3. Road Traffic Reduction Report 3-27
3.0 Background
3.1 Monitoring within Fife
3.2 Historic Traffic Growth
As part of the Government’s new integrated
The rural nature of large parts of Fife makes it very
General
approach to sustainable transport policy the Road
difficult to influence travel habits in those areas.
In Fife we are generally continuing to experience a
Traffic Reduction Act 1997 was launched in
rise in traffic volumes each year.
Scotland on 21st April 2000.
Instead, we have targeted specific areas across
the Kingdom where we feel we can make a
One of the main causes is the rise in car
To comply with the Act, Local Authorities are now
difference and encourage a shift away from the
ownership levels in Fife, as shown on the graph
required to submit Road Traffic Reduction Reports
use of the private car through the measures
below.
every 3 years.
proposed in our Local Transport Strategy.
In 1971, 54% of households in Fife had no car, this
These reports need to identify existing levels of
We intend to monitor three main towns in east,
fell to 44% in 1981 and down to 38% in 1991. Our
traffic in their area, forecast likely traffic growth,
west and central Fife, namely:-
recent Travel Diary survey suggests this figure has
identify measures to tackle any traffic problems
fallen further to 34%.
anticipated and to consider setting targets to
St. Andrews, a historic town in east Fife with a
reduce either existing levels of traffic or their rate
population of around 15,000.
From the 1991 Census of Population, car
of growth.
ownership levels in Fife at 0.34 per head of
Glenrothes, a new town with a population of
population was higher than for Scotland (0.31),
Our long term vision for Fife is highlighted in our
around 40,000 in central Fife.
reflecting Fife’s rural nature. However, it was still
Local Transport Strategy. It provides a framework
below the average for Great Britain (0.38). Figure
of proposals and measures, which will help, steer
Dunfermline, the main town in west Fife with a
3.2 shows Fife’s Car Ownership Trends.
the Road Traffic Reduction Plan programme.
population of around 43,000, but expanding to the
east in line with the current Structure Plan.
It is therefore likely that car ownership in Fife will
continue to follow the trend being experienced in
Strategic trips into and out of Fife will also be
Great Britain as a whole.
monitored at the two main estuarial crossings over
the River Forth and River Tay. Figure 3.1 shows
This in turn will continue to exert pressure on traffic
the monitoring zones in Fife.
volumes in the area.
Internal east-west strategic trips will be monitored
on the East Fife Regional Road near Kirkcaldy.
Figure 3.2 Fife Car Ownership Trends
0.45
In addition, a travel diary survey was undertaken in
0.4
November 1998 to determine existing travel
0.35
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patterns in Fife.
0.3
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monitor and assess the effectiveness of the
CENTRAL
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policies being implemented.
0.05
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1981
1991
Figure 3.1 – Monitoring Sites
3. Road Traffic Reduction Report 3-28
Historic Traffic Growth
Historic Traffic Growth
Historic Traffic Growth
Dunfermline
St. Andrews
Glenrothes
Traffic levels are monitored at 16 locations around
Existing traffic levels are monitored at 7 locations
Existing traffic levels are monitored at 9 locations
the town. (refer to Figure 3.5) Within the last 10
around the town centre. (refer to Fig 3.3)
around the town and monitoring procedures are
years, the average traffic growth per year at each
Monitoring varies from the use of a permanent
similar to St. Andrews. (refer to Figure 3.4) Within
of the individual sites is shown below.
automatic traffic counter on the A91 to sites being
the last decade, the average traffic growth per year
monitored in a particular month on a 3 year
at each of the individual sites is shown below.
In recent years Dunfermline has seen many
rotating cycle.
changes in and around the town which have had
Developed as a New Town, the use of the car
Overall, traffic levels in the town have grown, on
an impact on travel patterns, making it difficult to
figures predominately in its development.
average, at just under +1% per year within the last
estimate general traffic trends in the area.
Residential and employment areas are well spread
10 years. The average traffic growth per year at
out and linked by a good quality road network,
each individual site is shown below.
These include several capital scheme
which is generally free flowing. In the town centre
improvements on Bothwell Street, Nethertown
there is ample car parking available, much of it
However, on Bell Street within the town centre
Broad Street, the construction of the Pitreavie Link
free.
core we achieved a degree of success last year by
Road and the completion of the M90/A92 Slip
reducing traffic flows by around 10%.
Roads at Halbeath Interchange.
The opening of the Glenrothes Western Distributor
This has been achieved by implementing our short
in 1995 completed the planned road network within
In addition the opening of the Queen Margaret
to medium term Transportation Plan for the town.
the town and provided an improved link between
Hospital and Queen Margaret rail halt and the start
residential areas in the north and employment in
of the expansion of eastern Dunfermline have all
The main measures include the introduction of a
the south.
had an impact on travel patterns in the area.
Parking Management Strategy, including a
Voucher Parking Scheme and the introduction of
In recent years, the town has continued to expand
zebra crossings in the central area to give
As a result traffic growth at individual sites is mixed
in the north and south to accommodate increasing
with certain links experiencing a reduction in traffic
pedestrians priority over the car.
demand, and is planned to expand to the south-
levels and others seeing well in excess of high
east in the longer term.
growth forecasts.
In addition, a free Park and Ride service now
operates during the summer months of the year
This has led to growing traffic levels of around
Overall there appears to have been a general
and additional parking has been provided on the
+3.5% per year. This rate of traffic growth is well in
outskirts of the town to encourage non-essential
annual increase in traffic of just over +1%.
excess of national high growth traffic forecasts.
vehicles to park on the outskirts of the town.
Figure 3.5 Dunfermline Traffic Growth Summary
Figure 3.3 St. Andrews Traffic Growth Summary
Figure 3.4 Glenrothes Traffic Growth Summary
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3. Road Traffic Reduction Report 3-29
Historic Traffic Growth
Historic Traffic Growth
Historic Traffic Growth
A92 East Fife Regional Road Phase 4 - East of
Forth Road Bridge
Tay Road Bridge
Chapel Interchange
Traffic levels are monitored by our automatic traffic
Daily traffic levels are monitored using traffic
Traffic levels are monitored by our permanent
counter situated on the A90 on the north side of
statistics supplied by the Tay Road Bridge Joint
automatic traffic counter located on the A92, near
the bridge, just south of the Ferrytoll Interchange.
Board from their tolls registration system.
Kirkcaldy, between the Redhouse roundabout and
Chapel Interchange.
Over 60,000 vehicles now cross the bridge per day
As the tolls currently only apply to traffic travelling
in both directions. Significant peak period
south into Fife, monitoring has been concentrated
Currently over 20,000 vehicles per day in both
congestion is now experienced on a regular basis
in this direction only.
directions use this section of the A92.
as an increasing number of commuters travel to
work in Edinburgh from Fife, and vice versa.
Historic traffic growth from 1994 is shown on the
The road, built to dual carriageway standard, has
graph below in Figure 3.7.
significantly increased accessibility to central Fife,
The annual traffic growth monitored from 1991 is
Kirkcaldy and the Levenmouth area.
shown below in Figure 3.6.
Since 1994, traffic growth of southbound traffic has
remained fairly consistent, averaging around
It has also played an enormous role in the success
On average the annual growth in traffic is around
+1.6% per year.
of several economic development led projects in
+3.3%. This rate of traffic growth is well in excess
the area, notably the Chapel Development in
of national high growth traffic forecasts.
Currently there are around 10,800 vehicles
Kirkcaldy.
travelling south into Fife per day.
This has resulted in daily traffic levels increasing
Since 1991, traffic levels on this route have grown
by around a third since 1990.
on average by +5.8% per year (refer to Figure 3.8).
This is well in excess of national high growth traffic
forecasts.
Figure 3.6
Figure 3.7
Figure 3.8
A 9 0 N o r t h o f F o r t h R o a d B r i d g e
T a y R o a d B r i d g e ( s o u t h b o u n d o n l y )
A 9 2 E F R R 4 - T r a f f i c G r o w t h
- T r a f f i c G r o w t h
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3. Road Traffic Reduction Report 3-30
Traffic Growth Forecasts
Traffic Growth Forecasts
3.3 Traffic Growth Forecasts
St. Andrews
St. Andrews (Cont)
Glenrothes
Our forecast of future traffic levels at each of our
We will consider further enhancements for
Our forecast of future traffic levels at our
monitoring sites is shown in Appendix 3.1.
pedestrians, cyclists and to the local bus networks,
monitoring sites is shown in Appendix 3.2.
including extended bus park and ride.
Overall, the rate of growth is generally in line with
Generally the rate of growth is in excess of
the latest national road traffic low growth forecasts.
Through the provision of both urban and leisure
national road traffic high growth forecasts due to
cycle routes we would like to achieve an increase
the continued expansion of the town.
In the future there is a desire to see no further
in cycle use on this network in line with national
large expansion of the town, although there are
targets by 2010.
In the future the Local Plan proposes further
limited pockets of development identified in the
expansion of the town on the south-east side.
Local Plan to address short term demand
In addition we will re-examine the case for the
Without any action it is likely that traffic levels will
pressures. However these should be
reinstatement of a rail link to St. Andrews, move
continue to grow at this rate as the town expands.
accommodated within the national low growth
towards further pedestrian priority in the town
future forecasts.
centre and examine the use of car clubs,
teleworking, teleconferencing etc.
Future Action
We therefore anticipate that traffic levels will
continue to grow at the current rate. If this is
We intend to develop an integrated transport plan
allowed to continue traffic levels are anticipated to
Traffic Monitoring Sites in St. Andrews
for the town over the next 10 years.
increase by 20% over the next 20 years.
We would like to develop Markinch Station as an
Future Action
intermodal hub for the area involving feeder bus
services, improved cycle access, integrated
In the short term, we would like to continue the
ticketing, fully accessible platforms and parking.
current policy of Central Area priority for
This currently forms part of out Public Transport
pedestrians and a parking strategy that
2
Fund Bid for 2000.
discourages unnecessary cars in the Town Centre.
139
175
176
We want to enter into Quality Partnerships with the
In the longer term, we want to further reduce the
29
bus companies to provide ½ hourly services to
reliance on the car and encourage more walking,
510
177
Markinch Station.
cycling and use of public transport in the town by
changing the travel habits of residents and visitors.
We intend to implement our own green travel plan
for Fife Council Headquarters in the town within
We will apply maximum parking standards to new
the next 3 years. This should provide a good
developments in the town centre. This is 50% of
example for other employers to follow in the area.
normal parking provision.
We intend to apply maximum parking standards to
We intend to develop a long term integrated
new development in the town centre. This is 50%
access strategy for the town by 2003. This action
of normal parking provision.
plan will determine a programme of measures to
Figure 3.9
move towards our 20 year vision.
3. Road Traffic Reduction Report 3-31
Traffic Growth Forecasts
Traffic Growth Forecasts
Traffic Growth Forecasts
Glenrothes (Cont)
Dunfermline
Dunfermline (Cont)
We would also like to see an improvement to the
Our forecast of future traffic levels at our
We need to consider capacity improvements along
A92 Preston Balfarg route within the next 3 years
monitoring sites is shown in Appendix 3.3.
the main corridors targeted at priority users such
to relieve current congestion to through traffic
Although the sites are experiencing different rates
as cyclists and public transport users. We hope to
movements at peak periods and to reduce
of growth, overall traffic flows in the town appear to
prepare a Public Transport Fund Bid for 2001
accident levels.
be increasing by just over +1% per year.
based on bus priority routes and park and ride
sites in the Dunfermline and Bridgehead area to
However, the eastern expansion of the town with
Glenrothes also has an integrated walking and
encourage a 10% increase in bus use on
more than 4,000 houses, employment land and
cycling network that is largely segregated from
congested corridors by 2010.
commercial leisure park will have a huge impact
motorised traffic. We would like to achieve an
over the next 20 years.
We intend to develop quality partnerships with the
increase in cycle trips on this network from 1% to
main bus and rail operators to provide more
4% by 2010 in line with national targets.
Likewise, plans to rejuvenate the town centre and
frequent services, particularly to the centre of
We will use the network as a pilot area in
the regeneration of the Rosyth Base will also have
Edinburgh, the Gyle, Edinburgh Airport, Leith and
partnership with local employers, schools and
an impact on current travel patterns in the area.
to Glasgow.
Glenrothes College to encourage employees,
children and young people to walk and cycle to
If the traffic impact from this level of development
By 2010 we would like to increase rail freight use
work, school and college, in line with national
is allowed to impact on the town without being
in Fife by 75% with the opening of the rail link to
targets.
restrained then traffic growth in the future will be
Alloa for freight within the next 3 years. The
significantly higher than current levels.
reinstatement of this rail link would also allow us to
explore the possible re-introduction of a passenger
Future Action
service, in the longer term.
Traffic Monitoring Sites in Glenrothes
We intend to develop an integrated Local Area
We would also like to see the completion of the
Transport Plan in the next 3 years to encourage a
Rosyth Bypass to further relieve the town from
shift away from the use of the private car.
through traffic, and open up the regeneration area
We will further improve walking and cycling
associated with the former Rosyth Naval Base.
486
facilities in the town and consider restricting
Traffic Monitoring Sites in Dunfermline
vehicle access to the main shopping area at peak
527
pedestrian periods.
22
128
112
203
We will continue to work with the town’s main
509
102
employers to encourage them to adopt their own
39
497
129
integrated travel plans for their employees.
221
214
213
204
67
530
We will continue to develop a parking management
222
99
strategy over the next 10 years to encourage the
725
482
420
401
efficient use of available parking spaces.
108
Maximum parking standards based on 50% of
Figure 3.10
normal parking provision will be considered for
484
new developments in the town centre.
Figure 3.11
3. Road Traffic Reduction Report 3-32
Traffic Growth Forecasts
Traffic Growth Forecasts
Traffic Growth Forecasts
Forth Road Bridge
Forth Road Bridge (Cont)
Tay Road Bridge
Our forecast of the future traffic levels across the
We would like to achieve a reduction in single
Southbound traffic growth on the Tay Bridge is
bridge is shown in Appendix 3.4. Existing traffic
occupancy car trips from 89% to 75% by 2010, and
currently equivalent to the latest national road
growth is currently above the latest national road
an increase in express bus and passenger rail use
traffic central growth forecasts.
traffic high growth forecasts which predict around
by 50% for cross Forth movements.
40% growth over the next 20 years.
Our forecast of future southbound traffic levels
We will continue to work with the rail industry to
across the bridge is shown in Appendix 3.4.
provide improved rail capacity across the Forth
If this rate of traffic growth is allowed to continue, it
Rail Bridge within the next 3 years.
If traffic levels are allowed to increase without
is clear the absolute traffic capacity of the bridge
restriction, we are looking at traffic growth of
will be reached within this period, resulting in a
In addition, we are working within the South East
around 30% over the next 20 years at this rate.
significant increase in congestion and queuing
Scotland Transport Partnership (SESTRAN) to
over the bridge, with a spreading of the current
explore options to reduce the reliance on the car
This level of traffic growth will clearly increase the
morning and evening rush hour periods.
for strategic and local journeys in the area.
level of queuing and congestion currently being
experienced at peak times across the bridge.
Future Action
The National Cycle Route 1 and North Sea Cycle
Route cross the Forth Road Bridge on dedicated
Future Action
In the short term, the Ferrytoll Bus Park and Ride
cycle paths. We would like to increase cycle use
scheme will be in operation by the end of the year
across the Forth in line with national targets by
We want to improve transport access across the
2000. This combined with bus priority measures
2010.
Tay Estuary by all travel modes.
and a queue management strategy approaching
Edinburgh, should encourage a reduction in traffic
Forth Road Bridge Monitoring Site
We feel there is a need to develop a Tay Estuary
growth levels across the bridge.
Transport Partnership within the next year, similar
M
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to the Forth TRIP Partnership adopted for cross
We will continue to work in partnership with Forth
Forth movements.
TRIP to develop a Cross Forth Transport Strategy.
It is envisaged that a Tay Estuary Transport
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F
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Measures Study to reduce the growth in car traffic
F
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Joint Board.
across the bridge, and the establishment of a new
Forth Estuary Transport Board under new powers
We would like to develop a Cross Tay Transport
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included in the Transport (Scotland) Bill within 3
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Strategy within 10 years.
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surplus revenues used to invest in alternative
H
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p
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C
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A
S
T
B
A
M
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Y
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H
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S
e a L i f e Ce n t re
B
9
8
1
P
i
e rh e a d
Forth
N
o
r
t h
B
u i l d i n g s
C
r
a
i
g
C
o
t
t
a
ges
B
A
T
T
E
R
Y R O
public transport, park and ride, car sharing
A
D
Road
F
a
i
r
W inds
N
e
w
House
R
o y a l Na v a l
The National Cycle Route 1 and North Sea Cycle
S
i
g n a l S t a t i o n
(
M
ar r ied Q uar t er s)
Bridge
schemes and business travel plans.
C
a
b
l
e Tower s
Route cross the Tay Bridge on a dedicated cycle
A
9
0
path. We would like to increase cycle use on this
Figure 3.12
route in line with national targets by 2010.
3. Road Traffic Reduction Report 3-33
Traffic Growth Forecasts
Traffic Growth Forecasts
3.4 Targets
East Fife Regional Road Phase 4 - East of
East Fife Regional Road Phase 4 - East of
Our 20 year vision for Fife relies heavily on the
Chapel Interchange
Chapel Interchange (Cont)
implementation of the measures proposed in our
Since 1991, this monitoring site has been
We want to encourage the development of travel
Local Transport Strategy.
experiencing one of the highest traffic growth rates
plans for commuters, education, shopping and
We feel we can be successful in reducing the
in Fife.
leisure journeys within 3 years to limit the growth in
growth in traffic levels by encouraging a modal
car use.
In the future, the adjacent Chapel Development is
shift away from the use of the private car in the
set to expand further, the development of North
We would like to encourage more tourist travel by
longer term, as outlined in the previous section.
East Kirkcaldy is currently being considered and
walking, cycling and public transport in Fife within
However, until many of the transport strategies and
even the Eastern Expansion of Dunfermline will
3 years through joint working with the Kingdom of
action plans are developed into fully costed and
continue to exert pressure on traffic levels.
Fife Tourist Board.
appraised implementation plans, we feel it is too
early to set realistic and achievable targets for the
Our forecast of future traffic levels is shown in
Within 10 years we would also like to see more
reduction of traffic growth levels in each area.
Appendix 4. If allowed to grow without restriction
teleworking and teleconferencing to reduce the
current traffic levels on this section of road are
number of work trips by car in the area.
In addition, the implementation programme for
predicted to at least double in 20 years.
many of the measures is very much dependant on
By 2010, we would also like to increase express
the degree of funding that will be available to Fife
Future Action
bus use on this major transport corridor by 10%.
Council in the future.
Over the next year we would like to develop a
Figure 3.13
Crucial areas would appear to include:-
strategy for the improvement of Redhouse
A92 East Fife Regional Road (Phase 4)
Roundabout (A92) in conjunction with the Scottish
Monitoring Site
 The success of our Public Transport Fund Bids.
Executive and local developers, and develop a
Â
strategy for the improvement of access to the
The development of any new funding sources
Chapel Development in conjunction with local
through Public/Private Partnerships.
East Fife
Regional
developers.
Road
Â
A92
Redhouse
The impact of the Scottish Executive’s Transport
224
Rbt.
A92
Spending Plan for Scotland on Fife.
In the next 3 years we need to pursue a Travel
Awareness campaign throughout Fife to make
Chapel
Interchange
Â
Any money that may become available through
people aware of the need to reduce their reliance
Kirkcaldy
the introduction of Road User Charging in
on the car.
Edinburgh, and the setting up of a Forth Estuary
Transport Board with powers to invest in wider
We need to encourage sustainable development
transport measures concerned with cross Forth
patterns for future development in Fife as outlined
travel.
in the Fife Structural Plan which provide
alternatives to the use of the private car in line with
Until we are in a position to set meaningful traffic
the principles contained in the National Planning
growth reduction targets for each of the areas
Policy Guideline (NPPG 17).
identified, we will continue to monitor traffic levels
in those areas.
This will enable us to refine our traffic forecasting
ability in the future.
3. Road Traffic Reduction Report 3-34
Dunfermline
3.5 Monitoring Programme
We would like to install permanent automatic traffic
counters on Halbeath Road, A994 west of
To enable us to improve our traffic monitoring we
Dunfermline, Bothwell Street, Carnegie Drive and
are considering an increase in the degree of
ensure full operation of the automatic traffic
monitoring at the following sites:
counter on St. Margaret’s Drive.
Add monitoring sites on Pilmuir Street, Townhill
St. Andrews
Road, Garvock Hill, Woodmill Road, Linburn Road
We would like to install permanent automatic traffic
and Aberdour Road and monitor with the
counters on Market Street and Bell Street in the
remaining sites on an annual basis instead of
town centre.
every 3 years.
Upgrade the automatic traffic counter on City
Road, ensure full operation of the automatic traffic
Forth Road Bridge
counter on the A91 and monitor the remaining
We will continue to ensure full operation of the
sites on an annual basis instead of every 3 years.
automatic traffic counter on the A90 north of the
bridge.
Glenrothes
We would like to install permanent automatic traffic
Tay Road Bridge
counters on Rothes Road, A911 Leslie Road and
We will continue to monitor traffic levels using the
A911 Queensway.
traffic statistics supplied by the Tay Road Bridge
Joint Board from their tolls registration system.
Ensure full operation of the automatic traffic
counter’s on the A92 north of Bankhead
Roundabout and on the Glenrothes Western
A92 East Fife Regional Road Phase 4 - east of
Distributor Road over the Leven Bridge.
Chapel Interchange
We will continue to ensure full operation of the
Add monitoring sites on South Parks Road and
automatic traffic counter on this section of the A92
Woodside Road and monitor the remaining sites
East Fife Regional Road.
on an annual basis instead of every 3 years.
Appendix 3.1 – Traffic Growth Forecast in St. Andrews 3-35
Site 2 - A91, W est of St. Andrew s
Site 139 - North Street, St. Andrews
16000
13000
15000
12000
NRTF97 lg
NRTF97 lg
14000
11000
13000
10000
T
w
y = 83.703x + 10671
D
l
o
9000
12000
A
F
A
y = 3.2x + 8825
i
l
y
8000
a
11000
D
7000
10000
6000
9000
5000
8000
4000
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
Ye ar
Year
1999
2005
2010
2015
2020
May-99
2005
2010
2015
2020
11300
12000
12400
12800
13300
(Linear regression)
8900
8800
8800
8900
8900
(Linear regression)
12100
12800
13300
13900
(NRTF97-lg)
9500
10100
10500
10900
(NRTF97-lg)
Site 29 - A bbey Street, St. Andrews
Site 175 - City Road, St. Andrews
12000
15000
11000
14000
NRTF97 lg
10000
N RTF97 lg
13000
9000
12000
w
y = 223x + 6825
l
o
T
F
D
8000
11000
i
l
y
A
a
A
y = 41.4x + 10594
D 7000
10000
6000
9000
8000
5000
7000
4000
1988
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
1995
1997
1999
2001
2003
2005
2007
2009
2011
2013
2015
2017
2019
Year
Year
Dec-97
2005
2010
2015
2020
7700
8300
8700
9100
9400
(Linear regression)
1998
2005
2010
2015
2020
8300
8800
9200
9500
(NRTF97-lg)
10800
11000
11300
11500
11700
(Linear regression)
11600
12200
12900
13300
(NRTF97- lg)
Appendix 3.1 – Traffic Growth Forecast in St. Andrews 3-36
Site 176 - South Street, St. Andrews
Site 510 - Hepburn Gardens, St. Andrews
11000
12000
10000
11000
9000
10000
NRTF97 lg
8000
9000
w
w
l
o
l
o
F
8000
7000
F
NRTF97 lg
i
l
y
y = 104.7x + 6552.5
a
i
l
y
7000
a
D
6000
D
6000
5000
5000
4000
4000
3000
3000
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
Year
Year
Apr 2000
2005
2010
2015
2020
7000
7100
7300
7500
7700
(Linear regression)
Mar 2000
2005
2010
2015
2020
7400
7800
8300
8500
(NRTF97-lg)
6700
7100
7500
7900
8200
(NRTF97-lg)
Site 177 - Bridge Street, St. Andrews
15000
y = 322.3x + 10143
14000
13000
NRTF97 lg
12000
w
l
o 11000
F
i
l
y 10000
a
D
9000
8000
7000
6000
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
Year
Mar 2000
2005
2010
2015
2020
11100
12000
12500
13000
13600
(Linear regression)
11800
12400
13100
13500
(NRTF97-lg)
Appendix 3.2 – Traffic Growth Forecast in Glenrothes 3-37
Site 22 - A911 Leslie Rd, Glenrothes
Site 203 - Queensway, Glenrothes
19000
36000
NRTF97 lg
34000
18000
32000
Opening of Glenrothes Wes tern Dis tributor Road
y = 1384.6x + 14244
17000
30000
28000
T
16000
w
NRTF97 hg
26000
D
l
o
A
F
A
24000
15000
i
l
y
a
22000
y = 2.6x + 15098
D
14000
20000
18000
13000
16000
12000
14000
12000
1988
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
1995
1997
1999
2001
2003
2005
2007
2009
2011
2013
2015
2017
2019
Ye ar
Ye ar
1998
2005
2010
2015
2020
May 2000
2005
2010
2015
2020
15400
15400
15400
15400
15400
(Linear regression)
21200
26600
29700
33100
36400
(linear regression)
16500
17400
18300
18900
(NRTF97-lg)
23500
25400
27300
29000
(NRTF97-hg)
Site 128 - A92 North of Preston Rbt, Glenrothes
Site 204 - A92 North of Bankhead, Glenrothes
35000
36000
y = 1513.7x + 16943
33000
34000
y = 562.5x + 19701
31000
32000
Increas ing conges tion
NRTF97 hg
29000
30000
w 27000
l
o
T 28000
F
D
25000
A
NRTF97 hg
i
l
y
A 26000
a 23000
D
24000
21000
22000
19000
20000
17000
18000
15000
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Ye ar
Year
Mar 1999
2005
2010
2015
2020
1999
2005
2010
2015
2020
22900
26000
28600
31000
33600
(Linear regression)
20800
24200
27000
29800
32600
(Linear regression)
26000
28200
30200
31900
(NRTF97-hg)
23600
25600
27500
29000
(NRTF97-hg)
Appendix 3.2 – Traffic Growth Forecast in Glenrothes 3-38
Site 401 - B921 Southern Freew ay, Glenrothes
Site 486 - W estern Freeway, Glenrothes
16000
16000
14000
14000
y = 591x + 7028.3
y = 742.5x + 5909.3
12000
12000
w
NRTF97 hg
lo
T
F
NRTF97 hg
10000
D
10000
A
ilya
A
D
8000
8000
6000
6000
4000
4000
1992
1995
1998
2001
2004
2007
2010
2013
2016
2019
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
Ye ar
Ye ar
May 1998
2005
2010
2015
2020
Sept 1999
2005
2010
2015
2020
9000
10200
11200
12200
13100
(Linear regression)
8100
9600
10900
12100
13300
(Linear regression)
10400
11300
12200
12800
(NRTF97-hg)
9200
10000
10700
11300
(NRTF97-hg)
Site 420 - B921 Kinglassie Road, Glenrothes
Site 527 - GWDR Leven Bridge, Glenrothes
20000
20000
y = 952.5x + 7453.7
y = 435.8x + 7970.2
18000
18000
16000
16000
w
T 14000
lo 14000
D
F
NRTF97 hg
A
NRTF97 hg
ily
A 12000
a
12000
D
10000
10000
8000
8000
6000
6000
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
Ye ar
Year
Sept 1997
2005
2010
2015
2020
1999
2005
2010
2015
2020
10400
12900
14400
16000
17600
(Linear regression)
9700
12300
14500
16700
18900
(Linear regression)
12400
13300
14200
15100
(NRTF97-hg)
11000
11900
12800
13500
(NRTF97-hg)
Appendix 3.2 – Traffic Growth Forecast in Glenrothes 3-39
Site 530 - B969 GW DR Southfield Link,
Glenrothes
15000
13000
y = 965x + 4442
11000
w
lo
F
9000
ily
a
NRTF97 hg
D
7000
5000
3000
1996
1999
2002
2005
2008
2011
2014
2017
2020
Ye ar
Sept 1999
2005
2010
2015
2020
6400
8300
9900
11500
13100
(Linear regression)
7300
7900
8400
8900
(NRTF97-hg)
Appendix 3.3 – Traffic Growth Forecast in Dunfermline 3-40
Site 39 - Halbeath Rd (E ast of Linburn Rd)
Site 99 - A994 W est of Dunfermline
50000
18000
y = 800.9x + 24998
Increas ing conges tion
46000
16000
NRTF97 lg
42000
Opening of M90/A92 Slip Road
14000
w
T
38000
y = 215.3x + 12200
D
NRTF97 hg
l
o
A
F
A
12000
34000
i
l
y
a
D
30000
10000
26000
8000
22000
Opening of M90/A92 Slip Road
6000
1994
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
1989
1992
1995
1998
2001
2004
2007
2010
2013
2016
2019
Ye ar
Ye ar
1997
2005
2010
2015
2020
Nov 1998
2005
2010
2015
2020
28300
34600
38600
42600
46600
(Linear regression)
12400
13600
13900
14300
14600
(Linear regression)
33700
36200
38800
41000
(NRTF97-hg)
13300
14000
14800
15300
NRTF97-lg
Site 67 - Pittencrieff Street, Dunfermline
Site 102 - A907 (Baldridgeburn & Milesmark)
Dunfermline
18000
16000
Opening of M90/A92 Slip Road
A907 Bogside weight
16000
restriction + shuttle workings
NRTF97 hg
14000
y = 293.7x + 9212
14000
12000
w
y = 517.5x + 9666
l
o
w
NRTF97 lg
l
o
F 12000
F
i
l
y
10000
a
i
l
y
D
a
10000
D
8000
8000
6000
6000
4000
1992
1995
1998
2001
2004
2007
2010
2013
2016
2019
1989
1992
1995
1998
2001
2004
2007
2010
2013
2016
2019
Ye ar
Year
Jun 1998
2005
2010
2015
2020
Nov 1998
2005
2010
2015
2020
10700
12400
13300
14200
15000
(Linear regression)
10100
11100
11600
12100
12500
(Linear regression)
12400
13500
14400
15200
(NRTF97-hg)
10800
11400
12000
12400
(NRTF97-lg)
Appendix 3.3 – Traffic Growth Forecast in Dunfermline 3-41
Site 108 - Bothwell Street, Dunfermline
Site 129 - Halbeath Rd (west of W hitefield Rd)
34000
24000
Im pact of Bothwell Street
32000
Opening of M90/A92 Slip Road
im provem ent - no data
Opening of Hos pital Hill
22000
30000
dual carriageway
NRTF97 lg
28000
20000
w
w
NRTF97 lg
l
o
26000
l
o
F
F
y = 296x + 16163
18000
i
l
y
24000
i
l
y
a
a
D
D
22000
16000
20000
14000
18000
16000
12000
1988
1992
1996
2000
2004
2008
2012
2016
2020
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
Ye ar
Ye ar
Sep 1999
2005
2010
2015
2020
Mar 1999
2005
2010
2015
2020
24100
25700
27200
28400
29600
(NRTF97-lg)
17300
17900
18400
18900
19400
(linear regression)
18500
19500
20400
21300
(NRTF97-lg)
Site 112 - A823 Wellwood, Dunfermline
Site 213 - Glen Bridge, Dunfermline
18000
7000
Opening of M90/A92 Slip Road
NRTF97 lg
6000
16000
y = 244.7x + 2045.5
5000
y = 227x + 12890
w
w 14000
l
o
4000
l
o
F
NRTF97 hg
F
i
l
y
i
l
y
a
3000
a 12000
D
D
2000
10000
1000
0
8000
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
Ye ar
Year
Jan 1999
2005
2010
2015
2020
Aug 1997
2005
2010
2015
2020
3200
3500
3900
4300
4700
(Linear regression)
13500
14200
14500
14900
15300
(Linear regression)
3600
3900
4200
4500
(NRTF97-hg)
14600
15400
16200
16700
(NRTF97-lg)
Appendix 3.3 – Traffic Growth Forecast in Dunfermline 3-42
Site 214 - Carnegie Drive, Dunfermline
Site 222 - A823 St. Margarets Drive, Dunfermline
28000
26000
Opening of M90/A92 Slip Road
Bothwell Street
26000
Phase 2
24000
Bothwell Street
NRTF97 lg
NRTF97 lg
Phases 3 & 4
w 24000
22000
l
o
T
F
D
i
l
y
A
a
A
D 22000
20000
20000
18000
18000
16000
1990
1993
1995
1998
2001
2004
2007
2010
2013
2016
2019
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
Ye ar
Year
Oct 1998
2005
2010
2015
2020
1999
2005
2010
2015
2020
21400
22900
24200
25500
26300
(NRTF97-lg)
19500
20800
22000
23000
24000
(NRTF97-lg)
Site 221 - A907 W illiam Street, Dunfermline
Site 482 - Nethertown Broad Street, Dunfermline
12000
20000
Nethertown Broad Street
A907 Bogs ide Bridge weight res triction
Scheme
NRTF97 lg
+ s huttle workings
18000
10000
William Street weight res triction
w
w
16000
l
o
l
o
F
F
8000
y = 104x + 14408
i
l
y
i
l
y
a
a
D
NRTF97 lg
14000
D
6000
12000
4000
10000
1991
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
1990
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
Ye ar
Year
Oct 1999
2005
2010
2015
2020
Oct 1999
2005
2010
2015
2020
6400
6800
7200
7600
7900
(NRTF97-lg)
14800
15000
15200
15400
15600
(linear regression)
15800
16700
17500
18200
(NRTF97-lg)
Appendix 3.3 – Traffic Growth Forecast in Dunfermline 3-43
Site 484 - Limekilns Road, Dunfermline
Site 501 - Whitefield Road, Dunfermline
32000
7000
Opening of Queen Margaret Hospital +
28000
6000
Opening of Queen Margaret Rail Halt +
y = 2293.4x + 3223.5
New housing development
24000
5000
w
w
y = 146x + 2320
l
o 20000
l
o 4000
F
F
i
l
y
i
l
y
NRTF97 lg
a 16000
a 3000
D
D
NRTF97 hg
12000
2000
8000
1000
0
4000
1991
1994
1997
2000
2003
2007
2010
2013
2016
2019
1993
1996
1999
2002
2005
2008
2011
2014
2017
2020
Year
Year
Mar 2000
2005
2010
2015
2020
Feb 1999
2005
2010
2015
2020
2800
3100
3300
3500
3800
(linear regression)
12100
16300
20000
23900
27800
(Linear regression)
3000
3200
3300
3400
(NRTF97-lg)
13400
14500
15600
16600
(NRTF97-hg)
Site 497 - B9155 Baldridgeburn, Dunfermline
Site 725 - Priory Lane, Dunfermline
12000
16000
10000
14000
NRTF97
y = 591.7x + 8211
hg
8000
w
w
l
o
NRTF97 lg
12000
l
o
F
6000
F
i
l
y
i
l
y
a
a
D
y = 8x + 4935
10000
D
4000
2000
8000
0
6000
5
6
7
8
9
0
1
2
3
4
5
6
7
8
9
0
1
2
3
4
5
6
7
8
9
0
9
9
9
9
9
0
0
0
0
0
0
0
0
0
0
1
1
1
1
1
1
1
1
1
1
2
9
9
9
9
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1991
1994
1997
2000
2003
2006
2009
2012
2015
2018
2021
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
Year
Year
Feb 2000
2005
2010
2015
2020
1999
2005
2010
2015
2020
4900
5000
5000
5000
5000
(linear regression)
10600
11600
12500
13500
14500
(Linear regression)
5200
5500
5800
6000
(NRTF97-lg)
11800
12700
13700
14500
(NRTF97-hg)
Appendix 3.4 – Traffic Growth Forecasts – All Other Sites 3-44
Site 331 - A90 North of Forth R oad Bridge
Site 224 - A92 EFR R 4
(between Chapel & R edhouse)
100000
y = 1673.4x + 43324
90000
46000
Increasing congestion
42000
80000
y = 960.22x + 13577
NRTF97 hg
38000
T
70000
34000
D
T
A
30000
D
A
60000
A 26000
NRTF97 hg
A
50000
22000
18000
40000
14000
30000
10000
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
2011
2013
2015
2017
2019
Ye a r
Year
1999
2005
2010
2015
2020
1999
2005
2010
2015
2020
60370
70100
78500
86800
95200
(Linear regression)
22200
28000
32800
37600
42400
(Linear regression)
68500
74300
79700
84200
(NRTF97-hg)
25200
27300
29300
31000
(NRTF97-hg)
Site 332 - Tay Road Bridge (southbound)
20000
18000
16000
T
NRTF97 cg
14000
D
y = 166.6x + 9801.7
A 12000
A
10000
8000
6000
1994
1996
1998
2000
2002
2004
2006
2008
2010
2012
2014
2016
2018
2020
Year
1999
2005
2010
2015
2020
10800
11800
12600
13500
14300
(Linear regression)
11900
12700
13600
14300
(NRTF97-cg)
