therefore recommended that the roundabout is replaced with a signalised junction incorporating a full pedestrian phase.

5.3.42 Another key issue on the High Street is the design of the uncontrolled pedestrian crossing points located intermittently along the street. Currently the sets used to surface the crossing points create an uneven surface making their use difficult for wheelchair users, buggies/prams and the mobility impaired. Therefore it is recommended that the sets are replaced with a smooth surface using material in keeping with the historic surroundings.

5.3.43 The uncontrolled crossing points also lead to confusion as pedestrians and motorists are uncertain as to who has priority. This confusion presents a road safety risk, and feedback from the consultation indicated that it can deter some people from crossing the street. The only way to remove this confusion would be to either remove the crossings, or to convert them to controlled crossings e.g. Pelican or Zebra. Neither option is appropriate: the first would seriously reduce pedestrian accessibility; the second would seriously reduce vehicle access and impinge on the historic environment. It is therefore recommended that the uncontrolled crossings are maintained, with the conversion of two (one at the north end of the High Street, one at the south end) to Zebra or Pelican crossings.

5.3.44 Together with the option to introduce a fully signalised junction at West Port, this would provide the High Street with a total of four controlled crossing points. The provision of frequent controlled crossings would significantly improve cross-street accessibility, particularly for the mobility impaired.

5.3.45 In order to improve safety and accessibility along the High Street it is recommended that raised tables are introduced at the junctions of Cossar’s Wynd and Silver Street with the High Street. These will slow traffic and clearly indicate to motorists that they are crossing a pedestrian footway. It is essential that tactile paving is provided at the raised tables.

35


5.3.46 In order to create a sense of place – that you have entered Dunbar Town Centre – it is recommended that consideration is given to the creation of gateway features at the north and south end of the High Street and at the west end of West Port. Such feature could incorporate a raised table using new surfacing material in keeping with the materials used in the High Street. The raised table would serve to slow down traffic and indicate to drivers that they are entering an area where pedestrians have greater priority. Together with the upgrading of the footways and lighting on West Port to match those used in the High Street, the gateway feature on West Port would serve to better tie in this area with the town centre.

5.3.47 The width of the south footway at 1.66m on West Port close to High Street (further narrowed to 1.1m by “wheelie” bins on bin collection days) is of some concern. The north footway is 2.32m wide. In the longer term, it may be worth considering the feasibility a small alteration to the carriageway alignment – perhaps in association with maintenance works – to widen the south footway and narrow the north footway to ease pedestrian movement on the south footway.

5.3.48 In order to improve the pedestrian links with the Co-op and Somerfield supermarkets it is recommended that the existing Monk’s Walk pedestrian route is upgraded to incorporate appropriate all-weather surfacing and lighting. The route should be fully signposted from the High Street.

5.3.49 The southern section of the existing Monk’s Walk is currently unusable because of unmaintained vegetation which has been allowed to grow out of control. It is also recommended that the vegetation is removed from this section and that the structural integrity of the path and adjacent wall are reviewed with a view to reinstating the it to provide a ramped approach to the supermarkets; this would provide a direct link through Garden Lane to the High Street without having to negotiate steps.

5.3.50 There was some discussion during the consultation regarding the possibility of opening up a connection from the existing Monk’s Walk to Countess Road past the Priory to West Port. Clearly a through pedestrian route along this alignment to Countess Road together with the nearby railway underpass would offer an attractive pedestrian route linking the supermarkets and other destinations to the north and west of the town centre with the housing to the south of the ECML. It is recommended that the feasibility of creating such a link be pursued with landowners.

A1087/Brewery Lane junction

5.3.51 It is recommended that improvements are made to the A1087/Brewery Lane junction. This is a difficult junction for heavy vehicles to negotiate particularly the left turn out of Brewery Lane. In spite of this, there is no evidence of injury accidents occurring at this location in the seven year period 2000-2006. There is however evidence that the property on the south west corner of the junction is struck or scraped from time to time and that there is the likelihood of continuing damage and the possibility of more significant damage to the property occurring as time passes. It is recommended that improvements are made to the junction which offer greater awareness to drivers using the A1087 of the need for care at this location and also to reduce the likelihood of vehicles striking the property in question.

5.3.52 Discussions with council officials has indicated that some preliminary consideration has already been given to this and that their views are broadly in accordance with our own recommendations which are to:

36


� introduce centre line hatched marking on the A1097 in the vicinity of Brewery Lane (from a point west of Duke Street to a point east of Brewery Lane) to ensure that eastbound traffic does not encroach on the west bound lane and to improve forward visibility for eastbound traffic of vehicles turning out of Brewery Lane

� restrict parking for a distance of 20m (approximately) on the north side of the A1087 to west of Duke Street to accommodate the centre line hatched marking referred to above

� widen the west footway of Brewery lane as it approaches the A1087 � locate a bollard (or bollards) on this widened footway to reduce

encroachment onto the footway by left turning traffic (thus reducing possibility of striking the adjacent property)

� restrict parking and introduce hatched marking: - on the A1087 to the east of Brewery Lane - on the east side of Brewery Lane to the south of the A1087 to aid the left turn from the east into Brewery Lane.

Parking on Duke Street

5.3.53 Duke Street has a narrow carriageway which provides only just enough space for there to be parking on one side of the road and one narrow lane for traffic movement. The street is currently operates with two way traffic, however it does appear that only local access traffic uses it along with the occasional vehicle which uses it from the Shore Road end as a short cut towards the town centre. On a recent site visit, nine cars were parked (3 facing east and 6 facing west). There are also a number of driveway/garage accesses on both sides of Duke Street which will have to be left clear. Thoughtless parking occasionally causes problems for passing vehicles.

5.3.54 Given the limited space constraints, there are few options open to alleviate the occasional problem that does occur. Parking bays could be located only on the south side of Duke Street where there are less driveway accesses. A passing place could be introduced between parking bays to facilitate two way movement. If the street were to operate one-way, the issue of parking would be less troublesome; however, given the occasional and short term nature of the difficulties that do occur it is recommended that 2-way movement is retained, then this is about all that can be done. In an ideal situation

Routes within the harbour area

5.3.55 Castle Street and Church Street form a key pedestrian route through the harbour area, providing access to residential properties and through access to the town centre and rail station. There is a need to significantly improve the pedestrian facilities on Castle Street and Church Street, which can only be achieved through an integrated approach to footway provision and improved management of on-street parking.

5.3.56 Currently on-street parking is unregulated along the full length of Castle Street and Church Street. Large sections of footway are missing or extremely narrow, and all footways are poorly surfaced. Details of how parking could be better regulated are discussed later in relation to traffic management in the town. With respect to pedestrian facilities it is recommended that footways are provided on both sides of Castle Street and Church Street.

5.3.57 As discussed previously the footways should be built-out into the carriageway at the access points to the vennels in order to improve sightlines. Pedestrian guardrail will prevent pedestrians from directly entering the carriageway from the vennels. The build-outs should be wide enough to incorporate a dropped kerb with tactile paving that is staggered from vennel entrances. A matching

37


dropped kerb should be provided on the opposite footway. Care should be taken to ensure the crossings are located at existing pedestrian desire lines. Widening of the footways and the build-outs will also act as traffic calming measures.

5.3.58 Currently there are no pedestrian facilities on Lamer Street next to the sea front. As an attractive area of Dunbar where visitors and the local community should be encouraged to visit, it is essential that pedestrian facilities are provided. It is therefore recommended that a raised promenade is provided on the east side of Lamer Street. The promenade will be accessed from the town centre via Silver Street and The Vennel footpath. It is recommended that an uncontrolled pedestrian crossing is provided on Lamer Street to provide access between The Vennel and the promenade. This should have footways build-outs, dropped kerbs and tactile paving.

Table 5.1: Pedestrian and cyclist safety recommendations

Themes Key issue Options Planning objectives met

Routes to school Dunbar Primary School 1) Providing a pedestrian and cycle

route between the school and south of the ECML

1a) Provide continuous shared path between Kellie Road, through underpass to school

PO1, PO5, PO7, PO8

2a) Closure of the junction to provide a continuous footway across the junction

PO1, PO3, PO5, PO7, PO8

2b) Retain junction and remove high brick wall to widen footway on west side of junction


2) Improving safety at junction of Countess Crescent and Countess Road

2c) Close junction and remove high brick wall to widen footway on west side of junction


3) Improving safety around the existing car park at south end of Countess Crescent

3a) Designate Bleachingfields Car Park as the official school pick-up and drop-off point and provide disabled parking only at the existing car park

PO3, PO8

4a) Provide build-out, dropped kerbs and tactile paving and retain school crossing patrol

PO3, PO5, PO8

4) Improving safety of crossing Belhaven Road

4b) Provide build-out, dropped kerbs and tactile paving with a Pelican crossing, with option to retain school crossing patrol

PO3, PO5, PO8

Dunbar Grammar School 5a) Provide build-out, dropped kerbs and tactile paving PO3, PO5, PO8

5) Improving safety of crossing Belhaven Road 5b) Provide build-out, dropped kerbs and tactile paving with a

Pelican crossing PO3, PO5, PO8

West Barns Primary School

6) Improving access to the school 6a) Upgrade footways on the routes to school to include dropped kerbs and tactile paving at all junctions and pedestrian desire lines

PO3, PO8

Routes to the rail station From the south west 7a) Provide lighting in the ECML underpass and introduce a

10mph speed limit for the carriageway PO1, PO3, PO4, PO5, PO6, PO7 and PO8

7) Providing a more direct pedestrian and cycle route to the rail station from the foot and cycle path on the south side of the ECML underpass to the west of the rail station

7b) Provide steps on the north side of the ECML underpass to link in with a path on the north side of the rail station platform taking pedestrians and cyclists to the rail station building entrance

PO1, PO5, PO6, PO7 and PO8

39


Themes Key issue Options Planning objectives met From the south east 8) Providing a more direct pedestrian

and cycle route to the rail station from Spott Road

8a) Provide a shared pedestrian and cycle path through the disused works yard immediately east of the rail station to link in with the footpath connecting Spott Road and Old Spott Road. Upgrade the existing path to a shared use path and provide cycle access from Spott Road


9) Providing a more direct pedestrian route from Queens Road to the rail station

9a) Provide a continuous footway on the west side of Queens Road to meet the footway on the south side of Countess Road


From the north 10a) Install a Pelican crossing immediately east of the junction of Abbey Road and Countess Road

PO1, PO3, PO5, PO6, PO7 and PO8

10) Providing a safer pedestrian route from the town centre to the rail station

10b) Provide a footway on the west side of Station Road PO1, PO3, PO5, PO6, PO7 and PO8

From all of Dunbar 11) Improve awareness of routes to the rail station

11a) Develop and implement a pedestrian and cycling signage strategy for the town directing to and from the rail station


Routes to the town centre 12a) Provide dropped kerbs and tactile paving at all junctions


12) Ensuring that where footways on the A1087 meet side roads, pedestrians can cross safely and easily 12b) Reduce the width of junctions where possible PO1, PO3, PO5, PO7 and

PO8

13) Reduce the likelihood of accidents and property damage at the A1087/Brewery Lane junction to accommodate turning traffic

13a) Improve the layout of the junction as recommended PO2 and PO3

From west Dunbar

14) Improving traffic movement on Duke Street

14a) Improve the layout of parking places on Duke Street PO3

From south east Dunbar 15) Providing accessible and safe walking and cycling routes

15a) Options 8a and 9a together provide more direct and significantly more accessible routes to the town centre

PO1, PO3, PO4. PO5, PO6, PO7 and PO8

From south Dunbar 16) Providing direct and accessible pedestrian and cycle links across the ECML to the town centre

16a) Options 1a, 2c, 7a and 7b together provide more direct and significantly more accessible routes to the town centre


From the harbour area 17a) Ensure vennels have lighting

PO4

17) Improving the safety and accessibility of the vennels between the High Street and Castle Street / Church Street

17b) Provide footway build-outs where vennels meet Castle Street / Church Street

PO1, PO3, PO5, and PO8

40



18) Providing a safe and accessible pedestrian and cycle route via Cossar’s Wynd

16a) Closure of the Church Street end of Cossar’s Wynd to traffic. Footway build-out at Church Street


17a) Widening of footways on Silver Street to at least 2 metres PO1, PO3, PO5, and PO8

19) Providing a safe and accessible route between the sea front area at Lamer Street and the town centre

17b) Provision of footway build-outs, dropped kerbs and tactile paving to provide an accessible crossing on Lamer Street between The Vennel and the promenade proposed as solution 25b

PO1, PO5 and PO8

From all of Dunbar 20) Encouraging walking and cycling 20a) Develop and implement a pedestrian and cycling signage strategy for the town directing to and from the town centre and key destinations within it


Routes within the town centre 21) Reducing the occurrence of road accidents at and around the junction of West Port and the High Street

21a) Removal of roundabout to replace with a signalised junction with a full pedestrian crossing phase

PO1, PO3, PO5 and PO8

22a) Replace the existing sets with smooth surfacing in keeping with the materials currently used in the High Street

PO8

22b) Install a pelican or zebra crossing at the north end of the High Street utilising an existing uncontrolled pedestrian crossing


22) Improving the accessibility of existing uncontrolled crossing points along the High Street

22c) Install a Pelican or Zebra crossing at the south end of the High Street utilising an existing uncontrolled pedestrian crossing


23) Reducing the occurrence of road accidents along the High Street and promoting the pedestrian environment

23a) Introduce gateways at the north and south end of the High Street and on West Port


23b) Install raised tables at the junctions of Cossar’s Wynd and Silver Street with the High Street


24a) Upgrading of footways and lighting to match the High Street PO1, PO4 and PO5

24b) Upgrading of the Monk’s Walk to incorporate weather proof surfacing and lighting, and signs directing to the supermarkets and town centre

PO1, PO4 and PO5

High Street and West Port area

24) Improving access between the High Street, West Port and the supermarkets

24c) In the longer term, it may be worth considering the feasibility a small alteration to the carriageway alignment –

perhaps in association with maintenance works – to widen the south footway and narrow the north footway to ease pedestrian movement on the south footway

PO1, PO4 and PO5

41



Routes within the harbour area Church Street and Castle Street

25) Improving access along the street 25a) Widening and resurfacing of footways as part of the wider street-scaping solution to better manage the on-street parking and traffic speeds


26) Improving access across the street 264a) Option 15b to provide footway build-outs where the vennels meet Church Street and Castle Street will provide safer crossing points in line with pedestrian desire lines


Lamer Street 27a) Provision of a raised footway to form a promenade on the east side of Lamer Street


27) Providing pedestrian facilities at the sea front

27b) Provision of an uncontrolled crossing on Lamer Street linking the promenade with The Vennel


42

5.4 Traffic patterns and movement

5.4.1 The key issues and recommendations for solutions are summarised in Table 5.2. The planning objectives each solution meets are also set out.

Routes within the harbour area

5.4.2 Castle Street and Church Street form a key vehicular route through the harbour area north to south. As discussed previously it also forms a key pedestrian route, and is crossed by several pedestrian routes running down from the High Street to the harbour area. Road safety on Castle Street and Church Street, particularly that of vulnerable road users such as pedestrians and cyclists is increasingly of concern to the local community. A road accident occurred recently involving a child exiting from one of the vennels into the path of an oncoming vehicle. There are clear road safety issues with regards to poor visibility, lack of pedestrian facilities, and inappropriate vehicle speeds.

5.4.3 The improvement of pedestrian facilities has been discussed previously, and these will go hand in hand with recommendations to improve vehicle sightlines and calm traffic speeds. The footway widening and build-outs at locations where vennels meet the carriageway will force on-street parking to be more regulated. Currently it is unregulated and tends to occur on one side of the street only, reducing it to a single lane. This provides motorists with a clear and unhindered view ahead and encourages the propensity to speed. It is recommended that footway build-outs together with the introduction of double yellow lines could be used to force on-street parking to switch from one side of the carriageway to the other, creating a chicane system. This would reduce vehicle sightlines and naturally reduce speeds

5.4.4 Lamer Street runs parallel to the sea front and for a short section running south of The Vennel, sits on top of the sea wall. As discussed previously with respect to pedestrian accessibility, this area is attractive and its use as a promenade should be encouraged. It has been recommended that a promenade is provided on the seaward side of Lamer Street, however in order to accommodate this some of the existing carriageway will have to be used. As a key destination in Dunbar, it may be appropriate to maintain on-street parking on one side of this section of Lamer Street and therefore it would be reduced to a single lane. It is therefore proposed that Lamer Street become one-way north to south between Colvin Street and Woodbush Brae.

5.4.5 In order to improve the pedestrian environment on Cossars Wynd and road safety at the junction of Cossars Wynd and Church Street, it is recommended that it is closed to traffic at the Church Street end. Vehicles would only be able to access the small number of parking spaces on Cossars Wynd from the High Street.

5.4.6 The footways on Silver Street are on a key pedestrian route between the town centre and the sea front. It has been recommended previously in this report that the footways are widened to at least 2 metres in recognition of this. This would reduce the carriageway to a single lane. It is therefore recommended that Silver Street becomes one-way towards the High Street. This direction of flow is recommended because it is an upward gradient which would naturally reduce vehicle speeds. Vehicular access to the harbour area would still be possible via Victoria Street or Woodbush Brae. Making Silver Street one-way would reduce vehicular movements around the junction with the High Street, where there has been shown to be a concentration of road accidents in the past 5 years.

43


Impact of the housing development south of the ECML

Access to Edinburgh Road

5.4.7 Presently, Spott Road provides the main access from housing south of the ECML into the town centre. Further development to the south east of the town will put pressure on Beveridge Row and School Brae. Presently both these roads are narrow with constraints across the railway line. School Brae crosses the rail line over a narrow bridge with poor forward visibility; Beveridge Row passes under the railway line through a narrow underpass, again with poor forward visibility.

5.4.8 School Brae is narrow, with housing fronting both sides of the carriageway. As its name implies, it is close to West Barns Primary School, providing both vehicle and pedestrian access. Any further increase in current traffic levels is considered inappropriate.

5.4.9 Beveridge Row is also constrained to the north of the railway, with housing directly fronting the narrow carriageway. Any significant increase in traffic on Beveridge Row would impact adversely on these properties

5.4.10 With current development proposals it is recommended that shuttle signals be provided at the underpass. These signals will provide both safety and capacity benefits but are unlikely to provide a satisfactory longer term solution to traffic movement. Traffic volumes from the Paramics model indicate that, based on current development proposals, these signals would provide sufficient capacity. Nevertheless, should further development take place to south of the ECML then this constraint would need to be revisited.

5.4.11 To relieve the adverse effects on properties on Beveridge Road it would, be possible to create a new link, bypassing existing properties between the existing underpass and Edinburgh Road and for Beveridge Row to become access only from Edinburgh Road. This link road would, however, still require use of the existing underpass and shuttle signals with the inherent future capacity constraint indicated above.

5.4.12 At the workshop, this possibility was well received (as discussed in Chapter 6).

5.4.13 It is recommended that consideration of this link road remains active and that the need for it be reviewed in the light of future development proposals south of the ECML with a view to an appropriate developer contribution to the cost of its provision being agreed.

5.4.14 There is, however, an inherent conflict between going to the expense of providing a new link road to bypass Beveridge Row, whilst not improving access across the railway line. The provision of a new railway underpass (or overpass), while expensive, and outwith the council’s current resources, should be considered as a long term aspiration. The design of the new link should not preclude its future provision.

Access to Dunbar town centre

5.4.15 Further housing and retail development south of the ECML will result in increased pressure on Spott Road as the main traffic route to the town centre and the indications are that the introduction of traffic signals at the Spott Road / Queens Road junction will be required. The need for traffic signals at this location should, therefore, be an active consideration for any future development proposals in the area

44


5.4.16 Increased traffic volumes may result in severance impacts; it will be necessary to monitor the need for additional pedestrian crossing facilities across Spott Road.

5.4.17 In the longer term, traffic modelling suggests that it may be necessary to signalise the Spott Road / Brodie Road junction, if significant delays are to be avoided exiting Brodie Road in the morning peak.

45


Table 5.2: Traffic patterns and movement


Routes within the harbour area Castle Street and Church Street

26) Reducing vehicle speeds 26a) Provision of footway build-outs and double yellow lines to switch on-street parking form side to side creating a chicane system

PO1, PO3 and PO8

Lamer Street 27) Accommodating a new promenade feature

27a) Introduce a one-way system between Colvin Street and Woodbush Brae

PO1, PO5 and PO8

Cossar’s Wynd 28) Reducing vehicle speed and rebalancing priority towards pedestrians

28a) Closure of Cossar’s Wynd / Church Street junction to vehicle access using bollards. Access only from High Street


Silver Street 29) Reducing vehicle speed and rebalancing priority towards pedestrians

29a) Reduce carriageway to single lane by increasing width of footways. Make one-way towards the High Street


Impact of the new development south of the railway line Access to Edinburgh Road 30) Increasing traffic volumes on

Beveridge Row and School Brae, across the railway line

30a) Provision of a new link Road between Beveridge Row underpass and Edinburgh Road

PO7 and PO8

Access to Dunbar town centre

31) Increasing congestion at Queens Road / Spott Road junction

31a) Signalisation of junction PO3 and PO7

32) Increased traffic on Spott Road making crossing for pedestrians difficult

32a) Review need for additional pedestrian crossings PO1, PO3 and PO8

33) Increasing congestion at Spott Road / Brodie Road Junction

33a) Review need for signalisation of junction PO3 and PO7

46


5.5 Public transport

5.5.1 The key issues and recommendations for solutions are summarised in Table 5.3. The planning objectives each solution meets is also set out.

5.5.2 The issues relating to public transport services are discussed in Section 3.3 in which they key problems were identified as:

1. The quality of services within Dunbar. 2. Service to and from Dunbar railway station. 3. Bus accessibility.

Services within Dunbar

5.5.3 At present there is no dedicated town service although Eve’s route 120 effectively combines an infrequent local town service for Dunbar with a service to North Berwick.

5.5.4 However, it is planned that there will be a new town bus service in Dunbar, provided as part of a Section 75 agreement consequent on the construction of the new ASDA superstore on the south east edge of town. The introduction of this route will bring about a substantial improvement in local bus services. The service, however, is expected to operate on a 30 minute frequency which will not offer a “turn up and go” service. When this service is introduced it is intended that the service 120 will be modified to remove the “town service” parts of its route.

5.5.5 Whilst in theory a number of options do exist to adjust existing services in the short term or to seek to supplement the proposed new service in medium term, it would be:

� impractical in the given time – notwithstanding budgetary considerations - to adjust the service 120 in advance of the new service commencing when ASDA opens

� premature to anticipate likely demand for the new service and whether or not some supplemental support for timetable and frequency enhancements might be appropriate.

5.5.6 Given the current situation, a cautious and incremental approach is recommended:

� the existing service 120 continues in its present form until the introduction of the new service and it is modified at that time to remove the “town service” aspects of the contract

� the patronage of the new service be monitored to determine if demand for a more frequent service exists and how such enhancements may be achieved.

Service to and from Dunbar rail station

5.5.7 The 120 service has one morning journey that stops at the rail station, arriving at 07:40 from Hallhill and Lochend. As discussed in Section 3.3 above there is little demand for bus to rail and rail to bus interchange not just at Dunbar station but at other stations with routes that serve Edinburgh.

5.5.8 Elsewhere in this report improvements to pedestrian access to the station are recommended and these may make the option to walk to the station relatively more attractive than car or bus travel for many Dunbar residents.

47


5.5.9 Under these circumstances it is unlikely without a sea change in behaviour that there will - in the short to medium term – be a justification for council investment in:

� supporting a bus route to serve the railway station � providing new infrastructure to provide a new or enhanced road link to the

railway station to serve buses.

5.5.10 A sensible approach would be to ensure that the timetable for the new town service is integrated – where possible given the service frequency – with the railway timetable and that the passenger numbers are monitored from time to time to determine the level of use of the bus as means of travel to and from the station. It is to be noted, however, that the new town service may not operate during the morning peak period.

Bus accessibility

5.5.11 The bus stops located in the town centre have good bus shelters and information provision, however, they lack facilities to enable disabled people to access bus services with relative ease. The bus stops located outside the town centre generally do not have bus shelters, seating, information or facilities for disabled people.

5.5.12 Whilst he particular problems regarding the stop and shelter at the Lothian Hotel (52 High Street) is unsatisfactory in public order terms, its location is may act as a barrier to bus use and causes some disruption to pedestrian flow at the location. There are, therefore, good transport reasons for seeking an alternative location for this stop. The Council’s Bus Stop Assessment Group has considered this and there is the suggestion that a relocation of the facility a short distance to the south at 32 High Street outside the Royal Mail Delivery Office would reduce some of the problems. This would be a sensible move given the barriers to bus use caused by smokers and youths and the disruption to pedestrians caused by the location of the stop and shelter on a narrow footway.

5.5.13 It is recommended that display cases are provided at all bus stops throughout the town providing information about services and timetables relevant to the stop in question. In addition, it is recommended that an audit be undertaken of all bus stops in the town with a view to determining a hierarchy based on use on which to determine priorities for shelter and bus boarder provision in the short to medium term.

5.5.14 There are issues with the layout of bus stops in the High Street, because buses find it very difficult to align properly with the kerb. This situation arises form a combination of illegal parking and the inadequate proportions of the adjacent bus boxes.

5.5.15 It is recommended that bus boarders be provided at all stops in the High Street as a priority.

48


Table 5.3: Public transport

Themes Key issue Options Planning objectives met 34) The provision of Dunbar town service

34a) Review the provision a town service now in advance of the service that will be provided under a Section 75 Agreement.


35a) Provide financial support for a new bus service or enhanced local service to serve the station.


35b) Invest in new infrastructure to provide a new road link or to enhance existing road links to the station.


Bus service provision and integration

35) Provide a bus link to Dunbar railway station

35c) Await the introduction of the service provided under a Section 75 Agreement and seek to integrate bus and rail timetables where possible and monitor patronage levels.


36a) Provide bus boarders at key bus stops. PO1, PO4, PO5, PO6, PO7 and PO8

36b) Provide route and timetable information at all bus stops in Dunbar.


36c) Prepare a short to medium term programme for bus stop enhancements.


Accessibility 36) Improving bus accessibility

36d) Move the bus stop outside 52 High Street to a location outside 32 High Street subject to approval by the Bus Stop Assessment Group


49


5.6 Dunbar parking strategy

Overview

5.6.2 Ensuring there is adequate provision of parking in Dunbar, and that it is effectively managed is vital to achieving PO5 (Increase the number of residents and visitors who use the services provided by local businesses in Dunbar by enhancing the existing transport network). However, seeking to achieve this objective must be balanced with seeking to achieve the other planning objectives, particularly PO1 (Increase the proportion of journeys within Dunbar that are undertaken by sustainable modes of transport). Therefore, whilst appropriate levels of parking need to be provided within the town centre, this should not be to the detriment of sustainable modes of transport, nor encourage travel to the town centre by car at the expense of more sustainable modes.

5.6.3 On the basis of the parking survey (Appendix 4) and observations made during numerous site visits, no pressing need is evident to justify the introduction of a parking strategy that would significantly alter existing arrangements. The population of Dunbar has, and will continue to rise and the inevitable increase in demand for parking as a result must, however, be borne in mind when considering the parking strategy.

5.6.4 Recommended improvements to existing arrangements are described for each parking area below:

The High Street

5.6.5 The High Street forms the core shopping area of the town and it is essential that our proposals support and enhance its economic vitality. It is important, therefore, that parking management is part of a strategy which encourages trips to the High Street, though not to the detriment of encouraging travel by sustainable modes of travel (PO1). The shops and services located on the High Street are of the size and type that attract short term trips, and therefore it is important that parking restrictions on the High Street reflect this by ensuring a high turnover of parking acts (if longer term parking were encouraged, shops and services may suffer as fewer trips will be accommodated).

5.6.6 Currently parking on the High Street is restricted Monday – Saturday, to 1 hour during the day. The weekday parking survey showed that the parking bays are never more than 50% full and that the majority of parking acts are for a duration of 1 hour or less although about 20% of vehicles are parked for over 1 hour.

5.6.7 Our consultation did not identify any pressing issues regarding town centre parking.

5.6.8 Given this background, it is recommended that the existing restrictions should be retained. However, given that some vehicles do overstay the 1 hour restriction, consideration ought to be given to enhancing the existing level of enforcement.

5.6.9 Snapshot surveys should be undertaken as appropriate to monitor demand. These could be undertaken in conjunction with similar surveys for the Leisure Pool.

Leisure Pool car park

5.6.10 The Leisure Pool car park is less than 50 metres from the north end of the High Street. The parking survey showed that approximately 50% of parking acts were

50


for trips into the town centre only, with the remaining parking acts for trips to the leisure pool and possibly into the town centre. A small number of parking acts are for the use of residents only. During the survey the car park did not exceed 50% occupancy, though it is likely that occupancy levels would be higher at weekends when both the town centre and the leisure pool will attract more trips.

5.6.11 If the car park were to attract more cars than there were spaces for, the situation would need to change as it would have an unwanted potential detrimental affect on the use of the leisure pool. If this were to occur, consideration should be given to the introduction of a management regime to reduce parking by people not using the leisure pool. This may be achieved by designating a number of spaces for leisure pool users only and the remaining spaces for all other users. However this could lead to a situation where the car park is not being used at its optimum efficiency.

5.6.12 Accordingly, it is recommended that no adjustments are made at present to the conditions of use of the car park and that it should remain as a facility for mixed use.

5.6.13 Given the potential effect a parking “squeeze” could have on the patronage of the leisure pool if the car park became full, it is also recommended that an annual snapshot survey of the car park be undertaken to monitor the situation and review if any management action is needed. It will be important for these surveys to include weekend observations. They could be undertaken in conjunction with similar surveys on the High Street.

Dunbar station car park and Station Road

5.6.14 The train station car park is operating at or slightly above the optimum threshold of 85% occupancy, and Station Road has a 100% occupancy. The small amount of spare capacity in the car park is used by short term parking acts, possibly associated with train passengers being dropped off and collected.

5.6.15 Parking on Countess Road was examined as there is a perceived problem of overflow car parking associated with the lack of available parking at the train station. There are no parking restrictions on Countess Road. The parking survey indicated that between the junction of High Street and Countess Avenue occupancy peaked at just over 60% on a weekday. The majority of residences on this stretch of road have private driveways and therefore the issue is not one of conflict between residential and train station parking. However there were incidences of parking on the white lines across driveways, and this may well be the source of frustration for local residents.

5.6.16 With continued growth in housing development in Dunbar demand for parking at the train station will continue to increase, and since parking demand has almost reached capacity, it is Countess Road which will inevitably accommodate this. Providing additional car parking at the station may in the short term deal with the situation, however, in view of the continued population growth in the town, it would not be long before the train station parking facilities reach capacity.

5.6.17 A clear choice exists: provide more parking for rail passengers or restrain parking and encourage sustainable travel modes. The provision of additional parking runs counter to one of the key planning objectives for Dunbar (PO1: Increase the proportion of journeys within Dunbar that are undertaken by sustainable modes of transport) and to the views strongly expressed during our consultation.

5.6.18 From the train station survey it is clear that a significant proportion of people accessing the train station by car live within walking distance and/or a bus route

51


that passes close to the station. This clearly demonstrates that there is significant scope to encourage people to travel by non-car modes.

5.6.19 Accordingly, the recommended approach is to discourage car access whilst encouraging other more sustainable modes.

5.6.20 Consideration, therefore, should be given to increasing parking charges at the train station as a means of discouraging people to access the station by car. However, this may need to be combined with a TRO at Countess Road to prevent overspill parking by removing the ability to park legally all day on-street. This may be achievable, if desired, by a restriction on parking during the middle of the day freeing up the space for parking at other times.

5.6.21 Recommendations relating to the encouragement of more sustainable modes are made in other sections of this chapter.

Countess Road

5.6.22 Parking on Countess Road is at present unrestricted, and parking tends to occur on the section of the road nearest the junction with Station Road (associated with the train station). The section of Countess Road between Queens Road and Countess Avenue was surveyed. The results of the survey indicated that the on-street parking occupancy reaches a maximum of just over 60%, and therefore there is plenty of spare capacity. However throughout the survey period there were incidences of cars parking on the white lines across driveways, which is clearly unacceptable for residents of Countess Road. As discussed in relation to the train station car park, it is recommended that a TRO is introduced on Countess Road which would prevent all day parking. This could include the introduction of double yellow lines across driveways.

Additional public parking for the town centre

5.6.23 Although no requirement for additional parking to serve the town centre has been established it would be sensible at this time to consider potential sites where car parking could be accommodated and make provision for it in the Local Plan. One such site which is at present a grassed field lies to the west of Station Road and there is the potential to use a proportion of this land for car parking. This purpose of this additional parking would be to serve the town centre when the need arises. The site is well located for access in this regard and people using it would derive benefit from the new pedestrian crossing of Countess Road recommended elsewhere in the report.

5.6.24 Its proximity to the railway station, however, emphasises the need to ensure that the spaces are provided purely for short stay parking and are not used by commuters travelling by rail.

5.6.25 The location of a short stay car park at this location was the subject of consultation and there was unanimous agreement that the location would serve the town centre well and that commuter parking would need to be excluded.

Commuted payment parking scheme

5.6.26 The continual growth of flatted accommodation in Dunbar town centre has created an increase in the number of parking spaces required for residential parking. These are in addition to the spaces available to people wishing to park and shop in the High Street area. Developers tend not to consider the implications of the need for the residential parking created and often some conflicts do arise. One possible method identified by the council to reduce this

52


conflict would be to introduce a commuted payment scheme towards a town centre car park from development that for townscape reasons would fail to provide car parking in full on site. At present there is no provision within East Lothian Council to seek commuted payments to provide additional parking.

5.6.27 SPP17 provides planning advice on mechanisms local authorities should adopt to support more sustainable travel patterns, with specified non-car mode shares. The application of maximum parking standards is seen as a key tool in this respect and clear advice is offered in the document.

5.6.28 The relevant advice is that “planning authorities, in the context of sites highly accessible by walking, cycling and public transport, should however consider applying locally derived maximum car parking standards to residential development in association with controlled parking zones. In appropriate circumstances, Car-Free Housing and Home Zones also have a role to play in humanising the relationship between homes, people and cars”.

5.6.29 East Lothian Council’s Home Zone document takes a strong stance on the issue of parking for residential developments and indicates that “the developer must demonstrate to the Council they have put in place private parking schemes from the outset”.

5.6.30 Given this background and in the context of maximum parking standards, a commuted payment parking scheme seems, on the face of it, out of place.

5.6.31 There are a few examples of commuted payment parking schemes elsewhere in Scotland but they tend to be associated with the accommodation of non-residential development. For example, a scheme in Moray relates only to certain pre-designated town centres (Elgin, Forres, Buckie and Keith). In South Lanarkshire, again only for specific town centres, developers may be asked to make a commuted payment for non-residential development.

5.6.32 As part of the implementation of the Regional Transport Strategy (RTS), SEStran will shortly be commissioning two studies to prepare a Regional Parking Management Strategy and to develop Regional parking Standards. It is likely that the concept of commuted payments for residential parking will not be regarded favourably as part of the regional strategy.

5.6.33 The introduction of such a scheme is, therefore, very likely to prove to be a contentious issue and would very probably require to be based on a review of all towns in East Lothian to ensure that, if introduced, the scheme dealt similarly with similar situations and locations throughout the council area. The justification will need to be clear and unambiguous as would the guidelines for its operation and management.

5.6.34 Further, it is unlikely that additional parking will be needed in Dunbar to deal with demand in the short to medium term and that the need for additional parking will be some time in the future. The link, therefore, between a commuted payment and the provision of the parking it was intended to provide may be rather tenuous.

5.6.35 Having regard for all the circumstances, the introduction of a commuted payment scheme for residential parking is not recommended at this time.

53


Table 5.4: Parking

Themes Key issue Options Planning objectives met 37) Monitor parking demand 37a) Undertake regular snapshot surveys. PO5, PO7 and PO8 High Street

38) Ensure parking turnover is maintained

38a) Consider the enhancement of existing enforcement levels.

PO5, PO7 and PO8

39a) Designate a proportion of spaces specifically for the leisure pool.

PO5, PO7 and PO8 Leisure Pool 39) Ensure parking for the leisure pool is not compromised by town centre parking 39b) Maintain existing parking situation and monitor

regularly. PO5, PO7 and PO8

40a) Introduce more parking spaces to serve the station.

PO6 Dunbar station car park and Station Road

40) Improve station accessibility

40b) Discourage car trips to the station, do not increase the number of spaces at the station and improve accessibility by other modes


Countess Road 41) Reduce commuter and inconsiderate parking

41a) Introduce a TRO to prevent all day parking and to reinforce acceptable parking behaviour

PO1, PO2 and PO8

42a) allow all day parking Additional public parking to serve the town centre

42) Management of additional town centre parking located near to the station

42b) introduce spaces for short stay only PO5 and PO8

43a) Introduce a commuted payment scheme for residential parking

PO2 and PO7 Residential parking 43) Reduce the impact of residential parking in the town centre

43b) Do not introduce a commuted payment scheme for residential parking

PO1 and PO2

54


55


6. Recommended solutions

6.1 Taking forward the possible solutions

6.1.1 The previous chapter presented possible solutions to the key issues affecting pedestrian and cyclist safety, traffic management, parking and public transport in Dunbar. In order to ensure that final recommendations are taken forward that will be effective and sustainable it is essential that key stakeholders are consulted.

6.1.2 In discussion with ELC, CB identified the key issues and solutions which will have the greatest impact on Dunbar and for which it will be essential that the views of stakeholders is sought. These are:

� Solutions for the High Street � Solutions for the harbour area including Castle Street, Church Street and

Lamer Street � Solutions for improving pedestrian and cycle access to the rail station � Solutions for town centre car parking � Solutions for road access between Hallhill and West Barns

6.2 Consultation: Workshop 2

6.2.1 A second workshop was held with stakeholders on the evening of 18th March

2007 at Hallhill Healthy Living Centre. A full report of the workshop is provided in Appendix 5.

6.2.2 Each package of solutions as listed above was presented to the stakeholders and CB facilitated group discussion around each. The outcomes were as follows:

Solutions for the High Street

6.2.3 Three options for the High Street were presented to the workshop. These were:

� Option 1a: Removal of the roundabout at the junction of the High Street and West Port to replace with a signalised junction with a full pedestrian crossing phase. Upgrading of surfacing at all existing uncontrolled pedestrian crossings to provide a smooth surface.

� Option 1b: Option 1a plus the introduction of gateway features at the north and south end of the High Street, at the junction with West Port and at the west end of West Port in line with the Monk’s Walk.

� Option 1c: Option1 a and 1b plus the introduction of controlled pedestrian crossings at the north and south end of the High Street

6.2.4 The consensus at the workshop was that Option 1c offered the preferred solution to the road safety and pedestrian accessibility issues on the High Street. It was agreed that the existing roundabout was “chaos” and that signalising the junction would improve the situation. However this should be done as sensitively as possible so as not to detract from the historic streetscape. The idea of introducing gateways was supported and it was agreed that different surfacing should be used for the carriageway at these points. However the type of surfacing used should be carefully considered to both compliment the streetscape and to be durable. With regard to the provision of controlled crossing points along the High Street, it was unanimously agreed that crossings should be provided at the north and south end of the High Street. Figure 6.1 summarises the preferred Option 1c

56


Figure 6.1: Preferred Option 1c for the High Street

57


Solutions for the harbour area including Castle Street, Church Street and Lamer Street

6.2.5 An holistic solution to the road safety and accessibility issues on Castle Street and Church Street was presented to the workshop. This included the following elements:

� Widening and resurfacing of footways � Footway build-outs at entry points to vennels, together with dropped

kerbs in line with pedestrian desire lines across the street � Regulation of on-street parking locations using footway build-outs and

double yellow lines to create a chicane effect to calm traffic speeds. This should be designed so as to provide the same amount of parking spaces as is currently available.

6.2.6 The workshop agreed that the street is of historical importance but that it is currently a “visual mess”. It was agreed that there is a need for parking management and regulation and that the creation of a chicane effect was desirable. The proposed solutions were fully supported by the workshop, however it was felt that there is a need to provide residents parking bays because much of the parking during the day is commuter parking. It was also stressed that the redesign of the streets should incorporate the locations where wheelie bins can be stored without blocking footways.

6.2.7 Figure 6.2 summarises the preferred solution for Castle Street and Church Street. The figure shows the design features that could be incorporated into the redesign of the Castle Street streetscape, which would also be extended into Church Street. It will be essential that it is carefully designed such that the level of provision of on-street parking is maintained.

6.2.8 The provision of a raised promenade along the seafront at Lamer Street, together with one way traffic flow to accommodate on-street car parking was presented as a solution to the workshop. The provision of a promenade was fully supported by 50% of the workshop attendees, the remainder were not convinced of a need for it. A unanimous decision could not be reached on whether the carriageway should be made one-way. There was concern that this would lead to increased traffic flow on Church Street and that the increased journey times would not be of benefit to the community or the environment. It was suggested that the promenade be provided but the on-street parking be removed to accommodate two-way traffic flow.

6.2.9 In summary the option for Lamer Street was not determined to be a priority and that there are not the problems in this area to warrant such a solution. The workshop did feel that the provision of a promenade would attract visitors to the area. Therefore the preferred solution is to provide a promenade but maintain two-way traffic flow by removing on-street car parking.

58


Figure 6.2: Preferred design solution for Castle Street and Church Street (Castle Street is only shown here)

59


Solutions for improving pedestrian and cycle access to the rail station

6.2.10 The following solutions were presented to the workshop to improve pedestrian and cycle access to the rail station:

� Provision of a Pelican Crossing to the east of the junction of Abbey Road and Countess Road

� Provision of a shared use path connecting Spott Road and Old Spott Road to the rail station

� Provision of a set of steps from the underpass immediately west of the rail station

6.2.11 It was unanimously agreed that the Pelican Crossing should be located immediately west of the junction of Abbey Road and Countess Crescent (instead of east) as this would both service the route from the town centre to the rail station and the route from Hallhill/Lochend to the town centre.

6.2.12 The solution to provide a shared use path to provide more direct access from Spott Road was fully supported by the workshop

6.2.13 The solution to provide a set of steps from the underpass west of the rail station was also supported. However concerns were raised over the lack of facilities for the mobility impaired, but that since at-grade access is available from Station Road and Spott Road (if the shared use path is provided) this solution would be acceptable. It was suggested that a narrow ramp to allow cyclists to push their bikes up the steps be provided.

6.2.14 The preferred solution is summarised by Figure 6.3.

60


Figure 6.3: Preferred solutions to improve pedestrian and cycle access to Dunbar Rail Station

61


Solutions for town centre car parking

6.2.15 The workshop was asked to consider the practicalities of providing in the future a new town centre car park in the field which lies to the immediate west of Station Road.

6.2.16 There was concern that the car park could attract more people to travel to the rail station by car unless restrictions were put in place to prevent this. The idea of enforcing short or medium stay parking was suggested to the workshop as a means of preventing commuter parking. This idea was supported.

6.2.17 The preferred solution is that when an additional town centre car park is needed, it should be designated as short to medium term only, to prevent it being used for commuter car parking for the train station.

Solutions for road access between Hallhill and West Barns

6.2.18 The workshop was asked to consider the need for a new access road connecting the Hallhill area to Edinburgh Road at West Barns. The need to provide a new access road to link the underpass with Edinburgh Road was accepted by the workshop as being necessary as Beveridge Row would not be able to cope with the rise in traffic flow. However concern was expressed that the because the underpass can only accommodate a single lane, that traffic flow would be seriously impeded.

6.2.19 The preferred solution is to provide a new access road between the underpass and Edinburgh Road and for Beveridge Row to become access only from Edinburgh Road.

6.2.20 Shuttle signals would need to be provided at the underpass. Traffic volumes from the Paramics model indicate that, based on current development proposals, these signals would provide sufficient capacity. Nevertheless, should further development take place to south of the railway line then this constraint will need to be revisited.

6.2.21 In general, there is an inherent conflict between going to the expense of providing a new link road to bypass Beveridge Road, whilst not improving access across the railway line. The provision of a new railway underpass, while expensive, and outwith the council’s current resources, should be considered as a long term aspiration.

6.3 Final recommendations

6.3.1 The feedback from Workshop 2 provided more information on the likely impact on some of the larger scale solutions developed and presented in Chapter 5 of this report. On the basis of the feedback preferred solutions were identified and these are discussed in detail above.

6.3.2 Table 6.1 presents a definitive summary of the final recommendations, including the preferred solutions identified through Workshop 2.

62


Table 6.1: Final recommendations

Themes Key issue Recommended solution Planning objectives met

Pedestrian and cyclist safety

Routes to school 1) Providing a pedestrian and cycle route between the school and south of the ECML

1a) Provide continuous shared path between Kellie Road, through underpass to school

PO1, PO5, PO7, PO8

2) Improving safety at junction of Countess Crescent and Countess Road

2c) Close junction and remove high brick wall to widen footway on west side of junction


3) Improving safety around the existing car park at south end of Countess Crescent

3a) Designate Bleachingfields Car Park as the official school pick-up and drop-off point and provide disabled parking only at the existing car park

PO3, PO8

Dunbar primary school

4) Improving safety of crossing Belhaven Road

4b) Provide build-out, dropped kerbs and tactile paving with a Pelican crossing, with option to retain school crossing patrol

PO3, PO5, PO8

Dunbar grammar school 5) Improving safety of crossing Belhaven Road

5b) Provide build-out, dropped kerbs and tactile paving with a Pelican crossing

PO3, PO5, PO8

West Barns primary school 6) Improving access to the school 6a) Upgrade footways on the routes to school to include dropped kerbs and tactile paving at all junctions and pedestrian desire lines

PO3, PO8

Routes to the rail station 7a) Provide lighting in the ECML underpass and introduce a 10mph speed limit for the carriageway

PO1, PO3, PO4, PO5, PO6, PO7 and PO8

From the south west 7) Providing a more direct pedestrian and cycle route to the rail station from the foot and cycle path on the south side of the ECML underpass to the west of the rail station

7b) Provide steps on the north side of the ECML underpass to link in with a path on the north side of the rail station platform taking pedestrians and cyclists to the rail station building entrance


From the south east 8) Providing a more direct pedestrian and cycle route to the rail station from Spott Road

8a) Provide a shared pedestrian and cycle path through the disused works yard immediately east of the rail station to link in with the footpath connecting Spott Road and Old Spott Road. Upgrade the existing path to a shared use path and provide cycle access from Spott Road


63



9) Providing a more direct pedestrian route from Queens Road to the rail station

9a) Provide a continuous footway on the west side of Queens Road to meet the footway on the south side of Countess Road


10a) Install a Pelican crossing immediately west of the junction of Abbey Road and Countess Road


From the north 10) Providing a safer pedestrian route from the town centre to the rail station

10b) Provide a footway on the west side of Station Road


From all of Dunbar 11) Improve awareness of routes to the rail station

11a) Develop and implement a pedestrian and cycling signage strategy for the town directing to and from the rail station


Routes to the town centre 12a) Provide dropped kerbs and tactile paving at all junctions


From west Dunbar 12) Ensuring that where footways on the A1087 meet side roads, pedestrians can cross safely and easily

12b) Reduce the width of junctions where possible PO1, PO3, PO5, PO7 and PO8

From south east Dunbar 13) Providing accessible and safe walking and cycling routes

13a) Options 8a and 9a together provide more direct and significantly more accessible routes to the town centre


From south Dunbar 14) Providing direct and accessible pedestrian and cycle links across the ECML to the town centre

14a) Options 1a, 2c, 7a and 10a together provide more direct and significantly more accessible routes to the town centre


15a) Ensure vennels have lighting

PO4 15) Improving the safety and accessibility of the vennels between the High Street and Castle Street / Church Street 15b) Provide footway build-outs where vennels

meet Castle Street / Church Street PO1, PO3, PO5, and PO8

16) Providing a safe and accessible pedestrian and cycle route via Cossar’s Wynd

16a) Closure of the Church Street end of Cossar’s Wynd to traffic. Footway build-out at Church Street


17a) Widening of footways on Silver Street to at least 2 metres


From the harbour area

17) Providing a safe and accessible route between the sea front area at Lamer Street and the town centre 17b) Provision of footway build-outs, dropped

kerbs and tactile paving to provide an accessible crossing on Lamer Street between The Vennel and the promenade proposed as solution 25b

PO1, PO5 and PO8

64



From all of Dunbar 18) Encouraging walking and cycling 18a) Develop and implement a pedestrian and cycling signage strategy for the town directing to and from the town centre and key destinations within it


Routes within the town centre 19) Reducing the occurrence of road accidents at and around the junction of West Port and the High Street

19a) Removal of roundabout to replace with a signalised junction with a full pedestrian crossing phase


20a) Replace the existing sets with smooth surfacing in keeping with the materials currently used in the High Street

PO8

20b) Install a pelican or zebra crossing at the north end of the High Street utilising an existing uncontrolled pedestrian crossing


20) Improving the accessibility of existing uncontrolled crossing points along the High Street

20c) Install a Pelican or Zebra crossing at the south end of the High Street utilising an existing uncontrolled pedestrian crossing


21a) Introduce gateways at the north and south end of the High Street and on West Port

PO1, PO3, PO5 and PO8 21) Reducing the occurrence of road accidents along the High Street and promoting the pedestrian environment 21b) Install raised tables at the junctions of

Cossar’s Wynd and Silver Street with the High Street


22a) Upgrading of footways and lighting to match the High Street

PO1, PO4 and PO5

High Street and West Port area

22) Improving access between the High Street, West Port and the supermarkets

22b) Upgrading of the Monk’s Walk to incorporate weather proof surfacing and lighting, and signs directing to the supermarkets and town centre

PO1, PO4 and PO5

Routes within the harbour area 23) Improving access along the street 23a) Widening and resurfacing of footways as part

of the wider street-scaping solution to better manage the on-street parking and traffic speeds

PO1, PO3, PO5 and PO8 Church Street and Castle Street

24) Improving access across the street 24a) Option 15b to provide footway build-outs where the vennels meet Church Street and Castle Street will provide safer crossing points in line with pedestrian desire lines


65



25a) Provision of a raised footway to form a promenade on the east side of Lamer Street

PO1, PO3, PO5, and PO8 Lamer Street 25) Providing pedestrian facilities at the sea front

25b) Provision of an uncontrolled crossing on Lamer Street linking the promenade with The Vennel


Traffic patterns and movement

Routes within the harbour area Castle Street and Church Street 26) Reducing vehicle speeds 26a) Provision of footway build-outs and double

yellow lines to switch on-street parking form side to side creating a chicane system

PO1, PO3 and PO8

Lamer Street 27) Accommodating a new promenade feature 27b) Remove on-street parking on the section opposite the seafront to accommodate two-way traffic flow

PO1, PO5 and PO8

Cossar’s Wynd 28) Reducing vehicle speed and rebalancing priority towards pedestrians

28a) Closure of Cossar’s Wynd / Church Street junction to vehicle access using bollards. Access only from High Street


Silver Street 29) Reducing vehicle speed and rebalancing priority towards pedestrians

29a) Reduce carriageway to single lane by increasing width of footways. Make one-way towards the High Street


Impact of the new development south of the railway line Access to Edinburgh Road 30) Increasing traffic volumes on Beveridge

Row and School Brae, across the railway line 30a) Provision of a new link Road between Beveridge Row underpass and Edinburgh Road

PO7 and PO8

Access to Dunbar town centre 31) Increasing congestion at Queens Road / Spott Road junction

31a) Signalisation of junction PO3 and PO7

32) Increased traffic on Spott Road making crossing for pedestrians difficult

32a) Review need for additional pedestrian crossings

PO1, PO3 and PO8

33) Increasing congestion at Spott Road / Brodie Road Junction

33a) Review need for signalisation of junction PO3 and PO7

Public transport 34) The provision of Dunbar town service 34a) Review the provision a town service now in

advance of the service that will be provided under a Section 75 Agreement.


Bus service provision and integration

35) Provide a bus link to Dunbar railway station

35a) Provide financial support for a new bus service or enhanced local service to serve the station.


66



35b) Invest in new infrastructure to provide a new road link or to enhance existing road links to the station.


35c) Await the introduction of the service provided under a Section 75 Agreement and seek to integrate bus and rail timetables where possible and monitor patronage levels.


36a) Provide bus boarders at key bus stops. PO1, PO4, PO5, PO6, PO7 and PO8

36b) Provide route and timetable information at all bus stops in Dunbar.


Accessibility 36) Improving bus accessibility

36c) Prepare a short to medium term programme for bus stop enhancements.


Parking 37) Monitor parking demand 37a) Undertake regular snapshot surveys. PO5, PO7 and PO8 High Street

38) Ensure parking turnover is maintained 38a) Consider the enhancement of existing enforcement levels.

PO5, PO7 and PO8

39a) Designate a proportion of spaces specifically for the leisure pool.

PO5, PO7 and PO8 Leisure Pool 39) Ensure parking for the leisure pool is not compromised by town centre parking

39b) Maintain existing parking situation and monitor regularly.

PO5, PO7 and PO8

Dunbar station car park and Station Road

40) Improve station accessibility 40b) Discourage car trips to the station, do not increase the number of spaces at the station and improve accessibility by other modes


Countess Road 41) Reduce commuter and inconsiderate parking

41a) Introduce a TRO to prevent all day parking and to reinforce acceptable parking behaviour

PO1, PO2 and PO8

Additional public parking to serve the town centre

42) Management of additional town centre parking located near to the station

42b) introduce spaces for short stay only PO5 and PO8

Residential parking 43) Reduce the impact of residential parking in the town centre

43b) Do not introduce a commuted payment scheme for residential parking

PO1 and PO2

67


dunbar traffic management and environmental improvements study

Documents