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On behalf of Transport Scotland
Project Ref: 42753 | Rev: Final | Date: November 2018
Registered Office: Buckingham Court Kingsmead Business Park, London Road, High Wycombe, Buckinghamshire, HP11 1JU
Office Address: 3rd Floor, Randolph House, 4 Charlotte Street, Edinburgh EH2 4QZ
T: +44 (0)131 297 7010 E: scotland@peterbrett.com
Levenmouth Sustainable Transport Study
Initial Appraisal: Case for Change, Final Report, November 2018
Initial Appraisal: Case for Change
Levenmouth Sustainable Transport Study
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
ii
Document Control Sheet
Project Name: Levenmouth Sustainable Transport Study
Project Ref: 42753
Report Title: STAG Initial Appraisal Report
Doc Ref: C:\Users\gbell\Contracts\2018\42753 Levenmouth STAG\13. Reporting\Initial
Appraisal\FINAL\Levenmouth STAG_Initial Appraisal Report _FINAL_issued_291118.docx
Date: 29/11/18
Name
Position
Date
Prepared by:
Graham Bell
Principal Transport
Planner
17/08/18
Reviewed by:
Paul McCartney
Director of
Economics
20/08/18
Approved by:
Paul McCartney
Director of
Economics
29/08/18
For and on behalf of Peter Brett Associates LLP
Revision
Date
Description
Prepared
Reviewed
Approved
A
26/06/18
First working draft for TS review
26/06/18
26/06/18
26/06/18
B
23/08/18
Second draft for TS review
17/08/18
20/08/18
23/08/18
C
29/11/18
Revised to take on board TS and
Fife Council comments
16/11/18
18/11/18
29/11/18
This report has been prepared by Peter Brett Associates LLP (‘PBA’) on behalf of its client to whom
this report is addressed (‘Client’) in connection with the project described in this report and takes into
account the Client's particular instructions and requirements. This report was prepared in accordance
with the professional services appointment under which PBA was appointed by its Client. This report is
not intended for and should not be relied on by any third party (i.e. parties other than the Client). PBA
accepts no duty or responsibility (including in negligence) to any party other than the Client and
disclaims all liability of any nature whatsoever to any such party in respect of this report.
© Peter Brett Associates LLP 2018
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
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Contents
1 Introduction ................................................................................................................................. 1
1.1 Background ................................................................................................................... 1
1.2 The Structure of the Report ........................................................................................... 2
2 Methodology ................................................................................................................................ 3
2.1 Introduction .................................................................................................................... 3
2.2 Initial Appraisal: Case for Change ................................................................................. 3
2.3 Stakeholder Engagement .............................................................................................. 4
2.4 Data ............................................................................................................................... 5
3 Local Levenmouth Context ........................................................................................................ 6
3.1 Introduction .................................................................................................................... 6
3.2 Geographic Context....................................................................................................... 6
3.3 Social Context ............................................................................................................... 7
3.4 Economic Context ....................................................................................................... 12
3.5 Transport Context ........................................................................................................ 18
4 Stakeholder Engagement ......................................................................................................... 32
4.1 Introduction .................................................................................................................. 32
4.2 Approach to Engagement ............................................................................................ 32
4.3 Stakeholders Included in the Engagement Exercise ................................................... 32
4.4 Public Survey ............................................................................................................... 32
4.5 Business Survey .......................................................................................................... 33
5 Analysis of Problems and Opportunities................................................................................ 45
5.1 Introduction .................................................................................................................. 45
5.2 Identifying Future Year Problems ................................................................................ 45
5.3 Problems ..................................................................................................................... 46
5.4 Opportunities ............................................................................................................... 53
5.5 Issues .......................................................................................................................... 56
5.6 Constraints .................................................................................................................. 57
5.7 Summary ..................................................................................................................... 58
6 Objective Setting ....................................................................................................................... 62
6.1 Introduction .................................................................................................................. 62
6.2 Transport Planning Objectives .................................................................................... 62
7 Option Generation, Sifting and Development ........................................................................ 65
7.1 Introduction .................................................................................................................. 65
7.2 Do-Minimum Scenario ................................................................................................. 65
7.3 Option Generation and Sifting ..................................................................................... 65
7.4 Option Development .................................................................................................... 65
7.5 Recommended Multi-Modal Options for Preliminary Options Appraisal ..................... 66
8 Recommendations and Next Steps ......................................................................................... 71
8.1 Introduction .................................................................................................................. 71
8.2 Preliminary Options Appraisal ..................................................................................... 71
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Figures
Figure 1: STAG Process .......................................................................................................................... 3
Figure 2: Access to Edinburgh City Centre by Public Transport ........................................................... 26
Figure 3: Public Transport Journey times to University of Edinburgh (Kings Buildings) ....................... 27
Figure 4: Public Transport Journey Times to Edinburgh Royal Infirmary ............................................. 27
Figure 5: Public Transport Journey Times to Gyle Shopping Centre (west Edinburgh) ....................... 28
Figure 6: Mapping of Problems and Opportunities with Transport Planning Objectives ....................... 64
Figure 7: Unmet demand, 2024 Do-Minimum, PM Peak Hour .............................................................. 86
Figure 8: Volume over Capacity ratio (V/C), 2024 Do-Minimum, PM Peak Hour ................................. 87
Tables
Table 1: Local Bus Services from Leven Bus Station: Destination, Frequency and Average Journey
Time .......................................................................................................................................... 20
Table 2: Direct Regional Bus Services from Leven Bus Station to selected Destinations: Frequency
and Average Journey Time ................................................................................................................... 22
Table 3: Settlement Comparison of Public Transport Service Provision for People Working in
Edinburgh (2011 Census, Traveline) ..................................................................................................... 28
Table 4: Number of Reported Accidents by Severity Type .................................................................. 30
Table 5: Recommended Multi-Modal Transport Options for Preliminary Options Appraisal ................ 71
Appendices
Appendix A Review of Previous STAG
Appendix B Engagement Programme
Appendix C Travel to Work Mode Share for Selected Comparator Locations
Appendix D Mode of Travel to Workplace Locations
Appendix E Public Travel Survey
Appendix F Business Survey
Appendix G SRM12 Plots of Unmet Demand & V/C
Levenmouth STAG_Initial Appraisal
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1 Introduction
1.1 Background
1.1.1 In May 2015 Fife Council commissioned an appraisal to assess measures to enhance
sustainable transport options for the Levenmouth area of Fife, with ‘a view to improving its
economic viability’. The work was to update a previous appraisal undertaken in 2008. The brief
for the study explained it was to be undertaken in accordance with Transport Scotland’s Scottish
Transport Appraisal Guidance (STAG). The STAG Report concluded with a ‘recommendation’
to re-open the rail line between Thornton North Junction and Leven.
1.1.2 Peter Brett Associates LLP (PBA) was commissioned to undertake a review of the 2015 study.
The findings of the review are provided in Appendix A to this report, but in summary there were
limitations in parts of the appraisal that detract from the robustness of the analysis and
conclusions. The key limitations were:
there is considerable disconnect between the evidence gathered to inform the problems,
opportunities, issues and constraints and some of the Transport Planning Objectives
(TPOs);
this disconnect continues between the TPOs and option development, meaning that there
is limited confidence that the options appraised fully capture all potential option scenarios
and will address the appropriate problems, opportunities, issues and constraints;
there is no convincing evidence presented that there is actually suppressed demand for
the use of rail freight, which is an important component of the preferred option;
there is minimal evidence that current transport is acting as an inhibitor of investment in the
area, as claimed in the Report;
the appraisal includes limited assessment of how the options developed perform against
the TPOs and focuses much more on the STAG criteria;
while a timing issue, the economic analysis used an earlier edition of the STAG guidance
and is not consistent with the most up to date version and doesn’t include analysis of the
impacts of Wider Economic Benefits;
the methodological approach used to inform the demand forecasting analysis has a number
of limitations and consequently will have impacted on the robustness of the
quantified/monetised impact of the transport economic benefits;
ongoing work considering options for a new ScotRail express timetable, which will impact
on Fife, may affect the rail options covered in the appraisal and these need to be revisited
to fully understand whether they are still viable;
the costs used as part of the value for money assessment are very dated (2008) and need
to be revisited to determine if they are still accurate and robust; and
key risks that are identified have not been quantified to understand their impact on the
relative performance and results of the appraised options.
1.1.3 There are other, more minor, shortcomings with the appraisal but the bullets above represent
the key areas that needed to be addressed to ensure the process is in line with the Guidance
and the findings are robust.
1.1.4 Following the review of the STAG Report, PBA was commissioned to undertake further work to
fill the identified gaps in the analysis and complete the appraisal in line with the Guidance.
Importantly, the work undertaken for the appraisal was not to start from scratch. The aim was
Levenmouth STAG_Initial Appraisal
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to build on the work undertaken in the previous study but, importantly, seek to address the
limitations identified above and ensure an evidence-based and robust appraisal in line with
STAG.
1.2 The Structure of the Report
1.2.1 Following this brief introductory chapter, Chapter 2 discusses the methodology that has been
applied in carrying out the work. It sets out details of the sources of data used, geographic
coverage applied and an outline of the types of engagement undertaken. On the latter, it sets
out who was involved, and the methods adopted to capture views.
1.2.2 Chapter 3 provides background and context for the area of Levenmouth. It includes details of
the location and geography as well as its proximity to other areas of Fife and beyond. The
chapter also includes discussion and analysis of the social and economic performance of the
area and particularly, where possible, how this compares with Fife as a whole and to Scotland.
Finally, the chapter also includes details of the current provision of transport serving the area
and its accessibility / connectivity to and from other areas. All of this information provides
valuable background and context to help inform the understanding of the current situation in
Levenmouth.
1.2.3 In addition to the use of various official data sets to develop a strong understanding of the current
situation, primary research has been carried out to gather views of residents and users of
transport services in the local community. This includes a thorough stakeholder engagement
exercise. Details of the findings of the exercise are set out in chapter 4. The chapter also sets
out the findings of the public and business surveys that were undertaken to capture what the
local residents and business community viewed as the current problems, opportunities, issues
and constraints with transport networks and services in the area.
1.2.4 Chapter 5 focuses on developing the evidence-base of the problems, opportunities, issues and
constraints suggested through the engagement exercise. Data has been gathered and analysed
to understand whether the views expressed in the engagement exercise can be evidenced.
1.2.5 Following on from the evidence of the problems, opportunities, issues and constraints, Chapter
6 sets out the TPOs that are designed to reflect the changes sought to address the evidenced
transport problems and opportunities. In line with the Guidance. The intention is that if options
appraised meet the objectives then they will, at least in part, contribute to addressing the
evidenced problems and also realise the opportunities.
1.2.6 Following the design of the TPOs, a number of multi-modal transport options were considered
that could help achieve the objectives and address the problems etc. Chapter 7 sets out details
of the option generation and the options that are to be taken forward to the Preliminary Options
Appraisal stage of the STAG process.
1.2.7 Finally, Chapter 8 sets out the recommendations and next steps.
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2 Methodology
2.1 Introduction
2.1.1 The STAG process is essentially split into four parts as set out in Figure 1 below: Initial Appraisal
– Case for Change, Preliminary Options Appraisal, Detailed Options Appraisal and Post
Appraisal. This chapter sets out the structure and methodological approach to the Initial
Appraisal – Case for Change
1
element. In particular, it sets out the information that has been
gathered to develop a robust evidence base of the problems, issues and constraints to be
addressed, and the opportunities not being realised, as a direct consequence of the transport
network serving the Levenmouth area. It also sets out details of the consultation and
engagement exercise undertaken to supplement the assessment of secondary data sources.
Figure 1: STAG Process
2.2 Initial Appraisal: Case for Change
2.2.1 A key element of any appraisal is the case for change. This, importantly, provides the
foundations for the appraisal going forward, such as the assessment of the options. If the case
for change is not robust it is likely that one will end up with the wrong solution. The case for
1
Details of the Preliminary and Detailed Options Appraisal will be set out in subsequent reports.
Levenmouth STAG_Initial Appraisal
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change needs to be built on sound evidence of the problems, issues and constraints to be
addressed and opportunities which are not being realised. It also needs to be objective led, with
the objectives reflecting the evidenced-based problems etc. This chapter therefore presents the
updated Initial Appraisal: Case for Change covering the areas outlined in the first box of the
diagram above.
2.2.2 The first stage is crucial and involves gathering robust evidence of the transport problems,
issues, constraints and opportunities. This then informs the development of a robust and
credible set of TPOs that accurately reflect the problems etc. A robust set of TPOs then allows
a meaningful set of options to be generated and give confidence that the options appraised
have the potential to meet the objectives and therefore address the problems, opportunities,
issues and constraints being impacted by the current provision of transport networks and
services in the Levenmouth area.
2.2.3 The analysis and outputs in this report seek to address the first four bullets included in the list
set out in 1.1.2. The focus is on gathering more information and analysing further evidence to
ensure a more robust link between the problems, issues, constraints and opportunities and the
TPOs and then the options. For example, a more robust engagement exercise has been carried
out to gather a wider range of views from stakeholders, including public and business surveys.
This has been supplemented through more detailed gathering and analysis of the evidence from
various sources.
2.2.4 The points set out in the other bullets highlighted in 1.1.2 will be addressed when undertaking
the appraisal of the impacts of the options. The multi-modal options to be appraised are the final
output of the Initial Appraisal and those to be taken forward for the Levenmouth study are
included towards the end of this report in Chapter 7.
2.3 Stakeholder Engagement
2.3.1 Engagement in particular can help to inform the STAG process and a properly designed plan
should be one which runs concurrently through the various stages of the appraisal, allowing the
two-way flow of information between client/appraisers and stakeholders. Such an approach can
contribute to a greater understanding of issues and provide an opportunity for the local
community to feed in to the process and, importantly, allow transparency throughout the
appraisal.
2.3.2 It is recognised that a number of stakeholders were consulted over the course of the previous
appraisal and a significant amount of information was gathered to inform the development of
the original problems, objectives, options and other elements of the appraisal. PBA has used
this information as a starting point, and augmented and supplemented it with its own primary
research to develop an understanding of the current situation and case for change.
2.3.3 An extensive engagement plan was developed and undertaken in partnership with both
Transport Scotland and Fife Council. Various approaches to engagement were adopted in order
to best facilitate the programme and work with each stakeholder. The engagement programme
is provided in Appendix B to this report. Engagement and consultation has included the following
formats:
Group workshops;
Individual meetings;
Telephone interviews;
Online public survey; and
Online surveys with the business community.
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2.3.4 Specific preparation was undertaken for each session, tailoring questions and themes to be
explored around the skillset and experiences of the respondent. Similar themes were however
explored across each session, ensuring a consistency of approach. Themes explored included:
Current views on problems and issues related to the transport network – multi modal
question including road, bus, rail and active modes;
Developing an understanding of which groups are affected by various transport problems
and issues and how do they impact upon each;
How any issues raised support or impact upon local, regional and national connectivity;
How any problems and issues raised, support or impact on economy, society and
environment; and
Understanding of any potential opportunities not being realised due to current transport
provision.
2.4 Data
2.4.1 The analysis has used a range of data from various sources to understand the evidence
supporting the findings from the engagement, public and business surveys discussed above.
Secondary data used includes a variety of sources [e.g. from the census, official labour market
and employment data, transport operator information, websites and the use of accessibility
software]. In all cases, the latest data available has been used whenever possible.
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3 Local Levenmouth Context
3.1 Introduction
3.1.1 This chapter provides a summary of the geographic, social, economic and transport context of
the Levenmouth area. It considers key topics such as demographics, education, areas of
multiple deprivation and access to key services and facilities. The aim of the chapter is to provide
background and context to the area and inform the analysis of the problems, opportunities,
issues and constraints. The information gathering and analysis in this chapter focuses on
secondary data sources. The next chapter provides details of primary data gathered via an
engagement exercise, including public and business surveys.
3.2 Geographic Context
3.2.1 The area of Levenmouth lies in east Fife and provides a gateway to a large part of the East
Neuk in north-east Fife. The area comprises an amalgamation of coastal and inland settlements
surrounding the core urban centre of Leven, including Methil, Buckhaven, Methilhill, Windygates
and Kennoway as shown below.
3.2.2 The traditionally industrial towns of Buckhaven and Methil lie on the south bank of the River
Leven and the seaside town of Leven is on the north bank. The A955 "Bawbee Bridge" links the
two sides of the river.
3.2.3 The road network is characterised by a number of main routes connecting the principal towns.
This includes the A915 Standing Stane Road linking Leven with Dysart/Kirkcaldy to the south
west and St Andrews to the north east. The A955 links Leven with Lower Largo to the north
east. In addition, the A911 connects Levenmouth to Glenrothes and the A916 to Cupar.
Connections to the A92 trunk A-Road, which links into the M90 towards Edinburgh in the south
and to Dundee and Aberdeen northwards, are primarily via the A955 and A911 to the west/south
west of Leven.
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3.3 Social Context
This section considers the demographic profile of the
Levenmouth area and discusses key indicators,
including population, car availability, education and
multiple deprivation. This is important to understand the
general make-up of the area and the role transport plays
in supporting the residents, businesses and commuters.
3.3.1 Population (National Records of Scotland,
NRS)
In 2016, the population of the Levenmouth area
2
was
35,090, making it the 4
th
largest settlement in Fife and
25
th
largest settlement in Scotland.
The population age structure shown below reveals that
the Levenmouth area, and Fife in general, has a lower
percentage of population of working age (61% versus
65%) relative to Scotland as a whole. The figure also
reveals that Levenmouth also has a higher proportion of
people of pensionable age when compared to Scotland
as a whole (22% versus 18%).
[Values rounded to nearest percentage]
Since 2012, in Levenmouth the population aged 65 and
over is the only age category to consistently have shown
an increase over time. The Levenmouth area
experienced a 7% increase and Fife showed a 10%
increase. This is similar to the national increase of 8%
over the same period. These relative changes indicate
an ageing population, and this is forecast to continue into
the future as discussed in Chapter 5.
Key point – the Levenmouth area has a higher
proportion of people of pensionable age relative to Fife
and Scotland as a whole. In line with the national trend,
there is an ageing population which is forecast to
continue into the future.
2
Levenmouth area comprising Methil, Leven, Buckhaven,
Lower Largo, Lundin Links, East Wemyss and Coaltown of
Wemyss.
3.3.2 Migration (NOMIS 2011)
The net migration statistics for the population of the
Levenmouth area showed no real material change in
2011 (a net 0.2% increase).
Net migration for Fife and Scotland as a whole showed
an approximate 1% increase, higher than Levenmouth.
While the net migration into Levenmouth was positive
(+90), the figures reveal the rate of increase for people
moving into the Levenmouth is less than the Fife
average. Without any further supporting information, it is
difficult to determine the key drivers behind the net
migration statistics.
3.3.3 Car Availability (2011 Census)
[Values rounded to nearest percentage]
Thirty-two percent of households in the Levenmouth
area have no access to a private car or van and are
therefore more reliant on public transport. This figure is
higher than that for Fife (26%) and slightly higher than
for Scotland as a whole (31%). Whilst those residents
who have access to one car or van is similar across the
three geographies, those who have access to two cars
17%
61%
22%
18%
63%
20%
17%
65%
18%
Under 16 Working Age 65+
Population Age Structure
Levenmouth Fife Scotland
POPULATION AGE STRUCTURE
0.2%
0.9%
1.1%
Levenmouth Fife Scotland
POPULATION MIGRATION
IN 1,950 12,360 102,720
OUT 1,860 8,940 42,820
32%
43%
19%
26%
44%
24%
31%
42%
22%
No cars or vans 1 car or van 2 cars or vans
Chart Title
Levenmouth Fife Scotland
CAR OR VAN AVAILABILITY
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
8
or vans is notably lower in Levenmouth (19%) than in
Fife (24%) and Scotland (22%).
Key point – Levenmouth has a slightly higher percentage
share of households without access to a car than
Scotland but four percentage points higher than that for
Fife.
3.3.4 Educational Attainment (2011 Census)
[Values rounded to nearest percentage]
Level 1: O Grade, Standard Grade or equivalent
Level 2: SCE Higher Grade or equivalent
Level 3: HNC, HND or equivalent
Level 4: Degree or Postgraduate qualifications
There appears to be a disparity in education levels in the
Levenmouth area when compared to Fife and Scotland
as shown in the graphic above. The educational
attainment of residents in Levenmouth is relatively low,
with those with no qualifications making up 36% of the
relevant population. This compares with 26% for
residents of Fife as a whole and 27% for Scotland. While
Levenmouth residents score better for those with Level
1 qualifications, for Level 2, 3 or 4 Levenmouth is equal
to or lower than Fife and Scotland in all categories.
Indeed, for Levenmouth only 15% of residents have a
degree or postgraduate qualification, compared to 24%
and 25% for Fife and Scotland respectively.
Although not shown above, the figures are even more
pronounced in the Buckhaven, Methil and Wemyss
Villages area where those with no qualifications exceeds
40%. In addition, this area has less than half the national
average qualified to Degree level or equivalent.
Key point – levels of educational attainment in
Levenmouth are relatively low, with a higher share of
people with no qualifications and much lower share of
people qualified to degree level.
3.3.5 Health (2011 Census)
The figure below shows health classification from the
Census 2011. It can be seen that the Levenmouth area
suffers from lower levels of good health and higher levels
of bad health compared to both Fife and Scotland
respectively.
[Values rounded to nearest percentage]
Whilst this problem affects the whole Levenmouth area,
Buckhaven, Methil and Wemyss Villages have the
largest concentration of health problems.
Key point – Levenmouth has a lower share of residents
in good or very good health, and a higher share of
residents in fair, bad or very bad health relative to Fife
and Scotland.
3.3.6 Scottish Index of Multiple Deprivation (SIMD
2016)
SIMD is the Scottish Government’s official tool to identify
areas of poverty and inequality across Scotland. More
specifically, it is used to identify areas where many
people experience multiple deprivation and, hence,
finding areas of greater need for public support and
intervention/investment.
SIMD considers multiple types of deprivation because
‘deprived’ does not just mean ‘poor’ or ‘low income’ – it
can also mean, for example, people have fewer
resources and opportunities in, say, health and
education.
SIMD combines 38 indicators across seven domains:
Income; Employment; Education; Health; Access to
Services; Crime; and Housing. An overview of each
domain is provided below:
Income: percentage of people who are income
deprived and receive certain benefits or tax credits.
36%
27%
12%
10%
15%
26%
24%
14%
11%
24%
27%
23%
14%
10%
26%
No qualifications Level 1 Level 2 Level 3 Level 4
Educational Attainment
Levenmouth Fife Scotland
EDUCATIONAL ATTAINMENT
76%
16%
7%
82%
13%
5%
82%
12%
6%
Good or very good health Fair health Bad or very bad health
Health of Resident Population
Levenmouth Fife Scotland
HEALTH OF RESIDENT POPULATION
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Employment: percentage of working age people
who are employment deprived and receive certain
benefits
Education: considers working age people with no
qualifications; proportion of people aged 16-19 not
in full-time education, employment or training; and
proportion of 17 to 21 year olds entering into full
time higher education.
Health: considers hospital stays related to alcohol
and drugs misuse, emergency stays in hospital and
proportion of population being prescribed drugs for
anxiety, depression or psychosis.
Access to Services: considers average drive or
public transport travel time to access services such
as a GP surgery, retail centre or schools.
Crime: recorded crimes of violence, sexual
offences, domestic housebreaking, vandalism,
drugs offences, and common assault per 10,000
people
Housing: percentage of people living in
households that are overcrowded and/or have no
central heating.
The generally accepted point at which an area is defined
as deprived is when it is classified within the ‘20% most
deprived’ areas in Scotland.
3.3.7 Overall Index
The overall index reveals that there are areas in
Levenmouth that experience high levels of multiple
deprivation when all domains are considered. This is
illustrated in the graphic above with the 20% most
3
Local share is used to compare deprivation between areas. This is
calculated by dividing the number of deprived DZs in the Levenmouth
area by the number of all DZs in Fife.
deprived areas of Scotland shaded in red. The graphic
also shows areas of least deprivation immediately
adjacent to and surrounding Levenmouth.
Six of the ten most deprived data zones (DZs) in Fife,
which are ranked amongst the 5% most deprived areas
of Scotland, are located in the Levenmouth area,
affecting approximately 4,200 people, or 12% of the
population.
These DZs are listed below, with population in 2014 in
brackets:
Buckhaven South (670)
Methil Memorial Park (541)
Methil Savoy (753)
Aberhill (902)
Methil Kirkland (741)
Lower Methil (626)
The Levenmouth area local share
3
of the 20% most
deprived areas in Fife is 5%. This is higher than the local
share for other selected areas within Fife, including
Glenrothes (3%) and Kirkcaldy (4%).
3.3.8 Access to Services
The graphic above shows that the area is not amongst
the most deprived when Access to Services is
considered independently. The two indicators under this
domain, however, are (i) the average drive time to a
petrol station, a GP surgery, a post office, a primary
school, a secondary school, a retail centre, and (ii) public
transport travel time to a GP surgery, a post office, a
retail centre. The indicator does not, therefore, take into
account the quality or choice of the public transport, or
the frequency or timetable of the services available, it
Levenmouth STAG_Initial Appraisal
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10
simply focuses on the travel time. Neither does it take
account of non-local services. However, based on the
definition within the SIMD, the area of Levenmouth is
regarded as one of the least deprived areas relative to
other parts of Scotland when its performance is
measured against access to services.
3.3.9 Education
The graphic above shows there are areas within
Levenmouth suffering from education, skills and training
deprivation relative to other parts of Scotland, with many
included within the 20% most deprived in Scotland.
3.3.10 Employment
Looking at the employment indicator within SIMD also
reveals many parts of Levenmouth experience
employment deprivation [i.e. included within the most
20% most deprived areas of Scotland].
3.3.11 Income
Similarly, with income deprivation, the graphic above
reveals that there are pockets of Levenmouth where
those living in income deprivation are in the 20% most
deprived in Scotland.
3.3.12 Health
The pattern shown for education, employment and
income is very much repeated for health, with parts of
Levenmouth classified as being in the 20% most
deprived areas of Scotland.
Key point – under almost all domains Levenmouth
suffers from high levels of social deprivation, with many
parts included within the 20% most deprived areas of
Scotland. This is a common theme across the categories
of employment, education, income and health. The
domain where it is regarded as being least deprived is
access to services.
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3.3.13 Social Context, Summary of Key Points
In social terms, Levenmouth can quite clearly be seen as performing relatively poorly compared to other parts
of the country, including within Fife. It has an ageing population and one that has a record of poor health, low
incomes and low levels of education attainment. The Scotland Index of Multiple Deprivation (SIMD) reveals that
the area experiences high levels of multiple deprivation across a number of categories with many sub-areas
having levels of deprivation that are in the top 20% in Scotland. The area where it performs relatively better is in
terms of access to local services, albeit simply in terms of car or public transport drive times. In addition to high
levels of multiple deprivation, households in Levenmouth have relatively low levels of car availability compared
to Fife as a whole.
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3.4 Economic Context
3.4.1 Economic History of Levenmouth
The local economy in Levenmouth was traditionally
focussed on mining and heavy industry and the area has
struggled economically since the decline of these
sectors, particularly the coal industry, from the 1960s.
The growth of these industries was initially fueled by the
opening of the Leven Railway in 1854, linking the town
with the Thornton Junction on the Edinburgh to
Aberdeen main line. In the late 19
th
century, this was
extended to the Leuchars junction via St Andrews. The
railway between Leven and St Andrews closed in 1964.
The Leven and Thornton Junction was closed to freight
in 1966, and to passengers in 1969.
During the 1960s, coal mining, large-scale
manufacturing and port-related activities were significant
employers in Levenmouth. Methil was a principal
producer and exporter of coal for many generations, and
coal mining was a vital source of employment in the local
area. The Wellesley Colliery closed in 1964, followed by
The Michael Colliery in 1967. The collapse of coal
mining in the late 1960s, and the disappearance of much
manufacturing activity around Methil had a significant
adverse impact on the Levenmouth economy. Indeed,
the demise of coal mining and other traditional industries
during this period, combined with a limited number of
replacement employment opportunities, marked the
start of Levenmouth’s struggle with high unemployment
and associated economic and social deprivation.
A key business in the area is Diageo. Diageo opened its
first bottling plant in Leven in 1973, to bottle various
Scotch whiskies. The £22m extension to the United
Distillers (now Diageo) Cameron Bridge grain distillery
was officially opened in May 1991, making it one of the
largest distilleries in the world. While the Diageo
operation has been a success in the area, to a large
extent this has been outweighed by a number of local
business closures that have had a detrimental impact on
the local economy. These include:
British-Norwegian oil and gas construction firm
Kvaerner came to Methil in 1972, with demand for
off-shore construction expected to last just 5 years.
However, Kvaerner operated from its Methil Docks
base for almost 30 years, and employed around
2,000 staff at its peak. The company ceased
production of its off-shore structures in Methil by the
end of 2001.
Scottish Power’s coal slurry-fired power station was
mothballed in 2000. The Methil power station, which
had employed around 70 staff, was eventually
demolished in 2010.
Methil-based bogie manufacturer ABC Naco closed
in 2002, with the loss of 145 jobs. The closure was
due to the difficulties facing the steel sector and the
subsequent lack of investment from its US parent
company.
Wemyss Brickware closed in 2002, with the loss of
60 jobs. The closure was blamed on difficulties in
sourcing good quality ‘red-burning’ facing bricks,
and a major rise in gas prices. The company had
been in Leven for almost 100 years and was one of
the last independent brickware companies in the UK.
Despite these closures, there has been some significant
investment in the area since the turn of the millennium
that has had a positive impact. A selection is set out
below:
Burntisland-based, off-shore oil and gas fabrication
company BiFab, expanded its business operations
to Methil in 2003. The company took over the former
Kvaerner yard at Methil Docks, providing some new
employment opportunities in the local area, including
a number of Modern Apprenticeships. BiFab was
taken over by JV Driver in 2018.
The Offshore Renewable Energy (ORE) Catapult
has been granted a 10-year extension by the
Scottish Government to operate its 7-MW
Levenmouth offshore wind demonstration turbine for
research and technology development until 2029.
Diageo invested £2.6m in its bottling plant in Leven
in 2003, followed by a £9m expansion in 2006, to run
new products and increase the company’s flexibility
to meet future demand. In 2009, the company
announced a £86m investment in a new packaging
plant that led to the creation of over 400 jobs. In
November 2012, Diageo's Scotch whisky bottling
facility was officially opened. Diageo continues to be
a major employer in the Levenmouth area, with more
than 1,250 people employed at its 171-acre site at
peak times.
The new £1.5m Leven Bus Station was opened in
2007.
Phase 1 of the Energy Park Fife at Methil Waterfront
was completed in 2006, and in 2009 Scottish
Enterprise committed a further £13m to upgrade the
quayside and improve coastal protection. The
Energy Park was identified as a key project to
receive accelerated funding, as part of the Scottish
Government’s response to the economic downturn.
In addition to these investments, fourteen Strategic Land
Allocations were laid out in the Fife Structure Plan 2006-
2026, showing large-scale expansion in Fife over the
next 20 years:
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The Levenmouth Strategic Development Area
(SDA) is a mixed-use land allocation for 1,650
houses, 15 hectares of employment land,
community facilities and greenspace, a new link
road and new and improved footpath/cycle routes.
The development area is 107.5 ha and has an
estimated value of £235m.
The new Levenmouth Academy, which opened in
August 2016, sits at the heart of the site, and a new
Fife College building lies adjacent to the school,
creating a complementary campus.
In June 2015, Fife Council commenced construction
of the Low Carbon Investment Park (now known as
Levenmouth Business Park) - a 16.5 ha, inland
supply chain business park, within the SDA.
Levenmouth Business Park builds on the success
and future potential of Energy Park Fife, one of 11
sites identified across Scotland within the National
Renewables Infrastructure Plan.
A timeline of changes in industry, transport infrastructure
and key services affecting the Levenmouth economy is
provided opposite.
The timeline reveals a significant change in the industrial
make-up of the Levenmouth area in the last half century.
There has been a decline in traditional manufacturing
industries that employed large numbers of local
residents. New businesses have started up to replace
the old, but with a lower number of total employees. This
has resulted in many local residents in recent years
having to look further afield for employment and led to a
different pattern of commuter travel and one that is more
dependent on transport, either car or public transport
services.
Key point – the Levenmouth area has seen significant
change in its industrial make-up, consequently leading
to a change in travel patterns and demand for public
transport services from commuters.
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3.4.2 Total Number of Jobs (BRES 2016)
The graphic below shows the distribution of jobs within the Fife local authority area. Relatively high concentrations
of employment (8,001 to 12,000 per area) are reflected by darker green, while relatively low levels of jobs (less than
250 per area) are represented in dark red shaded areas. Most of Fife, including much of the Levenmouth area, has
less than 250 jobs per area, with higher pockets of employment in Dunfermline, Glenrothes and Kirkcaldy.
3.4.3 Economic Activity (2011 Census)
The graphic below shows the percentage of all persons
aged between 16 and 74 and resident in Levenmouth,
the wider Fife area and Scotland as a whole who were
economically active or economically inactive.
Economically active covers those who were in full or
part-time employment and those not in employment but
actively seeking and available for work (unemployed).
Economically inactive covers those who were not in
employment or actively seeking and available for work,
due to being retired, looking after home or family, long-
term sick or disabled, students or other reasons.
The graphic reveals that Levenmouth’s share of those
aged between 16 and 74 who were economically active
was 64%. This compares with figures of 68% and 69%
for Fife and Scotland as a whole respectively. This lower
share of economically active means it has a higher share
of economically inactive residents.
Key point – of those aged between 16 and 74 living in
the Levenmouth area, there is a lower proportion who
are either in work or actively seeking work compared to
those living in the wider Fife area and Scotland as a
whole.
69%
68%
64%
31%
32%
36%
Scotland
Fife
Levenmouth
Chart Title
Economically active Economically inactive
ECONOMIC ACTIVITY
% Economically Active % Economically Inactive
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3.4.4 Benefits Claimants (NOMIS 2016)
The analysis of Jobseekers Allowance Claimants shown
below reveals that the Levenmouth area had a
percentage share of residents claiming Jobseekers
Allowance of 4.2%. This was 2.5 percentage points
above the national average and 1.8 percentage points
higher than that for Fife as a whole.
Key point – Levenmouth has a higher proportion of
Jobseekers Allowance Claimants than Fife and Scotland
as a whole.
3.4.5 Household Incomes (Scottish Government 2014)
The graphic below illustrates graphically weekly median gross household income within the Fife local authority area.
The darker green areas reveal those of relatively high incomes of between £1,001 and £1,200, while the red shaded
areas represent the lowest income levels of less than £450. From the graphic, it is clear that Leven consists of areas
with the lowest levels of household income. The other areas of Fife with similar levels of household income are in
pockets of Dunfermline, Kirkcaldy and St Andrews, the latter reflecting the large student population in the town.
Key point – Leven consists of areas with the lowest levels of household income in Fife.
4.2%
2.4%
1.7%
Jobseekers Allowance Claimants
(% of Working Age Population)
Levenmouth Fife Scotland
JOBSEEKERS ALLOWANCE CLAIMANTS
% OF POPULATION
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3.4.6 Industry Workplace (BRES 2016)
The graphic on the right shows the breakdown of
employment in Levenmouth by industry. The total
number of employees is circa 9,000. Over half (54%) of
these are spread across three particular industry sectors
of health, manufacturing and retail, with 3,000 alone
being employed in beverage manufacturing (Diageo)
and health (Cameron Hospital and Randolph Wemyss
Hospital). These figures reveal a high dependency on a
small number of sectors
[Values rounded to nearest percentage]
3.4.7 Access to Jobs by Public Transport (TRACC)
The figure above provides a graphic representation of
the number of jobs within one-hour access by public
transport on an average weekday between 630am and
930am. The highest number (300,000 to 450,000 jobs)
is represented by green shading, followed by yellow
(200,000 to 300,000 jobs). The lowest number (20,000
to 80,000 jobs) is captured by the red shading. The
graphic shows that most of the areas with access to high
numbers of jobs are located near to the Forth crossings,
giving likely access to Edinburgh and the Lothians, as
well as urban areas of Fife. There are also other parts of
Fife which have access to high numbers of jobs. These
tend to be in those areas located near to rail stations with
fast services into Edinburgh in the south or perhaps
Dundee in the north. It is also clear from the graphic that
that the area of Levenmouth, the fourth largest
populated area of Fife, is within an hour’s access by
public transport to a significantly smaller number of jobs
as represented by the red shaded [i.e. 20,000 to 80,000].
20% 20%
14%
8%
7%
14%
11%
10%
4%
8%
16%
7%
9%
4%
8%
Health Manufacturing Retail Transport &
Storage
Education
Top 5 Industry Types in Levenmouth
Levenmouth Fife Scotland
TOP 5 INDUSTRIES IN LEVENMOUTH
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Key point – the area of Levenmouth, which is the fourth largest populated area of Fife, has a relatively
low number of jobs within a 60-minute travel time by public transport.
3.4.8 Economy, Summary of Key Points
The Levenmouth area has gone through a period of considerable change over the last fifty years. It
has witnessed a decline in the traditional heavy industrial manufacturing jobs, particularly mining. While
many of the old jobs have been replaced by new employment opportunities, these have not been
sufficient to replace all. Figures reveal that the area faces economic challenges, with relatively high
levels of unemployment and benefit claimants, coupled with relatively low levels of household income
compared to other parts of Fife. The decline in local job opportunities also means that the local working
population has to travel further for employment with over 60% working outside the local Levenmouth
area. The distance to travel for employment can be considerable and the evidence shows that there is
a relatively low number (20,000 to 80,000) jobs within 60-minutes travel time by public transport relative
to many other parts of Fife, particularly those places nearest to Edinburgh and in close proximity to rail
services linked to areas with high numbers of jobs.
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3.5 Transport Context
Having established the social and economic context, it is
also necessary to understand the transport context to
assist in the identification of problems and opportunities.
Transport is crucial to the sustainability of an area or
community. Transport services allow people to connect
to key facilities such as health, education, shopping and
employment. The latter is particularly important in the
case of Levenmouth given the changing nature of the
industrial make-up of the area and the relatively high
levels of unemployed and economically inactive.
Transport services also allow people from outside to
access the area, whether that is commuters getting to
work, tourists visiting, or suppliers serving local
businesses.
This subsection describes the transport provision
serving the Levenmouth area as well as road network
performance, covering the following key topics and
indicators:
Workplace locations and travel-to-work mode share
for Levenmouth residents.
Public Transport services [e.g. bus and rail
destinations, timetables, frequencies and fares].
Public Transport journey time accessibility to key
services and facilities [e.g. to employment, health
services, and education and leisure facilities].
Road traffic levels and accidents.
3.5.1 Residents – Workplace Locations (2011
Census)
The figure below reveals the workplace location for the
resident working population.
The figure shows that most people work or study in
Levenmouth itself (39%) followed by Kirkcaldy (12%)
and Glenrothes (11%). It is notable that a small
percentage of the working population work or study in
Edinburgh (2%) and that this is of a similar magnitude to
those that work or study in Cupar, St Andrews, Dundee
and Dunfermline. This does not necessarily mean that
this is due to choice but perhaps due to the transport
services available to access the opportunities in the
area.
Key point – in terms of current work locations, the vast
majority of residents of Levenmouth are currently
dependent on access to jobs in Fife, particularly
Levenmouth, Kirkcaldy and Glenrothes.
3.5.2 Mode Share (2011 Census)
The graphic below shows the overall travel-to-work
mode share for Levenmouth residents in employment
obtained from the 2011 census [i.e. it shows the travel
mode that individuals generally use to access their
employment or study location].
From the evidence of travel-to-work mode share, it can
be seen that:
For the resident population, over 70% of all work
trips are made by car or van, either driving or as a
passenger – this is higher than other selected
comparator areas, including Kirkcaldy [69%],
Dunfermline [67%], Cupar [65%], and Scotland as a
whole [60%] (see Appendix C for details). The vast
majority of the remaining trips are made by active
travel modes [i.e. walk and cycle], bus/coach/train or
people working from home.
Under 10% of commuting trips were made by public
transport.
Further analysis of the data is provided in Appendix D to
this report. This reveals that:
For the resident population working in the
Levenmouth area itself (excludes those travelling to
work outside the Levenmouth area), approximately
50% travel to work by car and only 5% use the bus.
A larger proportion (23%) use active travel modes
Levenmouth, 39%
Kirkcaldy, 12%
Glenrothes,
11%
Cupar, 2%
St Andrews, 2%
Edinburgh, 2%
Perth, 1%
Dundee, 2%
Dunfermline, 1%
Other, 29%
Total People Travelling From Levenmouth By Destination
Levenmouth Resident Working Population - Workplace Locations
Work Mainly at or
From Home, 8%
Train, Underground,
Metro, Light Rail or
Tram, 1%
Bus, Minibus or
Coach, 7%
Driving a Car or Van,
63%
Passenger in a Car
or Van, 8%
Cycling, 1%
Walking,
10%
Other Mode, 2%
TRAVEL-TO-WORK MODE SHARETRAVEL-TO-WORK MODE SHARE, LEVENMOUTH RESIDENTS
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[i.e. walk or cycle]. One fifth (20%) of the resident
population work from home.
For travel-to-work trips to other locations within Fife,
such as Glenrothes, Kirkcaldy, and to Dundee, car
is the most dominant mode of travel, accounting for
80%-90% mode share.
For those working in Edinburgh, approximately two
thirds travel by car, with the remaining third using
public transport (a larger proportion uses the train
than the bus).
The largest proportion [i.e. approximately 10%-15%]
travelling to work by bus are to jobs located in St
Andrews, Kirkcaldy, Dunfermline and Edinburgh.
The proportion travelling by bus to these more regional
job locations is higher than the proportion using the local
bus commute to jobs located within the Levenmouth
area.
Key point – a significant majority of working residents in
Levenmouth travel to work by car or van. Only a small
minority use public transport. A higher share uses public
transport to work in St Andrews, Kirkcaldy, Dunfermline
and Edinburgh.
3.5.3 Bus Services
This subsection considers the bus network serving the
Levenmouth area, both at a local and regional level.
3.5.4 Local Bus Services
Local bus services are mainly provided by Stagecoach.
The routes radiate from Leven bus station to Methil,
Lower Methil, Methilhill, Buckhaven, Windygates, and
Kennoway. The services (updated July 2018) are
summarised in the graphic below and service
destinations, frequencies and average journey times are
shown in Table 1 below.
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Table 1: Local Bus Services from Leven Bus Station: Destination, Frequency and Average Journey Time
Destination
Morning Peak
7am-10am
Inter-peak Period
10am-4pm
Evening Peak
4pm-7pm
Average Journey
Time (in minutes)
Local buses per hour
Buckhaven
5
7 to 8
7 to 8
11
Methil
3 to 4
4
2 to 3
5
Lower Methil
2 to 3
2 to 3
2 to 3
3
Methilhill
3 to 4
4 to 5
4 to 5
12
Windygates
2 to 3
2 to 3
3 to 4
17
Kennoway
3 to 4
3 to 4
4
16
The number of buses per hour for each destination has
been coloured green, orange or red (with green
indicating a relatively good level of service [i.e. a bus at
least every 20 minutes]; orange indicating a reasonable
level of service [i.e. a bus at least every 30 minutes]; and
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red indicating a relatively poorer level of service [i.e. a
bus at least every 3 hours).
The following observations can be made from Table 1
above:
During the morning peak period, Buckhaven is
served by more buses per hour than any other
destination (five per hour). The same trend is also
shown for the Inter-peak and evening peak periods,
with up to 8 buses per hour serving the town.
Buckhaven is served by more buses across the
whole day because all services from Kirkcaldy
(services 7, 7A, X58 and X60) stop in Buckhaven
before reaching Leven bus station.
In Methil, Lower Methil, Windygates and Kennoway
there are between two and four buses per hour in
the morning and evening peak periods, meaning a
bus at least every 30 minutes and, in some cases,
every 15 minutes during peak times.
All destinations can be reached within 20 minutes by
bus from Leven Bus station.
3.5.5 Local Bus Fares
Single and return fares are set out in the table below. For
Methil, Lower Methil, Methilhill and Buckhaven the single
fare is £2.00 and £3.60 for a return. For Windygates and
Kennoway the single and return fares are £2.40 and
£4.40 respectively.
Stagecoach also offers day and season tickets covering
the Levenmouth area which allow passengers to make
unlimited journeys within the stated period. The prices
and types of tickets are listed below.
Day Ticket (£3.40)
Weekly ticket (£11.80)
Monthly (£45.40)
4
Bus services requiring an interchange
3.5.6 Regional Bus Services
Regional bus services are also, in the main, provided by
Stagecoach. The Express City Connect Network
provides a number of direct and indirect
4
regional bus
services connecting Leven with other settlements across
Fife and beyond, including Cupar, St Andrews,
Glenrothes, Kirkcaldy, Markinch, Dunfermline and
Edinburgh. For Levenmouth residents wanting to travel
to these destinations, other than Edinburgh, they would
need to interchange at Glenrothes Bus station.
The Express City Connect Network services from Leven
(updated July 2018) are summarised in the graphic and
selected destinations, frequencies and average journey
times from these services and other Stagecoach
regional services are shown in Table 2 below. The table
includes direct services only and does not include the
time getting to Leven bus station and from the
destination.
£2.00
£3.60
£2.40
£4.40
Chart Title
Methil / Lower Methil / Methilhill / Buckhaven / Broom Windygates / Kennoway
LOCAL BUS FARES (£) TO AND FROM LEVEN BUS STATION
SINGLE
RETURN
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Table 2: Direct Regional Bus Services from Leven Bus Station to selected Destinations: Frequency and Average Journey Time
Destination
Morning Peak
7am-10am
Inter-peak Period
10am-4pm
Evening Peak 4pm-7pm
Average
Journey
Time (in
minutes)
Regional buses per hour
Cupar
1 every 3 hours
1 every 6 hours
2 every 3 hours
38
Dunfermline
2
2
2
142
Edinburgh
1 to 2
2
1 to 2
105
Glenrothes
4 to 5
4
3
30
Kirkcaldy
5
6
5
38
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Destination
Morning Peak
7am-10am
Inter-peak Period
10am-4pm
Evening Peak 4pm-7pm
Average
Journey
Time (in
minutes)
Regional buses per hour
Markinch
4
3
2 to 3
24
St Andrews
1
2
1 to 2
53
The number of buses per hour for each destination has
been coloured green, orange or red (with green
indicating a relatively good level of service [i.e. a bus at
least every 20 minutes]; orange indicating a reasonable
level of service [i.e. a bus at least every 60 minutes]; and
red indicating a relatively poorer level of service [i.e. a
bus at least every 6 hours).
The following observations can be made from Table 2:
There is a relatively good level of service from Leven
to Glenrothes, Kirkcaldy and Markinch, with a direct
bus at least every 15-20 minutes across the day.
Kirkcaldy is served by more direct buses per hour
from Leven than any other selected destination.
There is a reasonable level of service to St Andrews,
Dunfermline and Edinburgh, with a direct service at
least every hour across the day. At many times of
the day, these towns and cities are served by a direct
service every 30-minutes.
Cupar has a relatively poor level of service and is
served by the least amount of buses across the day.
In the Inter-peak period (10am-4pm), there is only
one bus linking the towns.
Most selected destinations can be reached within
one hour from Leven. It takes just under two hours
to reach Edinburgh but over two hours to reach
Dunfermline using a direct service from Leven.
While the table focusses on a morning peak of 7am to
10am, it must be recognised that if travelling to
Edinburgh for a 9am work start, it is likely that someone
would have to set off before 07:00. Buses from Leven
station to Edinburgh before this time are at 04:45, 05:50
and 06:30 and would be a ‘red’ categorisation.
A key conclusion from the analysis has also shown that,
while there are services involving interchange, there are
no direct services from Leven to the following
destinations:
Dundee.
Glasgow.
Glenrothes with Thornton (rail station).
Halbeath Park and Ride.
Glenrothes Bus station is the main interchange for
services to these destinations. It takes approximately 30
minutes to travel to Glenrothes Bus station from Leven.
3.5.7 Regional Bus Fares
The graphic below shows the cheapest day-rider fares
from Leven bus station to a selection of destinations.
For people travelling from Leven to Edinburgh, it takes
around 105 minutes from Leven bus station and costs
£11.20 for a return journey. £11.20 is the price of a
Stagecoach Fife dayrider+ day ticket, which covers all
the journeys made in a day in Edinburgh and Fife on
Stagecoach services. This is cheaper than buying a day
return ticket.
Key point – the level of service for local and regional bus
services is mixed. For local services from Leven, some
destinations have relatively high frequency at all periods
[e.g. Buckhaven], with others having less frequent
destinations. All local destinations have at least two
buses per hour up to 7pm, however many services stop
after at this time. For regional services, many
destinations have a reasonable service with at least one
direct bus per hour [e.g. Kirkcaldy, Glenrothes,
Dunfermline and Edinburgh], however the timetable is
limited if one was to travel to Edinburgh for a 9am start.
Cupar is less well served, with direct buses much less
frequent. There are no direct services to Glasgow,
Dundee, Glenrothes-with-Thornton rail station or
Halbeath Park & Ride.
£11.20
£9.10
£6.80
£5.40
Chart Title
Edinburgh St Andrews, Cupar & Dunfermline Glenrothes & Kirkcaldy Markinch
REGIONAL BUS DAY RIDER FARES (£) FROM LEVEN BUS STATION
RETURN
FARE
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3.5.8 Rail Services
There are three railway stations outside of the
Levenmouth area that connect people to other areas of
Fife and beyond. These are Markinch, Glenrothes-with-
Thornton and Kirkcaldy. The stations are represented by
the three red dots on the map below, with the area of
Levenmouth captured in the blue dotted line.
The nearest rail station is Markinch, just under six miles
from Leven bus station, and is served by the X4 Express
Bus Service. The average bus journey time from Leven
to Markinch railway station is 20 minutes.
Kirkcaldy rail station is accessed by local bus service
number 7 and express services X58, X60 and X62. All
of these services stop at Methil, Methilhill, Buckhaven
and Leven, providing access for the majority of areas of
Levenmouth. However, the corresponding journey
times, including walk time to and from the bus, range
from approximately 30 minutes to 45 minutes depending
on the service used.
There are no direct bus services from Leven to
Glenrothes-with-Thornton railway station. There are,
however, bus connections available and these journeys
on average take over an hour to reach the station.
The graphic opposite summarises selected public
transport journey details from Leven to Edinburgh via
Markinch and Kirkcaldy, and to Dundee via Markinch.
To Edinburgh via Kirkcaldy – the graphic reveals that
there are 49 rail services per weekday between
Kirkcaldy and Edinburgh. This includes 11 in the AM
peak and 20 in the Inter peak. The average AM peak
journey time is 93 minutes, ranging from a minimum of
75 minutes to a maximum of 114 minutes. The peak and
off-peak return train fare is £14.80. If travelling from
Leven to Kirkcaldy by public transport, then an additional
£6.80 would need to be added for the return bus journey,
giving a total of £21.60.
To Edinburgh via Markinch – there are 23 rail services
per weekday from Markinch to Edinburgh. The quickest
AM peak journey time is 86 minutes and the longest
journey time is 100 minutes. The return fare from
Markinch during the peak period is £20.70, with the off-
peak fare lower at £11.80. If travelling by bus to and from
Leven, then an additional £5.40 would need to be added
to the train fare and £4.70 if travelling from Kennoway /
Windygates. This would give a total daily cost of £26.10
in the peak and £17.20 in the off peak from Leven.
To Dundee via Markinch – it is also possible to travel
to Dundee from Markinch frequently each weekday. The
graphic reveals that there are 20 rail services per day,
with four in the AM peak and five in the inter peak. The
journey time ranges from 61 minutes to 78 minutes, with
an average of 73 minutes. The cost of the fare in the
peak period is £18.50, falling to £13.50 in the off peak.
Interestingly the peak fare is lower but the off peak is
higher compared to the fare from the same station to
Edinburgh. Similarly, travelling to Edinburgh from Leven,
a return bus fare would be required, costing £5.40,
meaning a total cost in the peak of £23.90 for public
transport to and from Dundee and £18.90 in the off peak.
Whilst the above has focussed on travelling to and from
Leven to the rail station by public transport, the journey
would be reduced by around five to 10 minutes
depending on time of day if accessing the station by car.
For those with access to a car, free parking is available
at Markinch station (143 spaces) and also Kirkcaldy (625
spaces). While at sometimes demand can be high,
survey evidence suggests there are parking spaces
most times of the day/week.
49
93
£21.60
23
92
£26.10
20
73
£23.90
Rail Services per weekday AM Peak Journey Time
(bus and rail combined)
Peak Fare, £
(bus and rail combined)
Chart Title
Leven to Edinburgh via Kirkcaldy Leven to Edinburgh via Markinch
Leven to Dundee via Markinch
Public Transport Summary
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Key point – there are three potential options / routes for people travelling from Leven to Edinburgh using rail. However,
only two of the options can be deemed practical (Kirkcaldy or Markinch) given the journey time accessibility issue
with Glenrothes-with-Thornton. On average, it takes around 90 minutes for the one-way journey via Kirkcaldy or via
Markinch. During the AM Peak period, a return journey through Kirkcaldy costs £14.80 and £20.70 if the rail
connection is made at Markinch. This is on top of the bus fare to the rail station if travelling by public transport which
could cost between £4.70 and £6.80 return depending on time of day and which rail station is used. Travelling to
Edinburgh by regional bus is slower (over 100 minutes), but the cost is lower at £11.20.
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3.5.9 Public Transport Accessibility to Key Services
3.5.10 The figure below illustrates graphically public transport accessibility to the centre of Edinburgh
which is used as a proxy for a location of key services such as health, education, employment
and culture. The graphic reveals that, from Kirkcaldy, the travel time for a return trip to Edinburgh
by public transport can be made in under two hours. From Glenrothes, however, the return trip
is likely to take between 2.5 and 3.5 hours, with some places actually more than this and some
less than two hours. This pattern is similar in the Levenmouth area, albeit the areas represented
by a greater than 3.5 hours return journey time or less than two hours return journey time are
more limited. Indeed, there are no areas in Levenmouth where the return journey time to
Edinburgh city centre is less than two hours.
Figure 2: Access to Edinburgh City Centre by Public Transport
5
3.5.11 Whilst the above figure focuses on access to Edinburgh city centre, it is recognised that people may be
going beyond this location to visit other services offered in the capital. Figures 3, 4 and 5 below therefore
present similar maps, providing a small selection of examples, revealing journey times from the same
areas to education (University of Edinburgh King’s Buildings); health (Edinburgh Royal Infirmary
Hospital); and shopping (Gyle Centre). The maps show a similar pattern to the one above with the
majority having a journey time in excess of 3.5 hours from the Levenmouth area to Kings Buildings and
over 4 hours to the Royal Infirmary. The journey times are similar to those from Glenrothes but longer
than from Kirkcaldy.
5
It is recognised that not all services are located in the centre of Edinburgh and there may be an onward journey
from there, but the main purpose of the graphic is for comparison and Edinburgh is used as an example of a city
region that the residents of Levenmouth may want/have to travel to for access to necessary services.
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Figure 3: Public Transport Journey times to University of Edinburgh (Kings Buildings)
Figure 4: Public Transport Journey Times to Edinburgh Royal Infirmary
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Figure 5: Public Transport Journey Times to Gyle Shopping Centre (west Edinburgh)
3.5.12 Table 3 below sets out a comparison of public transport service provision for people working in
Edinburgh, again, for comparison, for the areas of Kirkcaldy, Glenrothes and Levenmouth. The
table shows that the three areas are similar in terms of road miles to Edinburgh, with the distance
from Levenmouth, Glenrothes and Kirkcaldy being 36, 31 and 29 miles respectively. The table
reveals that the proportion of the total working population of Levenmouth who work in Edinburgh
is similar to both Kirkcaldy and Glenrothes. The average morning bus journey times from
Levenmouth to Edinburgh is higher at 109 minutes than 84 minutes and 81 minutes respectively
from Kirkcaldy and Glenrothes. The average rail journey time is even lower than the bus journey
times for Kirkcaldy and Glenrothes at 46 minutes and 63 minutes respectively.
Table 3: Settlement Comparison of Public Transport Service Provision for People Working in Edinburgh (2011 Census, Traveline)
Settlement
Approximate
Road Mileage to
Edinburgh
Total Working
Population
Working in
Edinburgh
% Working in
Edinburgh
AM Bus
Frequency
AM Bus
Average
Journey Time
AM Rail
Frequency
AM Rail
Average
Journey Time
Levenmouth
36
15,400
410
3%
3
1hr 49m
-
-
Kirkcaldy
29
21,100
1,300
6%
6
1hr 24m
7
46 mins
Glenrothes
31
16,800
520
3%
6
1hr 21m
0/5
6
63 mins
Values rounded to nearest hundred or nearest percentage (where relevant)
6
Value depends on whether or not Glenrothes-with-Thornton is considered to serve Glenrothes residents.
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3.5.13 Traffic Volumes (DfT)
There are seven observed count sites along the A915
Standing Stane Road and four sites along the A955
listed on the Department for Transport (DfT) website.
The average estimated traffic volumes on the A915
Standing Stane Road and A955 between 2011 and 2016
are shown in the graphic opposite.
The A915 Standing Stane Road was estimated to be the
busiest route, carrying approximately twice the volume
of traffic than the parallel A955 between 2011 and 2016.
Over this same period, both roads experienced a small
increase (1%) in traffic levels.
Both roads are single lane carriageways, each with a
capacity of approximately 1,600 passenger car units per
hour, meaning traffic operates with minimal congestion
related issues.
Without any further detailed analysis, it is not possible to
determine where any congestion hotspots may be
located at specific times of the day.
Key point – both the Standing Stane Road linking Leven
with Kirkcaldy to the south west and St Andrews to the
north east, and the A955 linking Leven with Lower Largo
to the north east, operate within capacity and have
experienced no real material change in traffic volumes
between 2011 and 2016.
3.5.14 Road Traffic Accidents (Fife Council)
There has been a total of 97 reported accidents on the
A915 Standing Stane Road between Kirkcaldy and
Windygates between January 2013 and December
2017. The locations and severity of the accidents that
have occurred are shown in the graphic below.
16,000
15,400
15,600
16,000
16,600
17,000
8,200
8,100
7,800
8,000
8,100
8,300
38,400
2011 2012 2013 2014 2015 2016
Year
A915 and A955
A915 Standing Stane Road A955 Corridor Capacity
ANNUAL AVERAGE DAILY FLOW
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Injury/Damage Key: Red Triangle = Serious Injury, Blue Square = Slight Injury, Green Circle = Damage Only
3.5.15 Five collisions reported serious injury, 43 collisions reported slight injury and 49 collisions
reported damage only with no injury. There have been no fatal injury collisions reported within
the five-year period. This is shown in Table 4 below.
Table 4: Number of Reported Accidents by Severity Type
Accident
Severity
2013
2014
2015
2016
2017
Total
Fatal
-
-
-
-
-
-
Serious
1
1
1
2
-
5
Slight
7
12
8
11
5
43
Damage
19
18
3
6
3
49
Total
27
31
12
19
8
97
3.5.16 The five most common factors contributing to approximately half of all reported accidents are
listed below, with occurrence in brackets:
Failed to look properly (18)
Failed to judge other person's path or speed (14)
Sudden braking (7)
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Following too close (5)
Travelling too fast for conditions (5)
3.5.17 Overall, “failed to look properly” is the most common factor contributing to an accident. This is
a term that reflects an error on the driver’s part and reflects poor spatial awareness before
committing to a manoeuvre. “Failed to judge other person's path or speed” is also a common
contributory factor to an accident. Other contributory factors are far less common by
comparison.
Key point – in general, the number of reported accidents on Standing Stane Road has decreased over
time, from a total of 58 in the two-year period 2013/2014 to 27 in 2016/2017, a 53% reduction. The two
most common factors contributing to an accident were “failed to look properly” and “failed to judge other
person's path or speed.”
3.5.18 Traffic and Transport, Summary of Key Points
In terms of current work locations, the vast majority of Levenmouth residents are dependent on access
to jobs in Fife, particularly Levenmouth, Kirkcaldy and Glenrothes. The evidence shows that the car is
the most dominant mode for travel to work, with only a small minority using public transport or active
travel modes. However, a higher share uses public transport to work in locations beyond the
Levenmouth area, including St Andrews, Kirkcaldy, Dunfermline and Edinburgh. The level of service
for local and regional buses is mixed and, for Fife’s fourth largest populated area, there are no direct
bus services to Glasgow, Dundee, Glenrothes-with-Thornton (railway station) or Halbeath Park & Ride,
the latter for onward connections to Edinburgh and Glasgow. In terms of rail, Markinch, Glenrothes-
with-Thornton and Kirkcaldy railway stations provide access to Edinburgh, but only Markinch and
Kirkcaldy stations are practical because of the journey time accessibility issue [i.e. no direct bus
service] with Glenrothes-with-Thornton. In general, the journey time from Markinch or Kirkcaldy to
Edinburgh is broadly similar at around 90 minutes on average. The rail fare from Markinch (£20.70),
however, is much higher than Kirkcaldy (£14.80). Travelling to Edinburgh by regional bus is slower but
the cost of travel is cheaper.
The overall journey time accessibility to the centre of Edinburgh, acting as a proxy location of key
services and facilities such as health, education, employment and culture, is poor in comparison to
Kirkcaldy and to some areas around Glenrothes. The evidence shows that, on average, a return trip
will take in excess of 3.0 hours, with some places in the Levenmouth area taking more than this,
whereas from Kirkcaldy the same return trip can be made in under two hours. A similar pattern is
evident to other locations in Edinburgh, including the Gyle shopping centre, Edinburgh University and
the Royal Infirmary, with the return journey times to the latter two taking over 4 hours for the majority
in Levenmouth. Key factors to the long journey times are accessing the stations at Kirkcaldy and
Markinch by public transport and interchanges.
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4 Stakeholder Engagement
4.1 Introduction
4.1.1 Consultation and engagement are essential elements in the development of any transport
strategy, appraisal or future design. They ensure the knowledge, ideas and experiences of
people who live and work in a town, city or region feed in to the transport appraisal process. In
addition, engagement needs to be inclusive and assist in the resolution of tensions between
different interest groups by including all views at an early stage. This chapter presents the
findings of the stakeholder engagement. It sets out the approach undertaken before discussing
the responses and findings.
4.2 Approach to Engagement
4.2.1 The engagement consisted of a number of steps. The first involved a series of workshops and
interviews with various groups. The aim was to gather views to inform the Initial Appraisal: Case
for Change Stage, including helping with the process of gathering information on the problems,
issues, opportunities and constraints with the provision of transport services in the Levenmouth
area, and how this is impacting on the wider community and performance of the area. In parallel,
two online surveys were carried out. The first survey was targeted at the general public and the
second was with selected businesses. The remainder of the chapter includes details of each
approach and the findings.
4.3 Stakeholders Included in the Engagement Exercise
4.3.1 The following stakeholder organisations, who agreed to participate, were included within the
evidence gathering phase:
Organisations
Fife Council – various
departments
Freight Transport
Association
Elmwood College
Wellesley Parish
Church, Methil
Stagecoach
SEStran
Levenmouth Rail
Campaign (LMRC)
Methil Heritage Friends
Bus Users UK
Chamber of Commerce
CLEAR Buckhaven
Elected officials,
including MPs, MSPs
and Fife Councillors
Abellio ScotRail
Scottish Natural
Heritage
East Wemyss and
MacDuff Community
Council
Members of the Public
through an online public
survey
Network Rail
Scottish Fire and
Rescue
Colinsburgh and
Kilconquhar Community
Council
The business
community through a
bespoke business
survey.
4.4 Public Survey
4.4.1 In addition to the stakeholder engagement, an online survey was undertaken to gather views
from the general public. The survey focused on many of the points raised during the
engagement exercise outlined above with the aim of understanding whether these were
representative of the wider community and did they capture the experiences and views of the
community / public / residents of the Levenmouth area.
4.4.2 830 people completed the public survey, a very good response rate given the adult population
[i.e. those eligible to participate]. Of those who took part, 69% (no. 572) have full access to a
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car, 11% (no. 92) have limited access to a car and 20% (no. 164) have no access to a car and
rely on other forms of transport.
4.5 Business Survey
4.5.1 An online business survey was developed with the aim of capturing the views of local
businesses on the problems faced and opportunities not being realised due to the transport
system and how this impacts on businesses in the area. The survey also helped to gather
information/views on how transport problems can affect the attractiveness of the area to do
business and/or discourage inward investment, and equally how transport opportunities could
facilitate inward investment. A total of 22 businesses completed the online survey. The timing
of the survey was then extended and a further 22 responses were received.
4.6 Crosscutting Themes
4.6.1 From the consultation and engagement with the stakeholders and organisations noted above,
together with the findings from the surveys, a number of key cross-cutting themes became
apparent. These were distilled into the following:
the importance of connectivity to and from the Levenmouth area;
difficulties in accessing employment opportunities and other important services beyond
the Levenmouth local area by public transport;
lack of suitable local and regional public transport services;
problems with the operation of the road network;
poor transport infrastructure for attracting economic investment;
opportunities to maximise tourism; and
limited Opportunities to take advantage of rail freight.
4.6.2 Details of the responses to the surveys are reported below, together with the views of those
who took part in the engagement. The findings are presented through reporting on each of the
cross-cutting themes identified above.
The Importance of Connectivity
4.6.3 A number of stakeholders interviewed were keen to stress the current lack of connectivity in the
region and that connectivity was an important catalyst for growth and successful sustainable
economic performance. Stakeholders noted that poor local and regional bus services and ‘less
than ideal’ connections to the strategic road network contributed to problems such as:
the ability for an area to attract investment and jobs;
the ability to travel outside the area to seek and obtain employment;
the ability to access other key services beyond the local area such as health, cultural,
education and leisure;
the attractiveness of an area as a place to live and work; and
the difficulties in retaining young people in the area if there are limited opportunities.
4.6.4 Fife Chamber of Commerce in particular noted that connectivity is of critical importance within
Fife, perhaps more than other areas as there are no major cities or hubs. Instead there are a
few mid-sized towns which means that jobs and opportunities are spread more thinly across the
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area and people needed transport services to access these opportunities. The Chamber
explained that as well as providing access to jobs and services, providing interconnectivity
would help to encourage increased investment within Fife itself.
4.6.5 Similarly, a number of stakeholders noted that businesses need access to a pool of labour with
the necessary skills and whilst the appropriate people cannot always reside close to a business,
there has to be a suitable transport network to allow people to travel to where jobs are located.
Better matching of skills with the needs of businesses can increase productivity and growth. In
the business survey just under 80% (no. 30) of respondents said that poor transport links were
a weakness of their business and that improved transport connections would significantly benefit
their business and the community of Levenmouth as a whole.
Difficulties in accessing jobs and other key services by public transport
4.6.6 A major theme which was raised frequently by stakeholders throughout the engagement period
was the difficulties faced by a number of local people who need to access jobs and services by
public transport, both in the local area and beyond. Whilst there were general views expressed
about public transport services being poor, lacking in frequency or direct routes between certain
areas, stakeholders felt the consequences of this is that local people find it difficult to travel to
areas where they need to access jobs, education, health care, retail facilities or other services
– chapter 3 revealed that under 40% of the working population in Levenmouth worked in the
area. These issues are compounded by the high levels of deprivation in the area and relatively
low levels of car ownership. Effectively, large proportions of local people have to rely upon the
network of public transport services which, they noted during the engagement phase, does not
allow them to access areas where they want/need to get to. It was claimed that public transport
services were essentially dampening aspirations and ambitions leaving the community with
limited employment and education opportunities. It was also claimed that it critically impacts
upon older people as they often rely upon public transport to access healthcare or social
opportunities.
4.6.7 In terms of employment, there were mixed views on areas where people need to be able to
travel to for work e.g. local Levenmouth area, other Fife such as Dunfermline and Kirkcaldy, or
outside Fife such as Edinburgh. There was an agreement that higher-value jobs are located
within Edinburgh, but these are not always suitable for everyone and, as such, local people
have to be able to access the jobs market in closer-to-home locations such as Glenrothes,
Kirkcaldy, Dunfermline and Dundee. This is confirmed by the travel-to-work data presented in
Chapter 3 which showed that over 60% of those in employment worked in either Levenmouth
(39%), Glenrothes (11%) or Kirkcaldy (12%). Indeed, the Chamber of Commerce noted that
with the redevelopment of Dundee Waterfront and the newly opened V&A museum, there will
be a large number of service jobs likely to become available in the city. Connections to Dundee
will therefore be important if local people are to have the opportunity to access them.
4.6.8 Local councillors reported that as traditional local employment opportunities have declined,
people cannot physically access new employment opportunities that emerge and are available
elsewhere e.g. Edinburgh. Councillors noted that this has transformed from a temporary
problem to a generational one whereby there are examples of generations of families who have
never worked. Councillors felt that this structural unemployment faced by families leads to an
acceptance of reliance upon benefits and a cycle of poverty with local people feeling trapped
and no way to access meaningful employment opportunities.
4.6.9 In terms of access to employment, in the public survey over 50% (no. 435) of respondents either
disagreed (22%, no. 177) or strongly disagreed (32%, no. 258) that existing transport services
fulfil their needs to travel to access employment. Just over 5% (no. 41) strongly agreed and 16%
(no. 129) agreed with the statement.
4.6.10 In the responses to the business survey, just under 89% (no. 17) of those that answered the
question said that transport links to get staff and customers to and from the premises were a
key weakness of their location.
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4.6.11 During discussions as part of the engagement, accessibility was not only related to employment
however, but both education and health care were noted, with education in particular flagged
as a major issue. Councillors and local residents noted that travel from the area to universities
in Dundee and Edinburgh can be difficult due to long journey times and early starts required to
get to campuses. Some explained that public transport would not allow a connection to get to
education early enough in the morning, thus causing students to select a second choice
further/higher education option or leave home and take on a much more expensive option. It
was also noted that for many people who live within deprived areas of Levenmouth, moving to
student accommodation at university campuses was not an option due to the large costs
involved, which some families cannot afford. Anecdotal evidence was provided by councillors
suggesting that young people in particular feel that these transport issues mean that access to
further and higher education is not attainable. It was felt that these transport issues serve to
dampen ambitions and expectations on what can be achieved in life, with elements of the young
population accepting that they have no real access to further education and must look for locally
based unskilled employment. It was also explained that because people don’t live locally while
going to university (because they are unable to travel on a daily basis) this impacts on the
ambitions of other young people in the area i.e. not seeing others living locally and going to
university affects their ambition/decision to also go to university.
4.6.12 Sixteen percent (no. 127) of respondents agreed (13%, no. 102) or strongly agreed (3%, no.
25) that current transport services fulfil local needs to travel to access education services, while
38% (no. 301) of respondents disagreed or strongly disagreed.
4.6.13 Similarly, access to healthcare was noted as an issue by a number of stakeholders, involving
all levels of healthcare. In terms of basic healthcare, community groups reported that as local
surgeries are consolidated, people have to travel further to access these. Stakeholders reported
that public transport does not often allow direct access for all, and that bus and taxi services
can be fully booked during school run periods, leaving no way to attend local appointments.
Attending hospitals was also noted as a challenge when using public transport and, whilst
smaller day units were accessible from Leven, if people are required to attend major hospitals
in Edinburgh or Dundee there can be issues in terms of length of journey times and number of
interchanges required. It was explained that long journey times with interchanges are not ideal
for able bodied people but for those who require to attend a major hospital for treatment, this
can represent a major challenge. Chapter 3 revealed that it can be a 4.5 hour return trip to
access Edinburgh Royal Infirmary by public transport.
4.6.14 Twenty-nine percent (no. 235) of respondents agreed (24%, no. 198) or strongly agreed (5%,
no. 37) that current transport services fulfil local needs to travel to access health services, while
53% (no. 428) of respondents disagreed or strongly disagreed with the statement.
4.6.15 Finally, a number of local councillors and the public explained that retail, cultural and leisure
activities should form an important aspect in life, particularly for young people who live in more
remote areas. They should have the same access and opportunity as those who live in the cities
or other parts of Scotland to experience and learn from these activities. Presently, the public
transport network does not provide sufficient access to larger cities for the people living in
Levenmouth to allow them experience and enjoy these pursuits. Examples given include
shopping, museums, theatre, night life, sporting events and concerts. As with the lack of access
to education, this can lead to a dampening of expectations as local people learn to believe and
accept that they cannot enjoy these services.
4.6.16 The figure below presents the results to the question asking Do you believe the existing
transport network (road, bus, rail, walking and cycling routes) fulfils your needs for the following
purposes? In all categories the disagreed and/or strongly disagreed answers significantly
outweighed the agreed or strongly agreed responses.
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Lack of suitable local and regional public transport services
4.6.17 Closely linked to the accessibility theme is the current public transport network. Stakeholders,
businesses and the public highlighted that there are key issues with services on offer which
include:
lack of direct services;
public transport integration;
times of operation of the bus network;
long journey times to get to destinations;
high fares;
unreliable public transport;
poor information services; and
lack of modal choice.
4.6.18 These issues were believed to render public transport wholly unattractive and again, act as a
barrier to accessing services and opportunities, particularly in Edinburgh (see 4.6.34 below).
4.6.19 The Chamber of Commerce felt that local people viewed bus services as unreliable and
therefore difficult to use for accessing employment. Local councillors were keen to note that bus
services are in decline, with a number of local routes having been withdrawn in recent years,
which means people have to interchange, which further affects the local community.
4.6.20 During engagements with Stagecoach, the operator acknowledged that in a commercial world,
some services have to be withdrawn. However, it was explained that these decisions are not
taken lightly and where possible, it looks to cover any shortfall by diverting or linking remaining
services. Stagecoach evidenced this through the example of the recent withdrawal of the direct
express service between Leven and Glasgow. While this service has been removed, it explained
that Stagecoach has ensured Leven-based passengers can interchange at Glenrothes and
continue to access Glasgow. Stagecoach has designed its network to allow efficient interchange
but acknowledged that negative headlines of service cuts can affect its public perception. It said
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
Strongly agree
Agree
Neither agree nor
disagree
Disagree
Strongly disagree
Not applicable
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it does, however, make efforts to engage with the public either through providing drop-in
sessions if there are major network changes or providing online consultation facilities for smaller
service modifications. Stagecoach explained that it is responsive to the public and often alters
plans as a result of customer feedback.
4.6.21 A recurring view was the lack of bus and rail integration and the difficulties in making journeys
which required a multi-modal component. Many stakeholders and the public interviewed believe
that local bus timetables are not developed to integrate with rail timetables and this can make
already lengthy journey times significantly longer due to the requirement to wait to interchange.
4.6.22 During discussions with Stagecoach, it was noted that while some of these issues may be real,
the bus company does suffer with an issue of perception. Stagecoach explained that it does
not, generally, prepare its bus timetable around rail services. The bus network is, in the main,
designed to allow integration across bus services rather than with rail services. Stagecoach also
noted that it is currently working with ScotRail to provide an integrated solution between St
Andrews and Leuchars. Stagecoach is able to sell ScotRail tickets directly from St Andrews bus
station. It was explained that, due to the short distances involved, high passenger demand and
frequent bus services, this is a route where bus and rail timetables can be integrated effectively.
4.6.23 Stagecoach noted that if all parties were willing, a similar arrangement could be investigated
between Leven and a suitable rail halt. ScotRail was also open to the idea of working with bus
operators and noted that the bus/rail ticket from St Andrews is one of its biggest selling
integrated ticketing products.
4.6.24 Suggestions were also made that specific journeys which require this multi-modal element
cannot be made at key times of the day. For example, there are limited bus services which
operate early enough in the morning to integrate with rail and provide a connection to where
people need to travel to before 9am. Similarly, stakeholders reported the same problem in the
evening as bus operators reduce frequencies.
4.6.25 It was also explained that, because of the need to change services or modes together with
timetables not being integrated, the journey could be very long, particularly for return journeys
to Edinburgh. Examples were given of health appointments at Edinburgh Royal Infirmary.
4.6.26 Many stakeholders explained that not only was accessibility to services and public transport
options/mode choice a problem, but when one could actually make the journey at a time that
was suitable it was generally very expensive and therefore prohibitive on a daily basis or a few
times a week. A common example given was rail fares from Markinch to Edinburgh. The
question was asked many times why was this fare high relative to other rail fares for equivalent
or similar distances.
4.6.27 While public transport services can be infrequent, it was explained that poor bus information
services make them even less attractive because it is not possible to know whether it will actually
turn up on time. Indeed, there were examples provided of people waiting for buses that did not
turn up at all. While this may be more acceptable to local users if the frequency is every 10 or
15 minutes, it was explained that it is much less acceptable if the service is every one or two
hours. There are live information screens in some places, [e.g. Leven Bus Station and Fife
College], and there are other live screens in other parts of Fife, but they are not common across
the Levenmouth area.
4.6.28 A number of the views expressed during the engagement exercise were confirmed in the
responses to the survey. The figure below presents the responses to the question Do you feel
that any of the following have a negative impact on your ability to travel within the Levenmouth
area? More than half of respondents feel that long travel times, cost of travel, limited choice,
frequency of public transport, times of operation of services, number of interchanges required
and lack of direct routes impact on their ability to travel within the Levenmouth area. Factors
that had a much lower negative impact include safety concerns, emissions and cycle
infrastructure/cycle routes.
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4.6.29 The responses were similar when asked about negative impacts on their ability to travel to
destinations outside of Levenmouth. The figure below shows that the limited choice of travel
modes and long travel times were the most popular answers, with the number of interchanges
being another important factor.
4.6.30 People were also asked how do the issues identified with using buses to travel outside of the
Levenmouth area impact on them. The highest responses were they needed to change their
time of travel, it caused them difficulty in accessing key services, it reduced access to new or
better jobs, it impacted on them meeting appointments or they had feelings of social and/or
economic exclusion. This suggests that the current provision of bus services is having a much
wider impact than just transport.
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
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4.6.31 In the business survey, 25 (56%) respondents answered that existing public transport services
are a weakness to doing business in the area. Of those that answered the question, the key
issues were: lack of direct public transport services (no. 18); limited choice of travel modes (no.
18); number of interchanges required when using public transport (no. 17); and frequency of
public transport services (no. 15).
4.6.32 Turning to rail travel, the survey revealed that 53% (no. 407) of respondents to the public survey
travel regularly by rail but 47% (no. 361) do not. Those that did not travel regularly by rail were
asked Do you feel that any of the following have a negative impact on your ability to travel by
rail to areas outside Levenmouth? The responses are shown in the figure below. The single
largest response by some distance was that the nearest station was too far away. Eighty-six
percent (no.347) respondents selected this option. This was followed by overcrowded services
(36%, no.147) and a lack of direct routes (34%, no.138).
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4.6.33 The survey asked how the issues identified with regard to rail affected them. Fifty-seven percent
(no. 207) of respondents believed that the current provision of rail services was causing difficulty
in accessing key services and meant journeys had to be re-timed.
4.6.34 The public survey asked which locations would you travel to more regularly that you don’t do
currently due to existing public transport provision. For those that answered the question, the
largest response was Edinburgh (80%, no. 603), followed by Glasgow (69%, no. 519) and
Dundee (64%, no. 486).
Problems with the Operation of the Road Network
4.6.35 In addition to issues with public transport in the area, stakeholders and the public voiced
concerns over the operation of the road network. Issues included safety concerns, congestion
and severance of the area due to its poor proximity to the strategic road network.
4.6.36 Journey times and congestion approaching junctions were viewed as key problems.
Stagecoach noted that it has to add significant time to its peak-hour timetables to deal with the
impact of congestion. Large numbers of HGVs were also viewed as causing issues with
congestion and slow-moving traffic. There were also concerns around safety, which are not
inherently the problem with HGVs but with driver behaviour as people become frustrated with
slow moving HGVs and attempt risky overtaking manoeuvres. Both the Scottish Fire service
and Stagecoach noted safety issues on the A915 Standing Stane Road which they felt are
attributable to driver behaviour and frustrations with slow moving traffic.
4.6.37 In general, stakeholders recognise the large numbers of HGVs which pass through the region
and whilst there is an acceptance that freight movements are necessary in a modern growing
economy, they are viewed as a contributor to both congestion and pollution. SEStran, as the
Regional Transport Partnership, explained it is keen to promote the movement of freight by rail
and sea where possible to reduce vehicle numbers on the road.
4.6.38 Stakeholders also noted the general layout of the strategic road network in Fife and that the
Levenmouth area is an outlier. This was viewed as a problem for the area and a cause of
severance as traffic heading north would generally use the M90, A91 and A92 for their particular
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journeys. This effectively means that the Levenmouth area does not benefit from any traffic
passing through the area or gain from successful neighbouring locations. Effectively, there has
to be a reason for people to go to / be in Levenmouth and at present stakeholders felt that whilst
the area has a number of strategic assets, they do not make the most of these.
4.6.39 The figure below presents the responses to the question in the public survey ‘do you feel that
any of the following have a negative impact on your ability to travel on the road network?’ The
categories with the highest number of responses are poor quality road surfaces and congestion
and delays.
4.6.40 In terms of the business survey, congestion on the road network appeared to be relatively less
of a concern. However, 44%% (no. 11) of respondents who answered the question said that
congestion on the road network causing delays was a weakness to their business location and
over 55% (no. 24) of all businesses who responded said that congestion was impacting on
customers when accessing their business.
Opportunities to attract economic investment
4.6.41 Stakeholders were generally of the opinion that transport can and does play an important role
in the attractiveness of an area as a place to invest and do business. Generally, almost all
interviewed were of the opinion that despite Levenmouth’s natural assets, it is inhibited by the
transport network which does not provide adequate connections to key locations, involves long
journey times, limited modal choice and, importantly poor network resilience. Given the
proximity of the area to mid-sized towns within Fife, in addition to the Edinburgh and Dundee
conurbations, it was felt that the area should be more attractive to investors, businesses,
developers and commuters than it currently is, and a major factor for this is the transport
networks.
4.6.42 Fife Council leaders felt that rail investment and delivery of a new / reopened rail line would act
as a catalyst for development and growth in the local economy. They believed that in other
areas which have benefited from a new rail line recently, such as in the Scottish Borders, it has
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
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seen an upturn in house building, employment and tourism
7
. They also felt that improvements
to the transport network, in particular rail-based improvements, could help grow the local
economy and make the area more attractive.
4.6.43 Whilst stakeholders generally concentrated on how an improved transport network could create
opportunities for economic investment, the Freight Transport Association (FTA) cautioned on
no action. It explained that just because there are already a number of large businesses in an
area, decision makers should not underestimate the effect of confidence in transport
infrastructure. The FTA stated that Infrastructure can stimulate investment and, similarly, poor
and unreliable infrastructure can heavily impact on the decision of businesses to leave an area.
The FTA felt it was important to continue to invest in the transport network to ensure re-locating
away from the area does not become an issue.
4.6.44 While many views were expressed about how poor transport services were constraining inward
investment in the area, there was limited evidence provided that businesses were not locating
in the area due to this. It was also difficult to find hard evidence. This is not to say, however,
that the issue isn’t a real one i.e. businesses making decisions not to locate in a particular area,
and the reasons for doing so, are not necessarily made public.
Opportunities to maximise tourism
4.6.45 It was felt that the Levenmouth area, and wider north east Fife, has key tourism and hospitality
opportunities which are currently not fully realised. Historically the area was a hub of summer
activity, but tourism is now essentially flat in the area despite the coastal offerings of the East
Neuk and the proximity to major tourism destinations such as St Andrews. An MSP noted the
key link between tourism and employment and felt it was critically important to support the
development of the area’s tourism potential and maximise its assets. It was emphasised that
transport and connectivity were crucial factors in enabling potential visitors to access the area
and for the tourism sector to flourish. It was explained that many in the tourism and hospitality
sectors required early starts and late finishes and required transport services to meet that
demand.
4.6.46 A long list of tourism opportunities was suggested by stakeholders which should be maximised
to benefit the region, including:
marketing the assets of the beaches and harbour villages in Levenmouth and the East
Neuk;
tourism and Walking trails, including the Fife Coastal Path and Fife Pilgrim Way;
the Wemyss Caves as a nationally important heritage site; and
renowned golf courses within Levenmouth itself, including planning permission for the major
development opportunity at Dumbarnie Links, as well as the world class golf courses nearby
at St Andrews.
4.6.47 In addition to the above, SEStran believes there is a key opportunity to develop cycle tourism
in the area, particularly taking advantage of the routes and trails which are already present.
4.6.48 Fife Chamber of Commerce also noted that the Levenmouth area and Fife in general needs to
place itself in a position to maximise the tourism opportunities which the redevelopment of
Dundee Waterfront and the newly opened V&A Museum will generate. The Chamber of
Commerce explained that as the tourist offer increases in Dundee, there will be more business
and employment opportunities available which the people of Fife will need to be able to access
if they are to take advantage of these jobs. Similarly, as visitors to Dundee increase, current
tourist destinations and facilities within Levenmouth should be raising their profile and
7
The evidence from the Borders is that there has been an increase in the number of tourists visiting the area, but
it is too early to determine whether new businesses have located there. There is evidence of more people locating
to the area but not as much in terms of businesses. This may, however, take more time to happen.
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availability to benefit from the increased number of tourists, and advertise Fife as an additional
visitor location when tourists are accessing Dundee.
Opportunities to take advantage of Rail freight
4.6.49 A number of stakeholders, including ScotRail, SEStran, Network Rail, FTA and a mix of elected
officials, believe there is a real opportunity to provide rail freight connections in the area and
make progress against the Government’s objectives for moving a greater share of freight by rail.
It was explained that the current line into the Levenmouth area was of a suitable standard to
carry freight but as there are currently limited freight demands, the line is currently not in use.
Network Rail advised that the line could be brought back into use without major investment, but
would require approximately 12–18 months’ lead-in time.
4.6.50 Stakeholders noted the significant volumes of freight which move from the Diageo plant by road
every day and believe that there may be a role for whisky or by-products from Diageo to be
moved by rail. Indeed, ScotRail suggested that there are opportunities for increased movement
of freight by rail across Scotland and in particular within this area and that such potential should
be explored.
4.6.51 As part of the engagement exercise, PBA and Fife Council met with Diageo and WH
Malcolm. The companies have a long, successful partnership and have fine-tuned their
operations to meet the requirements of the supply chain, just in time delivery, production lines
and their wider network. The operation is flexible and respondent to demands and timetables.
4.6.52 Both Diageo and WHM are interested in exploring the opportunity for movement of freight by
rail from the facility in Levenmouth. Both organisations recognise that this is a long term
strategic proposal and in theory have no issue with the concept. In order to better understand
any benefits or impacts to the business, Diageo and WH Malcolm would require to undertake a
long term end to end logistics review to understand how the opportunity could work recognising
that in this time period many relevant factors such as volume and other transport modes such
as ‘sea freight’ could play an important part of any decision.
4.6.53 While not all businesses that responded to the survey were dependent on the movement of
freight, and those that were tended to use cars or vans, there was a belief from some that a rail
link would encourage investment in the area and businesses would use it, for example, travelling
to meetings and/or business events in Edinburgh, as well as attract more customers to the area.
No businesses responded by saying they would welcome it as an opportunity to use it for the
movement of freight.
Opportunities from Improved Public Transport Services
4.6.54 A number of stakeholders explained that improved public transport services would present a
number of opportunities for those living in the Levenmouth area. The opportunities stemmed
from better access to key facilities such as employment, health and leisure, to also providing
better career opportunities by allowing access to improved education options. As part of the
public survey, respondents were asked how improvements to public transport services would
benefit them. The graph below sets out the responses. Over 50% of respondents said that it
would provide improved access to employment, leisure, shopping and cultural opportunities.
The response to access to education is likely low due to the minimum age that respondents
needed to be [i.e. 18]. However, the issue / opportunity around access to education was one
that was raised during a large number of consultations with stakeholders and at engagement
events.
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4.6.55 A comprehensive public survey was undertaken which provided over 800 responses. This is a
good response rate given the population of the Levenmouth area. This was supported by
business survey and series of meetings with stakeholders. A number of common themes
emerged. These were:
the importance of connectivity to and from the Levenmouth area;
difficulties in accessing employment opportunities and other important services beyond
the Levenmouth local area by public transport;
lack of suitable local and regional public transport services;
problems with the operation of the road network;
poor transport infrastructure for attracting economic investment;
opportunities to maximise tourism; and
limited opportunities to take advantage of rail freight.
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5 Analysis of Problems and Opportunities
5.1 Introduction
5.1.1 This part of the STAG appraisal process is used to identify and evidence actual and perceived
problems, opportunities, issues and constraints, and forms the basis for the development of
Transport Planning Objectives, option generation and the appraisal of the options. It is important
that problems and opportunities are considered in the wider context and, as such, relevant
issues and constraints have also been considered.
5.1.2 STAG guidance broadly describes each of these terms as:
Problem: existing and future problems within the transport and land use system [e.g. traffic
congestion].
Opportunity: chances to improve the transport and land use system [e.g. improve journey
times and reliability] to realise opportunities.
Issue: uncertainties that the study may not be in a position to resolve, but must work within
the context of [e.g. uncertainty at the time of the study whether a major road link will be built
that will affect the study area].
Constraint: represents the bounds within which a study is being undertaken [e.g. the
funding levels that can realistically be obtained, or Scottish, UK or EU legislation].
5.1.3 Three separate exercises have been undertaken to gather evidence to identify and analyse
existing and future year problems and opportunities across the Levenmouth area. Much of this
has been presented and discussed in previous chapters. These are:
Review of previous studies;
Data gathering and analysis; and
Analysis of SEStran Regional Model 2012 (SRM12) outputs.
5.1.4 Combining the findings from the above, the remainder of this chapter sets out the analysis of
the key problems, opportunities, issues and constraints that emerged.
5.2 Identifying Future Year Problems
5.2.1 In addition to current transport problems, it is important to consider changes that may impact in
the future. The identification of future year problems has focussed on assessing the
performance of the Levenmouth area transport network in the future, taking account of
committed development and infrastructure measures and resulting forecasts of, for example,
travel demand. It has also focussed on forecast population and employment trends.
5.2.2 The two principal analytical tools used in this process were the SEStran Regional Model
(SRM12) and the Transport Economic and Land Use Model of Scotland (TELMoS). Two model
scenarios were used:
2012 Base Year representing 2012 traffic conditions; and
2024 Do-Minimum scenario reflecting the delivery of committed development proposals and
a range of transport infrastructure and policy assumptions.
5.2.3 The following indicators have been used to measure the operational performance of the
Levenmouth area future year transport network:
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Unmet road demand – indicator of ‘suppressed’ demand [i.e. road trips that are prevented
from being made due to network constraints].
Volume / Capacity ratio – useful indicator of road traffic congestion. Three V/C ratios have
been defined to determine the significance of congestion levels as follows:
• V/C ratio less than or equal to 0.8 means traffic would operate with minimal
congestion related issues;
• V/C ratio greater than 0.8 and less than or equal to 1 means traffic levels are
approaching or are at capacity and would begin to experience congestion related
issues; and
• V/C ratio greater than 1 means traffic levels are above capacity and would
experience significant levels of congestion.
5.2.4 Graphical plots of unmet demand and V/C ratios are provided in Appendix G to this report.
5.2.5 SRM12 Model Analysis Summary
5.2.6 The Levenmouth area future year transport network operates within capacity and no real
problems have been identified from the model analysis. However, congestion problems are
evident at the Redhouse Roundabout, north of Kirkcaldy on the A921 approach to the A92(T).
5.2.7 It should be noted that as part of the Detailed Options Appraisal, the SRM12 modelled network
and public transport service provision will be reviewed in detail in order to determine its
appropriateness in providing the quantitative basis in which to test the generated options
outlined in Chapter 7.
5.3 Problems
Problem Theme: Access to Local and Regional Services by Public
Transport Leading to Unsustainable Travel Choices
Access to Employment and Services
5.3.1 The previous chapters explained the need for access to various services by public transport.
The analysis revealed that the Levenmouth area suffers from relatively high levels of social and
economic deprivation across a number of categories. For example, it has:
low levels of household income relative to other areas of Fife;
a higher proportion of benefits claimants relative to Fife and Scotland as a whole; and
low levels of people categorised as economically active.
5.3.2 The figure below also shows that employment is forecast to decline across the Levenmouth
area. This suggests the area would benefit from improved access to employment opportunities
to serve the local community.
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5.3.3 It is also clear that the industrial make-up of the Levenmouth area is changing. The traditional
heavy manufacturing sector on which Levenmouth was dependent has declined and the job
losses have not been replaced in full by employment generated by new businesses entering the
area. This has meant that people are now having to travel further for employment opportunities.
The census travel to work data revealed that only 40% of the resident working population now
work in the Levenmouth area, with many others now travelling to Glenrothes, Kirkcaldy and
other areas of Fife and even beyond.
5.3.4 In addition to employment opportunities, the evidence revealed that Levenmouth has an ageing
population, which will need greater access to health facilities that are not available in
Levenmouth, e.g. the Victoria Hospital in Kirkcaldy and the Edinburgh Royal Infirmary.
5.3.5 The area also has very low levels of educational attainment and access to education facilities
will be required to build a locally-based skilled workforce that would, in turn, provide an attractive
offering for any potential future investors.
5.3.6 While the need to access various facilities beyond the local Levenmouth area is clear, the area
has relatively low levels of car availability. As described in Chapter 3, 32% of households in
Levenmouth don’t have access to a car compared to 28% across Fife as a whole. Indeed, the
graphic below reveals that car availability is forecast to decline further up to 2024, particularly
relative to Scotland. The graphic shows that the Levenmouth area is expected to experience an
increase in non-car owning households. This will have implications for the need for access to
public transport to ensure that everyone has equal opportunities to access to employment,
education and other facilities.
-12%
0%
5%
Chart Title
Levenmouth Fife Scotland
FORECAST CHANGE IN EMPLOYMENT (2012 TO 2024)
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5.3.7 With above average levels of multiple deprivation and unemployment within the Levenmouth
area, compounded by low levels of car availability it heightens the importance of access by
public transport to various facilities and opportunities. Access by public transport is also
pertinent in terms of encouraging sustainable travel choices for commuter trips into
Levenmouth, as well as increasing the attractiveness of the area as a place to live and work.
Lengthy Public Transport Journeys
5.3.8 The previous study revealed analysis of accessibility by public transport from the study area to
key destinations using TRACC (accessibility software which calculates the route options and
journey times for a large number of origins to a particular destination). The analysis was
undertaken to calculate the route options and journey times from the Levenmouth area to health,
(hospitals including Victoria Hospital), education services (colleges and universities), town
centres (including Leven), employment centres and (including Edinburgh Park, Central
Edinburgh, Dundee, Kirkcaldy, Dunfermline). The following accessibility runs were undertaken
for access via rail, bus, coach (or a combination of these modes) and the walking connections
to reach these services in the following travel time periods:
Education, 7am – 9am
Health, 9am – 4pm
Town centres, 9am – 4pm
Employment, 7am – 9am
5.3.9 The results are reproduced in the table below. The table highlights the varying levels of
accessibility from across different parts of Levenmouth. For example, access to Victoria Hospital
from Levenmouth is 44 minutes compared to 29 minutes from Windygates.
10%
13%
-17%
9%
7%
-14%
3%
13%
-2%
Chart Title
Levenmouth Fife Scotland
FORECAST CHANGE IN CAR AVAILABILITY (2012 TO 2024)
No cars
2+ cars
1+ cars
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Locality
Hospital
Nearest
Town
Centre
Education
Kirkcaldy
Dundee
City
Centre
Edinburgh
Park
Dunfermline
Central
Edinburgh
Time (in minutes)
Methil
36
12
15
39
83
87
87
108
Windygates
29
19
21
39
73
80
81
102
Buckhaven
31
15
18
32
81
79
80
105
Kennoway
35
17
18
45
99
83
107
n/a
Leven
44
10
7
43
84
88
89
95
5.3.10 The findings above are supplemented by the results of the analysis in Chapter 3 which showed,
also using TRACC analysis, the lengthy journey times to various services in Edinburgh from
Levenmouth.
5.3.11 In summary, access to services varies across the study area and public transport journey times
can be lengthy, particularly if one has to interchange. Therefore, while bus services are
generally available the journey times are not attractive and those with an alternative will often
opt to drive. This is supported by the public consultation which found that 60% (no. 550) of
respondents felt that long journey times have a negative impact on their ability to travel by public
transport within the Levenmouth area and 68% (no. 481) of respondents said the same about
travelling outside of the Levenmouth area.
Limited Public Transport Options
5.3.12 In the public surveys, the biggest factor that had a negative impact on respondents’ ability to
travel by public transport within the Levenmouth area was the limited choice of travel modes
with 79% (no. 635) of respondents selecting this option. The limited choice of options was also
the highest single factor having a negative impact on their ability to travel outside of the
Levenmouth area, with 80% (no. 651) of respondents picking this option.
5.3.13 In chapter 3, information was set out of the bus options for those travelling within Levenmouth.
While there is, in the main, only one operator the bus service is relatively frequent at morning,
inter and evening peak periods. However, interchanges are required to get to a number of local
destinations, and many services don’t start until 7am and stop at 7pm. For services to
destinations outside of Levenmouth the frequency is similar. For bus services to Glenrothes,
Markinch, Kirkcaldy and Dunfermline the frequency is at least twice hourly. To Edinburgh, St
Andrews and Cupar the frequency can be one an hour or sometimes less.
Rail Fares
5.3.14 The level of rail fares was raised frequently during the engagement with stakeholders. Analysis
by Fife Council that was included in the previous STAG report revealed that the price of a
standard day return from Markinch to Edinburgh (£19.60 in 2016, now £20.70) was much higher
than would be predicted by other £/mile fares to Edinburgh or Glasgow.
5.3.15 The analysis suggested that the £19.60 fare for the 33¼ mile round trip from Markinch to
Edinburgh was £5.41 higher than predicted by analysing other standard day returns to/from
Edinburgh or Glasgow from the 94 Scottish central-belt stations included in the analysis (£3.22
plus 0.33p/mile = £14.19). The £5.41 ‘excess’ was higher for Markinch than any of the other 93
Scottish central belt stations included in this analysis.
5.3.16 The rail fare from Kirkcaldy is lower at £14.80 return. In addition to the rail fares, however, local
residents accessing Kirkcaldy and Markinch stations by public transport have to pay an
additional bus fare of £6.80 or £5.40 respectively, meaning a total cost of £21.60 or £26.10.
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Public Transport Services to Edinburgh
5.3.17 The public survey also asked respondents whether there were any locations that they would
like to travel to on a more regular basis but currently don’t because of the current provision of
public transport services. Thirty-five percent (no. 212) of respondents said they would like the
opportunity to travel to Edinburgh for employment. This was the most popular answer for the
employment category. The survey also revealed that 83% (no. 503) would like to travel more
regularly to Edinburgh for shopping, 78% f(no. 473) or leisure and 17% (no. 100) for education.
Edinburgh was the most common selected answer (out of 19 options) for each of these
categories.
5.3.18 Chapter 3 set out a comparison of public transport service provision for people working in
Edinburgh, for the areas of Kirkcaldy, Glenrothes and Levenmouth. The table showed that the
three areas are similar in terms of road miles, with the distance from Levenmouth, Glenrothes
and Kirkcaldy being 36, 31 and 29 miles respectively. The table also showed that the proportion
of the total working population of Levenmouth who work in Edinburgh is similar to Glenrothes at
3% but lower than Kirkcaldy at 6%. The average morning bus journey times from Levenmouth
to Edinburgh is higher at 119 minutes than the 84 minutes and 81 minutes respectively for
Kirkcaldy and Glenrothes.
5.3.19 The previous STAG Report presented similar evidence which included details for Galashiels
and Dunbar [i.e. settlements of a similar road distance from Edinburgh]. The table is replicated
below and sets out the road distance, bus and rail provision and percentage of workers travelling
to Edinburgh.
Settlement
Approximate
Road
Mileage
Total
Working
Population
Working in
Edinburgh
% Working
in
Edinburgh
AM Bus
Frequency
8
AM Bus
Average
Journey
Time
(mins)
AM Rail
Frequency
AM Rail
Average
Journey
Time
(mins)
Levenmouth
36
15,400
410
3%
4
119
-
-
Galashiels
33
5,100
260
5%
4
93
4
55
Glenrothes
31
16,800
520
3%
6
81
0/5
9
63
Dunbar
30
4,100
870
21%
7
65
2
24
Kirkcaldy
29
21,100
1,300
6%
6
84
7
46
5.3.20 The table reveals a positive correlation between shorter public transport journey times and the
proportion of workers commuting to Edinburgh. For example, Dunbar is located 30 miles from
central Edinburgh yet benefits from a 24-minute rail journey time to central Edinburgh and 21%
of workers commute to Edinburgh. By contrast, the relatively infrequent buses, no direct rail
services and around 2-hour bus journey times from Levenmouth to Edinburgh is matched by
only 3% of Levenmouth workers commuting to Edinburgh, despite the very similar distances
involved. It is noted, however, that a rail service does not necessarily result in a higher
percentage of commuters. Glenrothes and Kirkcaldy both have rail services to Edinburgh but
have a similar percentage of commuters as Levenmouth.
5.3.21 It should also be noted that the Census 2011 data pre-dates the opening of Borders Rail Line
in September 2015. The year 1 and year 2 evaluations undertaken for that scheme has revealed
an increase in the number of commuters travelling from the Borders since scheme re-opening
and the proportion of people in Galashiels working in Edinburgh is now likely to be higher than
5%.
8
Frequencies and average journey times are for direct journeys arriving in Edinburgh city centre between 7am
and 9am sourced via Traveline Scotland
9
Value depends on whether or not Glenrothes-with-Thornton is considered to serve Glenrothes residents
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Bus-Rail Interchange
5.3.22 The rail stations at Markinch and Kirkcaldy are directly connected by bus services from Leven
bus station. Feedback from the engagement exercise with stakeholders suggested that
integration between public transport bus and rail services is relatively poor, with some trains not
being met by an appropriate bus and some bus arrival times at these stations followed by a long
wait for the relevant southbound train.
5.3.23 In response to this suggestion, Stagecoach did explain that, ideally, bus services could be timed
to integrate with all other public transport services, however its priority is to integrate bus
timetables, rather than with train timetables, to ensure users switching from one bus to another
have a limited wait time. Amending the timetable to accommodate train times would be difficult
and require a complete reworking.
5.3.24 Bus services to the nearest station at Markinch currently route along the A915 and therefore do
not serve the Methil, Methilhill and Buckhaven areas. Residents in these areas wishing to catch
a train from Markinch are therefore required to interchange twice, first at Leven Bus Station and
then on to the train at Markinch.
Perception of Car Park Capacity Issues at Markinch and Kirkcaldy Rail
Stations
5.3.25 The availability of car parking at Markinch and Kirkcaldy rail stations was raised a number of
times as part of the engagement exercise but did not appear from the public survey to be a
general concern across the community. Parking at these stations was not raised as a problem
in the responses to the surveys.
5.3.26 Both Markinch and Kirkcaldy rail stations offer free parking. The evidence does suggest the
number of spaces at Markinch is generally sufficient to meet current demand. Availability of
parking spaces at Kirkcaldy was identified during the stakeholder engagement as a factor
resulting in the need to park on surrounding streets some of which operate limited stay parking
restrictions. The previous STAG study revealed that parking survey information provided by Fife
Council indicates that Kirkcaldy station car park (north side) has occupancy levels ranging from
70% to 98% (Fife Council 2016 monthly counts). It is possible that this variation is causing the
perception of capacity problems among those searching for a space on the ‘98% utilisation’
days.
Perception of Unreliable Bus Services
5.3.27 In the recent and previous engagement exercises, stakeholders highlighted a lack of real-time
information regarding bus arrival times and lack of information and integration reducing the
potential use of interchange opportunities. This ‘information gap’ will be partially addressed by
further investment in the local public transport network including the forthcoming launch of a
new Stagecoach app which will provide real time information, journey times, bus arrivals and
the ability to buy tickets through the app. This is closely linked to concerns over journey time
reliability, especially where journeys are dependent on connections, however Stagecoach
suggested that there are currently few journey time reliability issues on its Levenmouth routes,
suggesting that the public views on unreliability is more ‘perceived’ than actual.
Attracting Investment
5.3.28 As explained in the previous appraisal, and confirmed through the consultation with Fife Council
and many other stakeholders, there is a perceived lack of investment and willingness to invest
in the area, and viewed as ‘out of the way’ by residents and businesses despite being situated
within 7 miles and 10 miles from Glenrothes and Kirkcaldy town centres respectively and 30
miles from the centre of Edinburgh.
5.3.29 Stakeholders were generally of the opinion that the provision of transport services plays a crucial
role in the attractiveness of an area as a place to invest and do business. In addition, almost all
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interviewed believed that despite Levenmouth’s assets, it is inhibited by the transport network,
which does not provide adequate connections to key locations, involves long journey times and
has limited modal choice.
5.3.30 As explained in the previous chapter, there was limited evidence provided of businesses not
locating in the Levenmouth area due to transport factors, though this does not mean it does not
exist.
Access to Skilled Workforce
5.3.31 As part of the consultation, it was explained that as well as giving local residents the ability to
access opportunities outside of the Levenmouth area (such as employment and education), it
was equally important that those from other areas have the ability to access Levenmouth. It was
suggested during the engagement that the local workforce does not have sufficient skills to meet
the needs and requirements of local businesses. While training people in the medium term will
provide the opportunity to fill the skills gap, it was evident that many of the gaps needed to be
filled in the short/immediate term.
5.3.32 As part of the business survey, almost 60% (no. 22) of respondents said that they had difficulty
in attracting and retaining staff. Of those 60%, half said that it was because there were limited
skills in the local workforce and all (100%) said that it was because transport issues make it
difficult for staff to get to work at their location [i.e. in Levenmouth]. The respondents were then
asked about the transport issues and what specific transport issues were having a negative
impact on their business being able to attract and retain staff. The responses are presented in
the graph below. The top three answers were limited choice of travel modes (100%), long travel
times to get to destinations (88%) and frequency of public transport services (75%).
Bus Information Services
5.3.33 Bus services in Leven are not supported by real time information or apps. These facilities are
available at Leven station, but with no further provision across the local network, this
discourages use by residents, particularly if services are commonly late or unreliable.
0.00%
20.00%
40.00%
60.00%
80.00%
100.00%
120.00%
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Bawbee Bridge and Leven Railway Line
5.3.34 Bawbee Bridge and Leven Railway Bridge form part of the A955 crossing over the River Leven
between Leven and Methil. The crossing comprises two elements. The Bawbee Bridge section
crosses the River Leven and the Leven Railway section extends from the end of the river to
cross over the out-of-use rail line. The Leven Railway Bridge is owned by Network Rail.
5.3.35 Both sections have maintenance needs and in recent years the structural integrity of the bridge
has been subject to review. There is currently an 18 tonne weight restriction in place on the
Leven Railway Bridge along with lane narrowing and edge protection bollards.
5.3.36 In July 2015 Fife Council’s Structures and Assets Team undertook an assessment of the bridges
for any further degradation in standard. The investigation found the condition of the bridge to be
deteriorating and failure of the concrete repairs undertaken in the past year. The investigation
concluded that the Leven Railway Bridge can, however, still carry up to 18t and this restriction
could only be removed if the bridge is strengthened or replaced. Any redevelopment of the rail
line would necessitate the bridge to be upgraded. Upgrade or replacement of the bridge, it is
recognised, would bring significant cost considerations. Any works would require discussion
and agreement with Network Rail.
5.3.37 The 18 tonne weight restriction on Leven Railway Bridge means that heavier vehicles, including
HGVs and some express bus services, are currently unable to cross the Bawbee/Leven Railway
Bridge, and have to route via the A915 between Leven and south Levenmouth. Future proposals
by Stagecoach to upgrade express services to use heavier vehicles would result in further
services having to be re-routed which would directly impact on the service offering to the
communities of Methil, Buckhaven and Methilhill. The weight restriction therefore poses routing
considerations with an impact on public transport and business operations. The weight
restriction was raised in the consultation as an issue for some local businesses moving freight
from Methil Docks in particular.
5.4 Opportunities
Opportunity Theme 1: Bus Service Enhancements
5.4.1 In discussions with Stagecoach, it explained it has committed to future investment in the bus
network within Levenmouth. This includes the upgrade of vehicles and roll-out of measures to
improve facilities and journey experience, including the introduction of journey
planning/information apps and one-ticketing arrangements.
5.4.2 Further investment in the bus network will help improve the quality of service, however the
lengthy journey times to destinations such as Dunfermline, Edinburgh and Dundee will remain.
This can be expected to continue to preclude the level of attractiveness of services to users and
competitiveness compared to other modes, in particular the car.
Opportunity Theme 2: Increasing Public Transport Choice
5.4.3 Opportunities exist to expand the public transport offering in the local area. This relates to an
existing, but currently largely out-of-use, rail line between Thornton and Leven. Re-opening of
the rail line has been highlighted as an area for further investigation in the Local Transport
Strategy and the line has been safeguarded in the Mid-Fife Local Plan (2012) and FIFEplan
(proposed, 2014). The line is operational at present between Thornton and Earlseat to support
coal mining activity. The non-operational section includes track-bed as well as a station at
Cameron Bridge and available land for a station at Leven. The line is currently designed and
built to standard for freight traffic only.
5.4.4 The previous STAG report explained that Network Rail stated the line would need to be re-built
to allow passenger traffic to run. Signalling is currently only provided at the connection to the
main line at Thornton, and would require expansion towards Levenmouth along with a structural
assessment of the integrity of existing assets, such as the Leven Railway Bridge, along the line.
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5.4.5 Exploring the potential for re-opening the rail line was also raised frequently throughout initial
consultation at the stakeholder workshop and in responses received to the public and business
surveys. A Levenmouth Rail Campaign lobbying group exists, and a number of Fife Councillors
have also publicly expressed support for the re-opening of the line. The subject came up
frequently in discussions around future opportunities for the area, and how the rail line could
help realise them by providing improved and faster public transport links that would serve those
who want to access facilities outside the Levenmouth area while also allowing more people to
visit the area and access the attractions that Levenmouth has to offer.
5.4.6 As well as the opportunity for a new rail line, there is also an opportunity to improve the number
of bus services to offer more choice to residents and visitors. Improved bus services could also
provide better links to rail services to Markinch and Kirkcaldy as well as destinations beyond
Fife, particularly Edinburgh.
Opportunity Theme 3: Rail Freight
5.4.7 Linked to the above and the opportunity for expanding the public transport offering through rail
passengers services, is the opportunity also afforded from a freight perspective. A rail freight
line was reinstated in 2012 from Thornton to as far as the Earlseat Coal facility. No other rail
freight provision exists in the study area, although as noted, the line has been safeguarded in
the Mid-Fife Local Plan (2012) and FIFEplan (2014).
5.4.8 The largest identified opportunity for rail freight transport likely lies with Diageo operations in the
area. The discontinued Thornton to Levenmouth line passes adjacent to Diageo land. There are
historical disused sidings at the Cameron Bridge Distillery location. There exist significant
Diageo warehousing facilities on the north side of the A915 in Leven, with all freight movement
currently being carried out by road from this site. Operations at Diageo mean that there is the
potential for two-way freight movement in terms of materials in, and product out. However, while
having benefits for line utilisation potential, the load requirements for these movements may be
different, making it likely that the same vehicle cannot be used.
5.4.9 As explained in Chapter 4, as part of the engagement exercise PBA and Fife Council met with
Diageo and WH Malcolm. Both Diageo and WHM are interested in exploring the opportunity for
movement of freight by rail from the facility in Levenmouth. Both organisations recognise that
this is a long-term strategic project and in theory have no issue with the concept. In order to
better understand any benefits or impacts to the business, however, Diageo and WH Malcolm
would require to undertake a long term end-to-end logistics review to understand how the
opportunity could work, recognising that in this time period many relevant factors such as
volume and other transport modes such as ‘sea freight’ could play an important part of any
decision.
5.4.10 Freight opportunities for other businesses in the area, such as Fife Energy Park, are also an
important consideration to help maximise benefits.
Opportunity Theme 4: Proximity to Methil Docks
5.4.11 Methil Docks are operated by Forth Ports and can accommodate vessels up to 3,000
Deadweight Tonnage (DWT). The port acts as a timber, aggregate and general bulk commodity
distribution centre and provides facilities to accommodate the repair, maintenance and supply
of off-shore drilling rigs and tankers.
5.4.12 The Mid-Fife Local Plan, which was adopted in 2012, highlights Methil Docks as a Local
Development Plan allocation. It notes the importance of this site to the development of the
Energy Park and its supporting role in the development of the off-shore wind sector in Fife. This
is of significance in terms of access provision and connectivity to attract new investment to
diversify the economy of the area into strong growth sectors.
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Opportunity Theme 5: Low Carbon Investment Park (now known as
Levenmouth Business Park)
5.4.13 Investment proposals for a Low Carbon Investment Park, located in Buckhaven, form part of
the Levenmouth Strategic Development Area and include allocations for industrial and
commercial land. It is proposed the site will be funded under the Scottish Government’s Tax
Incremental Financing (TIF) initiative with funds from the European Regional Development
Fund. Work started on the Park in 2015 and when complete it will offer 10ha of industrial and
commercial land. The development will offer businesses with the energy sector the opportunity
to locate beside one another and attract larger business investments.
5.4.14 This is of significance as proximity to complementary businesses within the park is a key driver
and selling point, however, transport connections to Edinburgh Airport and other energy centres
including Aberdeen are important for attracting investment to the area. Connections to the East
Coast Mainline and Edinburgh Gateway station could further help to attract and boost
investment in the park.
Opportunity Theme 6: Active Travel
5.4.15 Active travel was considered in the previous STAG and it was raised frequently as part of the
engagement considering future opportunities for the area. Travel distances across the
Levenmouth area are conducive to cycling given effective provision of active transport
infrastructure and information. The core urban area of central Levenmouth stretches
approximately 3 miles from the edge of Buckhaven to the edge of Leven, and from the centre
of Leven to the extent of Kennoway. Based on a 10mph ‘gentle’ cycle speed, this makes the
majority of the Levenmouth urban area accessible within 20 minutes by bike. For walking, this
would equate to approximately 60 minutes at 3mph, with travel times for trips to Leven town
centre much lower than for most urban areas.
5.4.16 In particular, opportunities for linking any potential scheme to complement the Fife Coastal Path
were raised frequently. The Fife Coastal Path, which carries over half a million people each
year, passes through the Levenmouth area. Consultation responses highlighted the potential to
establish resources at Silverburn Park, on the edge of Leven, to provide a comfort stop on this
route. The Fife Pilgrim Way, further discussed below, also presents an active travel opportunity.
Other initiatives in the area that this could support include cycle routes to the new Levenmouth
Campus, a range of school travel plans, 20mph residential areas in Levenmouth and Walk Once
a Week (WOW).
5.4.17 This is of significance as opportunities exist to encourage cycling and walking locally, while also
promoting the area as a destination for walkers and cyclists to visit. This requires support of the
wider public transport network to provide visitors with access to destinations and routes within
the area.
5.4.18 In the public survey, just under 25% (no. 176) of respondents said that the lack of joined up
cycle routes has a negative impact on their ability to travel within the Levenmouth area.
Opportunity Theme 7: Leisure Tourism
5.4.19 The location of Levenmouth presents opportunities to harness the coastal setting of the area.
In particular, the proximity of the area to the Fife Coastal Path, Fife Pilgrims Way and wider East
Neuk, as well as local golf courses, creates opportunities for opening up tourism benefits which
could be further capitalised in order to help raise the profile of the area in terms of attractiveness
to visitors from wider Fife and further afield.
5.4.20 Many stakeholders who participated in the engagement exercise commented that, although
Levenmouth benefits from large scale events in Fife, such as the golf Open at St Andrews, the
local area itself does not yet have a big enough tourist attraction to directly attract tourists to the
area. While there was no evidence provided of suppressed demand, it was suggested that
opportunities do exist for capitalising on tourism within the Levenmouth area, including
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improving links to the East Neuk, local golf courses, Edinburgh Airport and both the coast and
inland routes of the core path network within the area. A new campaign has been launched to
attract more tourists to the area – the Heartland of Fife.
5.4.21 As explained in the previous appraisal, a study on the Assessment of Golf Tourism’s Future
Growth Potential to 2020 (SQW, 2011) identified Golf tourism to be a major contributor to
Scotland’s economy and the overall forecast generated by visitors and events was estimated at
£261 million in 2016, increasing to £300m by 2020. The report also noted the opportunity
presented by the increasing number of low cost flights to Edinburgh and Inverness providing
wider options for European golfers in particular. While St Andrews would continue as the
prominent attraction, other quality courses in the area offer cheaper alternatives which may also
be attractive to visitors.
5.4.22 National Cycle Network (NCN) routes 76 and 1 serve Markinch and offer the scope to provide
a link from the Levenmouth area to the NCN, supporting initiatives to attract visitors. Also, the
Fife Pilgrim Way is progressing with development after obtaining funding from the Heritage
Lottery Fund in September 2015. The route will extend for 70 miles through the heart of Fife
linking many of Fife’s medieval and pilgrim heritage, passing landmarks including the
Inverkeithing Hospitium, Markinch Church, Ceres and the Waterless Way, and ending at St
Andrews Cathedral. The intention is the route will use Fife’s existing network of rights of way,
paths and tracks to offer varied opportunities for long distance, multi-day walking supplemented
by shorter walks and circular routes. The route passes to the north of the study area and
provides the opportunity to attract visitors, connecting to Levenmouth at Kennoway, and also to
Ceres in the north.
5.5 Issues
Levenmouth Strategic Development Area
5.5.1 The Mid-Fife Local Plan includes a focus on growing the economy within Levenmouth placing
an emphasis on attracting inward investment and supporting existing businesses. Recent and
planned investment in the area is evidence of these ambitious plans for the area.
5.5.2 Central to the future development of the area is the Levenmouth Strategic Development Area
(SDA). This includes proposals for 1,650 houses to be delivered over a period of 15 years, 15ha
of business land as well as schools and local amenities.
5.5.3 Following on from the Energy Park development, there are further plans included in the Mid-
Fife Local Plan to develop a Low Carbon Investment Park. This investment site would be located
in Buckhaven, offering industrial and commercial land as part of the Levenmouth SDA funded
under the Scottish Government’s Tax Incremental Financing initiative.
5.5.4 This development is of significance within the context of the study as the Levenmouth Strategic
Framework report produced by Savills in 2012 Land Allocation anticipates the population of the
development could reach 3,647 which would see Levenmouth’s population increasing by over
10%. This development could invigorate the local area and attract new residents and
businesses to the area.
Leven to Thornton Rail Line
5.5.5 The presence of the existing alignment provides the basis for the potential re-opening of the
line. Network Rail noted, however, during the consultation that for both passenger rail and freight
uses, there are a number of structures on the route that would require to be assessed if the line
was to be re-opened in full. Therefore, while the line presents an opportunity, potential issues
regarding the integrity of structures as well as the track-bed would require further consideration.
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5.6 Constraints
Environmental
5.6.1 The previous appraisal set out details of an environmental baseline report for the area. For
convenience, the appraisal of environmental impacts is re-presented here.
Noise and Vibration
• Transport options for the study should consider the potential to affect Candidate
Noise Management Areas identified in the Noise Action Plan within this part of
Fife.
• Future revisions to the noise mapping and analysis process to comply with the
Environmental Noise Directive may need to be taken into account in the future
development and appraisal of transport options.
Global Air Quality
• Public bodies are required under the Climate Change (Scotland) Act 2009 to
reduce emissions by 42% by 2020, 50% by 2030 and 80% by 2050, based on
1990 levels.
Local Air Quality
• The future growth in business and industry at development sites in the
Levenmouth area may present constraints on traffic related options for the study
as a result of changes in local emissions depending on their effects on traffic
distribution and emissions.
Water Quality, Drainage and Flood Defence
• The Water Framework Directive as implemented through Scottish legislation sets
important standards and requirements relating to the water environment which
future development will be required to comply with
• There are sensitive watercourses, catchments and water bodies within the study
area indicating that water quality will be an important issue for the environmental
appraisal of options.
Geology, Soils and Agriculture
• Prime agricultural land is extensive in the corridor and agriculture is an important
part of the land use economy which may constrain development proposals in
some locations.
Landscape and Visual Amenity
• Retention of woodlands and green spaces have been identified as particularly
important aspects of the landscape and as areas important for community
wellbeing which need to be protected as far as possible.
• Local landscape designations and other important sites such as Gardens and
Designed Landscapes are important constraints to be taken into account in the
development of new transport infrastructure.
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Biodiversity and Habitats
• The designated SPA/Ramsar site and SSSIs could impose constraints on
construction of new infrastructure depending on proximity and connectivity to
these sensitive areas.
• Declining natural and semi-natural habitats and species are a concern for local
authorities and nature conservation agencies and it will be important to ensure
options for the study avoid adverse effects on biodiversity wherever possible and
takes opportunities for enhancement
Cultural Heritage
• There is an extensive distribution of important cultural heritage designations
across the study area including scheduled monuments, listed buildings, GDLs
and conservation areas which may act to constrain transport proposals in some
areas.
Physical Fitness
• A key constraint will be crossings and other accommodation works for transport
measures which affect core paths, long distance routes such as the Fife Coastal
Path and other routes used for walking, cycling and horse riding.
• An important aspect in the design stage will be to mitigate the effects of crossing
such facilities for pedestrians, cyclists and equestrians or make other provision
and take opportunities to improve access.
5.7 Summary
5.7.1 The key problems, opportunities, issues and constraints within the study area can be
summarised as follows:
Problems
Problem Theme: Access to Local and Regional Services by Public Transport Leading
to Unsustainable Travel Choices
• Car ownership is slightly lower than the Scottish average with 32% of households
in Levenmouth not having access to a car. Forecasts suggest that all areas of
Levenmouth are expected to experience an increase in non-car owning
households, with the exception of Largo Bay, that will take it significantly below
the Fife and Scottish averages. Inward and outward commuting is predominantly
undertaken by private car, suggesting that those without access to a private car
are being disadvantaged in the local job market.
• The area of Levenmouth has an ageing population and likely to have a greater
reliance on public transport, particularly for access to health services.
• The industrial make up of Levenmouth has changed, with a decline in heavy
manufacturing jobs not being replaced by numbers of employment opportunities
in new industries. The working population needs to access employment
opportunities outside of the area – only 40% of the resident working population
work in the Levenmouth area.
• Access to the rail network from the Levenmouth area currently involves
interchange, primarily at Markinch or Kirkcaldy stations.
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• Lengthy journey times, particularly due to need to interchange, and limited choice
of public transport to access employment, health, education, shopping, cultural
and leisure services, particularly in Edinburgh.
• Current rail fares between the area and Edinburgh are higher (£/mile) than other
routes, particularly to/from Markinch station. Accessing Markinch and Kirkcaldy
stations by public transport from Leven add to the cost.
• The lack of a direct service to key strategic locations, the poor level of integration
between bus and rail services at the interchange stations and the higher cost of
the separate bus + rail tickets is contributing to a high car mode share for these
long-distance journeys.
• Poor levels of information for bus services is discouraging use for local residents.
• The long journey times to central Edinburgh by public transport and/or the need
to interchange, limits the attractiveness of the area for new residents who need
to make regular trips to the Central Belt.
• Almost all respondents to the business survey who answered the question said
that rail fares to and from Levenmouth via Markinch (excluding the fare for the
connecting bus) make it difficult to attract the workers necessary to deliver the
skills required for many potential new businesses.
• The area has very low levels of educational attainment and access to education
facilities will be required to build a locally-based skilled workforce.
Opportunities
Opportunity Theme 1: Bus Service Enhancements
• Stagecoach has provided investment in the bus network within Levenmouth. This
includes the upgrade of vehicles and roll-out of measures to improve facilities and
journey experience, including the introduction of journey planning/information
apps and one-ticketing arrangements. Further investment is planned, such as in
journey planning and information apps.
Opportunity Theme 2: Increasing Public Transport Choice
• There is an existing, but largely out-of-use, rail line between Thornton North
Junction and Leven. The line is operational at present between Thornton North
Junction and Earlseat to support coal extraction activity. The non-operational
section includes track-bed as well as available land for a station at Leven and
potentially Cameron Bridge. The line is safeguarded in the Mid-Fife Local Plan.
Re-instating the full operation of the rail line would require consideration of the
structural integrity of existing assets such, as the Leven Railway Bridge, along
the line.
• There are opportunities to also increase bus services to and from the area,
particularly direct services to Edinburgh or linking to rail stations in Markinch and
Kirkcaldy
Opportunity Theme 3: Rail Freight
• Freight in the Levenmouth area is accounted for almost entirely by road, with
some waterborne freight transportation taking place. Freight options are
particularly important for the Levenmouth area as the economy is based
predominantly on industry and manufacturing activities that, by their nature,
involve long-distance import/export activities to/from the area. Diageo is a key
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employer in the area, employing over 1,200 individuals. Discussions with Diageo
and their haulier WH Malcolm noted previous interest and ongoing activity to
investigate rail freight opportunities to support site operations at Cameron Bridge
and Leven. However, there are other options also open to Diageo and WH
Malcolm that are also being explored and there is no commitment been given to
use rail to transport goods.
Opportunity Theme 4: Proximity to Methil Docks
• Methil Docks is a potential opportunity to attract new investment, to diversify the
local economy and support the development of potential new sectors such as
wind and support the development of the Energy Park and potential growth in the
offshore wind sector.
Opportunity Theme 5: Low Carbon Investment Park (now known as Levenmouth
Business Park)
• Investment proposals for a Low Carbon Investment Park, located in Buckhaven,
form part of the Levenmouth Strategic Development Area and include allocations
for industrial and commercial land.
Opportunity Themes 6 and 7: Active Travel and Leisure Tourism
• The location of Levenmouth presents the opportunity to harness the coastal
setting and provide a gateway to the East Neuk. In particular, the proximity of the
area to the Fife Coastal Path, as well as local golf courses, could be capitalised
upon better in order to help raise the profile of the area in terms of attractiveness
to visitors from wider Fife and further afield. National Cycle Network (NCN) routes
76 and 1 serve Markinch and offer the scope to provide a link from the
Levenmouth area to the NCN, supporting initiatives to attract visitors. Proposals
for a new long distance walking route, the Fife Pilgrim Way, are also under
development and provide a further attraction in close proximity to the study area.
Issues
Levenmouth Strategic Development Area
• There are major future land-use proposals for the area. This includes the
Levenmouth Strategic Development Area, which comprises proposals for 1,650
new houses, 15ha business land, a new link road between the A915 and Fife
Energy Park, as well as community and educational facilities. An increase in
population would place additional demand on the existing road and public
transport networks in the Levenmouth area, the wider Fife area, and the city-
region beyond.
Leven to Thornton Rail Line
• Before a potential rail line can be considered in detail, the integrity of the track
bed and structures along the existing but-largely-out-of-use rail line between
Thornton and Leven would need to be checked, before the costs of re-instating
passenger rail services can be estimated accurately.
Constraints
Environmental
• The environmental component on the STAG Study undertaken for the previous
study identified a number of minor constraints which would need to be taken into
consideration when considering any additional transport infrastructure between
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Leven and Kirkcaldy, but none of these are sufficient to influence the choice of
option to the identified problems. These will be revisited as part of the
environmental assessment of this appraisal.
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6 Objective Setting
6.1 Introduction
6.1.1 The Scottish Transport Appraisal Guidance explains that the appraisal process should be
objective led rather than solution led. To comply with the guidance a set of Transport Planning
Objectives (TPOs) have been developed to reflect the evidence gathered and problems,
constraints, issues and opportunities considered and analysed in the previous chapters. The
TPOs essentially reflect the outputs and outcomes sought and will play an integral role in the
appraisal process in terms of measuring the performance of the options developed to address
the problems, issues and constraints, and realise the opportunities.
6.1.2 Further, in line with the appraisal guidance, the TPOs should be developed with SMART
principles in mind. They should therefore be:
Specific – setting out precisely what is being sought;
Measurable – it is possible to measure the impact of the option;
Achievable – is there general agreement that the option can be achieved;
Relevant – it is a sensible indicator for the change that is being sought; and
Timed – a future date can be agreed for the impact to be measured.
6.1.3 It is recognised in STAG that TPOs may not be fully SMART at the relatively early stages of the
appraisal process. However, they could be subject to ongoing review and revision as the
process develops and more information and detail around the objectives becomes available.
This is important to ensure the study objectives provide a framework against which performance
of interventions can be assessed as part of the monitoring and evaluation activities following
the implementation of the selected / preferred solution.
6.2 Transport Planning Objectives
6.2.1 The evidence gathered on the social, economic and transport context, and informed by the
stakeholder engagement and public and business surveys, informed the analysis of the
problems, opportunities, issues and constraints. These highlighted:
problems associated with accessibility / connectivity to destinations and services from the
Levenmouth area, particularly for non-car owning households who rely on use of public
transport;
a significant majority of working residents in the Levenmouth area travel to work by car or
van, and only a small minority use public transport or active travel;
problems associated with unattractive regional public transport options (limited choice, low
frequency, long journey times and high cost), leading to limited access to employment and
other key services such as education and health;
problems attracting residents or skilled workers to the area due to unattractive public
transport options;
opportunity to capitalise on the setting of the Levenmouth area from a leisure and tourism
dimension, and particularly with reference to the East Neuk and Fife Coastal Path; and
meet the increase in travel demand that will likely result from future developments in the
area, notably the Levenmouth Strategic Development Area.
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6.2.2 In response to these transport problems, opportunities, issues and constraints, the following
TPOs were developed:
TPO 1 – Improve transport access to employment and key services, including education,
health and leisure facilities, within the Levenmouth area.
TPO 2 – Improve transport access and connectivity to and from the Levenmouth area for
businesses, visitors and the resident population.
TPO 3 – Increase the sustainable mode share for the residents and workforce in the
Levenmouth area.
6.2.3 It should be noted that no weighting is applied to any of the Transport Planning
Objectives listed above. The numbering system is for presentational purposes only.
6.2.4 TPO 1 is focussed on alleviating the problems related to accessibility to destinations and
services within the Levenmouth area, particularly for non-car owning / non-car available
households who rely on public transport, as well as increasing the attractiveness of the area as
a location for business investment and a place to live and work.
6.2.5 TPO 2 is focussed on alleviating the problems associated with unattractive regional public
transport options, including limited choice, low frequency, long journey times and high cost,
leading to limited access to employment and other key services such as education and health.
It is also focussed on realising the leisure and tourism opportunities by capitalising on the quality
of the natural environment surrounding the Levenmouth area, in particular East Neuk and Fife
Coastal Path.
6.2.6 TPO 3 is focussed on changing travel behaviours, in particular reducing reliance on the private
car for commuter trips and increasing the use of sustainable travel modes such as public
transport, walking and cycling.
6.2.7 Figure 6 below shows the linkages between the problems and opportunities, and the TPOs.
Mapping from left to right, the problems and opportunities have been linked into the appropriate
objective(s). This has enabled the objective setting process to remain focussed on setting
objectives that alleviate the identified problems and address the identified opportunities.
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Figure 6: Mapping of Problems and Opportunities with Transport Planning Objectives
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7 Option Generation, Sifting and Development
7.1 Introduction
7.1.1 Following the development of the TPOs, this chapter presents the option generation, sifting and
development process to arrive at a set of options that can be taken forward for appraisal. The
aim is to identify a set of options that could potentially deliver the TPOs and consequently
address the problems, issues and constraints identified while also help realise the opportunities.
7.2 Do-Minimum Scenario
7.2.1 STAG requires the development of a Do-Minimum scenario and this forms a natural part of the
option development process. This scenario includes no change to the provision of transport
services other than those set out in existing commitments. It represents the scenario if no other
options are taken forward and will form the benchmark against which the additional benefits and
costs [i.e. value for money of the impacts associated with each option can be measured]. The
Do-Minimum scenario, including transport interventions and land use planning inputs, will be
confirmed and agreed during the next stage of the STAG process [i.e. Preliminary Options
Appraisal].
7.3 Option Generation and Sifting
7.3.1 In line with the appraisal guidance, option generation was informed by the TPOs and what could
be implemented to deliver them and ultimately address the problems, issues and constraints
and help realise the opportunities.
7.4 Option Development
7.4.1 Informed by the TPOs, a list of multi-modal transport options was developed by the project team
and recommended for Preliminary Options Appraisal. In summary, many of the options are the
same as those in the previous STAG study, with four new options generated (highlighted in
brackets):
Option 1 – Maintain existing bus services while improving local public transport facilities and
information services;
Option 2 (new) – Improve local bus services connecting towns in the Levenmouth area to
Leven;
Option 3 – Improve bus services to rail stations at Markinch, Kirkcaldy and Glenrothes;
Option 4 (new) – Improve regional bus services linking Leven with Kirkcaldy, Glenrothes,
Dunfermline, St Andrews, Dundee, Edinburgh and Glasgow;
Option 5 – Provision of a rail freight link to Cameron Bridge and Methil Docks along the
alignment of the existing, but currently out of use, line between Thornton North Junction and
Methil Docks;
Option 6 – Provision of a rail line along the alignment of the existing, but out of use, rail line
between Thornton North Junction and Methil Docks;
Option 7 – Provision of a new passenger only rail alignment from Leven and Methil Docks
to Kirkcaldy;
Option 8 – Provision of a new rail alignment from Leven and Methil Docks to Markinch;
Option 9 – Provision of a new Bus Rapid Transit alignment from Leven to Markinch;
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Option 10 (new) – Provision of new and / or improved active travel routes linking the towns
in Levenmouth as well as to the East Neuk;
Option 11 – Hovercraft triangle between Levenmouth, Kirkcaldy, and Edinburgh, including
a hovercraft terminal at Methil Docks; and
Option 12 (new) – Reduction in rail fares from Markinch to Edinburgh (together with an
increase in car parking capacity).
7.4.2 It should be noted that the STAG process does not prioritise between options and
therefore no weighting is applied to any of the options listed above. The numbering
system is for presentational purposes only.
7.5 Recommended Multi-Modal Options for Preliminary Options Appraisal
7.5.1 The multi-modal transport options worthy of further consideration are discussed below, including
rationale for selection at this stage.
Option 1 – Maintain existing bus services while improving local public
transport facilities and information services
7.5.2 This option would focus on maintaining the existing level of local bus services connecting Leven
to other towns in the Levenmouth area, while improving service information such as real time
information at bus stops.
7.5.3 As discussed in previous studies, the degradation of Bawbee Bridge/Leven Railway Bridge
could impact further on existing express services through the Levenmouth area, with the largest
impact on services to the southern side of the River Leven. This option would depend on repairs
to Bawbee Bridge/Leven Railway Bridge taking place.
7.5.4 The rationale for selection at this stage is the positive impact Option 1 could have on the
objectives to improve transport access to employment, education, health and leisure facilities,
both within and to and from the Levenmouth area for the resident population and to increase
the sustainable mode share for the residents and workforce in the Levenmouth area.
Option 2 (new) – Improving local bus services connecting towns in the
Levenmouth area to Leven
7.5.5 Option 2 would involve improving local services linking Leven with, Methil and Lower Methil. By
considering timetable information, it was concluded that the frequency of services to and from
these areas at certain times of the day could be increased to offer greater accessibility to Leven
and, via connecting services, beyond. It was also concluded that services earlier in the day
could be provided to allow access to employment opportunities in Levenmouth and further afield
by 09:00. Option 2 would contribute to the objectives to improve transport access to
employment, education, health and leisure facilities, both within and to and from the
Levenmouth area for the resident population and to “increase the sustainable mode share for
the residents and workforce in the Levenmouth area.
Option 3 – Improving bus services to rail stations at Markinch, Kirkcaldy
and Glenrothes
7.5.6 Bus and rail integration from Levenmouth to Markinch has recently been improved to provide a
link to the rail network, largely via the X4 service. This option would entail further improved
provision of bus services from Methil, Methilhill and Buckhaven to Markinch station through the
re-branding and timetable adjustments to service 44B to meet rail services at Markinch. The
existing X4 service connecting Leven town centre, Markinch station and Glenrothes could also
form part of this re-branding exercise.
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7.5.7 Rail fare re-balancing across Fife would also be key to this option in terms of increasing the
attractiveness of rail options at Markinch to address the higher fare for rail travel from Markinch
to Edinburgh in comparison to services from Kirkcaldy. Re-balancing refers to an adjustment to
the rail fare structure in relation to services accessed at Markinch Rail Station. With regard to
this option, this assumes a reduction in fares to promote use of these services, determined by
the relative benefits and costs of doing so. Given the regulated nature of rail fares, any re-
balancing of fares would be a matter for Transport Scotland, in negotiation with the operator.
7.5.8 The rationale for selection at this stage is the impact Option 3 is anticipated to have on all three
objectives.
Option 4 (new) – Improving regional bus services linking Leven with
Kirkcaldy, Glenrothes, Dunfermline, St Andrews, Dundee, Edinburgh and
Glasgow
7.5.9 Option 4 would be aimed at improving linkages to areas beyond the Levenmouth area, and
particularly to enhance accessibility and connectivity with key employment areas such as
Glenrothes, Kirkcaldy, Dundee and Edinburgh. The key focus would be on addressing the
problem of lengthy public transport journey times and limited modal choice to key destinations.
7.5.10 While there are existing direct links to many of the towns, there are interchanges needed to
access, for example, Dundee and Edinburgh. These cities can be important for accessing
employment opportunities, health care and education. The frequency to existing services would
be increased and the journey times would be shortened through more direct links between
Leven and the destination. Option 4 would contribute to all three objectives.
Option 5 – Provision of a rail freight link to Cameron Bridge and Methil
Docks along the alignment of the existing, but currently out of use, line
between Thornton North Junction and Methil Docks
7.5.11 This option would involve opening the existing out-of-use rail line at Methil Docks to Cameron
Bridge and onwards to the mainline for freight only. The current rail alignment joins the Markinch
to Kirkcaldy line halfway between Markinch and Kirkcaldy. Freight facilities would be provided
at Methil Docks and Cameron Bridge and could facilitate the strategic movement of freight.
Option 5 has been identified as a standalone freight only option due to the difference in costs
associated with freight and passenger standard lines.
7.5.12 The rationale for selection at this stage is the positive impact Option 5 is anticipated to have on
the objectives to improve transport access to employment, education, health and leisure
facilities to and from the Levenmouth area for businesses.
Option 6 – Provision of a rail line along the alignment of the existing, but
out of use, rail line between Thornton North Junction and Methil Docks
7.5.13 This option would involve opening the existing, but out-of-use, rail line to freight and passenger
services between Methil and the existing mainline with stations provided at Cameron Bridge
and Leven. The current rail alignment joins the mainline half-way between Markinch and
Kirkcaldy and offers access to both sides of the Fife Circle. It is the intention that passenger
services would be served by a new service or the extension/diversion of existing rail services.
The feasibility of potential service arrangements would be considered further as part of the
Detailed Appraisal if this option is taken forward.
7.5.14 Sub-options would include the development of a rail station at Leven and Cameron Bridge and
the inclusion of rail freight facilities and can be summarised as follows:
Sub-option 6a. Passenger rail only option, with a station provided at Leven only;
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Sub-option 6b. Passenger rail only option, with stations provided at Leven and Cameron
Bridge;
Sub-option 6c. Passenger and freight rail option, with a station provided at Leven only, and
freight facilities provided at Cameron Bridge and Methil Docks; and
Sub-option 6d. Passenger and freight rail option, with stations provided at Leven and
Cameron Bridge, and freight facilities provided at Cameron Bridge and Methil Docks.
7.5.15 The rationale for selection at this stage is the positive impact Option 6 is anticipated to have on
all three objectives.
Option 7 – Provision of a new passenger only rail alignment from Leven
and Methil Docks to Kirkcaldy
7.5.16 This option would involve the reopening of the out-of-use rail line from Leven as far as Cameron
Bridge and then construction of a new rail alignment to join the Markinch to Kirkcaldy line. This
alignment would not provide access to the Dunfermline (west) branch of the Fife Circle, but
could offer enhanced journey times to the East Coast Mainline when compared to the existing
out-of-use alignment. Passenger services could be fulfilled by the provision of a new service or
the extension/diversion of existing rail services. The feasibility of potential service arrangements
would be considered further as part of the Detailed Appraisal if this option is taken forward.
7.5.17 This option has a number of sub-options as detailed below:
Sub-option 7a. Passenger rail station, provided at Leven only; and
Sub-option 7b. Passenger rail station, provided at Leven and Cameron Bridge.
7.5.18 The rationale for selection at this stage is the impact Option 7 could have on all three objectives.
Option 8 – Provision of a new rail alignment from Leven and Methil Docks
to Markinch
7.5.19 This option would involve the re-opening of the out-of-use rail line from Leven towards Cameron
Bridge. From the Cameron Bridge area, the rail link would follow a new rail alignment with new
track built to join the Markinch to Kirkcaldy line at Markinch. This option would allow connection
to both sides of the Fife Circle, but would see to straighten the alignment to deliver better journey
times to the East Coast Mainline when compared to the existing out-of-use alignment.
Passenger services could be fulfilled by the provision of a new service or the extension/diversion
of existing rail services. The feasibility of potential service arrangements would be considered
further as part of the Detailed Appraisal if this option is taken forward.
7.5.20 This option has a number of sub-options as detailed below:
Sub-option 8a. Passenger rail only option, with a station provided at Leven only;
Sub-option 8b. Passenger rail only option, with stations provided at Leven and Cameron
Bridge;
Sub-option 8c. Passenger and freight rail option, with a station provided at Leven only, and
freight facilities provided at Cameron Bridge and Methil Docks; and
Sub-option 8d. Passenger and freight rail option, with stations provided at Leven and
Cameron Bridge, and freight facilities provided at Cameron Bridge and Methil Docks.
7.5.21 The rationale for selection at this stage is the positive impact Option 8 is anticipated to have on
all three objectives.
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Option 9 – Provision of a new Bus Rapid Transit alignment from Leven to
Markinch
7.5.22 This option would include a segregated Bus Rapid Transit (BRT) route from Leven to Markinch
Rail Station, providing a traffic free, high quality bus link to the station. BRT services can offer
a quality of passenger ride, boarding, user friendliness and accessibility, safety, and reliability
of journey time similar to that of rail services, but at a reduced cost.
7.5.23 This option has two sub-options as detailed below:
Sub-option 9a. Station provided at Leven only; and
Sub-option 9b. Stations provided at Leven and Cameron Bridge.
7.5.24 The rationale for selection at this stage is the positive impact Option 9 is anticipated to have on
all three objectives.
Option 10 (new) – Provision of new and/or improved active travel routes
linking the towns in Levenmouth as well as to the East Neuk
7.5.25 As explained in chapter 5, travel distances across the Levenmouth area are conducive to cycling
given effective provision of active transport infrastructure and information. The core urban area
of central Levenmouth stretches approximately three miles from the edge of Buckhaven to the
edge of Leven, and from the centre of Leven to the extent of Kennoway. This option would
involve an improved cycling and walking network connecting the towns in Levenmouth. It would
also involve linking the network the Fife Coastal Path, which passes through the Levenmouth
area, and potentially the Fife Pilgrim Way. Option 10 could contribute to the objectives to
increase the sustainable mode share for the residents and workforce in the Levenmouth area.
Option 11 – Hovercraft triangle between Levenmouth, Kirkcaldy, and
Edinburgh, including a hovercraft terminal at Methil Docks
7.5.26 This option would provide a hovercraft link between Methil Docks, Kirkcaldy, and Edinburgh,
and would include a new passenger terminal at Methil Docks. Option 11 is anticipated to have
a positive impact on access to employment, education, healthcare and leisure destinations in
the area and encourage increased sustainable travel mode share through the provision of an
additional mode choice and improved access to Kirkcaldy and Edinburgh via the hovercraft link.
Option 11 is also anticipated to have a positive impact on attracting jobs, people and tourists to
Levenmouth through the improved direct access to Edinburgh and Kirkcaldy. The nature of the
mode is suited to marketing as a transport gateway to the East Neuk. This option was suggested
in consultation with SEStran and builds upon the Kirkcaldy to Edinburgh link concept noted in
the Proposed FIFEplan Local Development Plan (2014) adding an additional connection to the
Levenmouth area.
7.5.27 The rationale for selection at this stage is the positive impact Option 11 could have on the
objectives to improve transport access and connectivity to and from the Levenmouth area for
visitors and the resident population and increase the sustainable mode share for the residents
and workforce in the Levenmouth area.
Option 12 (new) – Reduction in rail fares from Markinch to Edinburgh
(together with an increase in car parking capacity)
7.5.28 Option 12 would involve reducing the fare between Markinch to Edinburgh to a level more in
line with services of a similar length. This would make Edinburgh more accessible from Leven
and vice versa. The reduction in fare could lead to an increase in demand for parking at the
station, and additional capacity may be required. Option 12 would contribute to the objectives
to improve transport access and connectivity to and from the Levenmouth area for visitors and
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the resident population and increase the sustainable mode share for the residents and
workforce in the Levenmouth area.
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8 Recommendations and Next Steps
8.1 Introduction
8.1.1 This Initial Appraisal: Case for Change report has set the context for the appraisal of multi-modal
transport options for the Levenmouth area. In line with STAG guidance, it has identified the key
transport problems, opportunities, issues and constraints within the study area, which have
formed the basis for objective setting and the generation of a wide range of options to be
appraised. The options recommended for Preliminary Options Appraisal are listed in Table 5
below.
8.1.2 It should be noted that the STAG process does not prioritise between options and
therefore no weighting is applied to any of the options listed in Table 5. The numbering
system is for presentational purposes only.
Table 5: Recommended Multi-Modal Transport Options for Preliminary Options Appraisal
Option
Type
Description
1
Accessibility
Maintain existing bus services while improving local public transport facilities and
information services
2
Accessibility
Improve local bus services connecting towns in the Levenmouth area to Leven
3
Accessibility
Improve bus services to rail stations at Markinch, Kirkcaldy and Glenrothes
4
Accessibility
Improve regional bus services linking Leven with Kirkcaldy, Glenrothes,
Dunfermline, St Andrews, Dundee, Edinburgh and Glasgow
5
Freight
Provision of a rail freight link to Cameron Bridge and Methil Docks along the
alignment of the existing, but currently out of use, line between Thornton North
Junction and Methil Docks
6
Public Transport
Provision of a rail line along the alignment of the existing, but out of use, rail line
between Thornton North Junction and Methil Docks
7
Public Transport
Provision of a new passenger only rail alignment from Leven and Methil Docks to
Kirkcaldy
8
Public Transport
Provision of a new rail alignment from Leven and Methil Docks to Markinch
9
Public Transport
Provision of a new Bus Rapid Transit alignment from Leven to Markinch
10
Active Travel
Provision of new and / or improved active travel routes linking the towns in
Levenmouth as well as to the East Neuk
11
Public Transport
Hovercraft triangle between Levenmouth, Kirkcaldy, and Edinburgh, including a
hovercraft terminal at Methil Docks
12
Public Transport
Reduction in rail fares from Markinch to Edinburgh (together with an increase in car
parking capacity)
8.2 Preliminary Options Appraisal
8.2.1 The purpose of the Preliminary Options Appraisal will be to undertake an initial qualitative
appraisal of the recommended options taken forward from the Initial Appraisal: Case for Change
process. This will include an assessment of:
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the likely impacts of the options against the TPOs;
the likely impacts of the options against STAG criteria [i.e. Environment, Safety, Economy,
Integration, and Accessibility and Social Inclusion];
options against established policy directives; and
feasibility, affordability and public acceptability of the options.
8.2.2 Following the Preliminary Options Appraisal, a more detailed, quantitative appraisal will be
carried out for the options that perform well against the TPOs and STAG criteria.
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Appendix A Review of Previous STAG
Levenmouth STAG - Overall Approach to Demand Forecasting
This paper has been produced in response to a Services Brief issued by Transport Scotland (TS) under
LATIS Lot 4 (TS/MTRIPS/SER/2016/02) to progress the transport appraisal work undertaken to date for
the Levenmouth Sustainable Transport Study to completion in line with STAG. The Services Brief also sets
out that an initial task will be to review the Levenmouth Sustainable Transport Study STAG Report and
Appendices to therefore determine the scope of further transport appraisal work required to be
undertaken to complete the Transport Appraisal in line with STAG. This note provides a summary of the
findings of the review. In addition, TS provided its own comments on the Report, which have also been
considered in the Review and, where relevant, reflected in the findings below.
Background
In May 2015 Fife Council commissioned an appraisal to determine measures to improve sustainable
transport options for the Levenmouth area of Fife, with ‘a view to improving its economic viability’. The
brief for the study explained it was to be undertaken in accordance with the Scottish Transport Appraisal
Guidance (STAG).
From the Review undertaken by PBA it is clear that, in terms of the structure, the STAG Report, dated
December 2016, largely follows the recommended process set out in the guidance. While, in the main,
the process has been followed, there are limitations and weaknesses however in parts of the appraisal
that detract from the robustness of the analysis and conclusions.
Overview
The STAG Report concluded with a preferred option to re-open the existing rail line at Levenmouth. The
scheme has an estimated benefit cost ratio (BCR) of 1.31.
The other option considered in detail during the Part 2 appraisal involved enhanced supported bus
services to improve connectivity from the Buckhaven and Methil area to Markinch and Glenrothes. This
option generated a BCR of 5.19 but was not the preferred option.
As explained above, despite the STAG process being followed, there are some weaknesses with the
approach adopted which impacts on the robustness of the results. The key ones are:
there is considerable disconnect between the evidence gathered to inform the problems,
opportunities, issues and constraints and some of the Transport Planning Objectives
(TPOs);
this disconnect continues between the TPOs and option development, meaning that there
is limited confidence that the options appraised fully capture all potential option scenarios
and will address the appropriate problems, opportunities, issues and constraints;
there is no convincing evidence presented that there is actually suppressed demand for the
use of rail freight, which is an important component of the preferred option;
there is minimal evidence that current transport is acting as an inhibitor of investment in the
area, as claimed in the Report;
the appraisal includes limited assessment of how the options developed perform against
the TPOs and focuses much more on the STAG criteria;
while a timing issue, the economic analysis used an earlier edition of the STAG guidance
and is not consistent with the most up to date version and doesn’t include analysis of the
impacts of Wider Economic Benefits;
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the methodological approach used to inform the demand forecasting analysis has a number
of limitations and consequently will have impacted on the robustness of the
quantified/monetised impact of the transport economic benefits;
ongoing work considering options for a new ScotRail express timetable, which will impact
on Fife, may affect the rail options covered in the appraisal and these need to be revisited
to fully understand whether they are still viable;
the costs used as part of the value for money assessment are very dated (2008) and need
to be revisited to determine if they are still accurate and robust; and
key risks that are identified have not been quantified to understand their impact on the
relative performance and results of the appraised options.
There are other, relatively minor, shortcomings with the appraisal but these represent the key areas and
are the focus of the review.
Review of STAG
Problems, Issues, Opportunities and Constraints and Transport Planning
Objectives
As the Guidance clearly explains, Transport Planning Objectives (TPOs) are integral to a successful
and robust appraisal. They serve as a basis for directing and guiding the entire study process and
provide clarity to stakeholders on what is to be achieved. However, crucially, they need to be based on
clear evidence gathered on the problems, opportunities, issues and constraints. If the TPOs do not
reflect the problems, opportunities etc, then the preferred options / solutions that fall out of the detailed
appraisal will not be what is required [e.g. problems will not be solved and / or opportunities not realised].
The TPOs developed in the Levenmouth STAG are:
TPO 1 – Improve access to employment, education, healthcare and leisure destinations,
both within and outwith the area, for the population of the Levenmouth area;
TPO 2 – Encourage increased sustainable travel mode share for the residents and
workforce of the Levenmouth area;
TPO 3 – Ensure that transport infrastructure and services encourage investment in, and
attract jobs and people to, the Levenmouth are; and
TPO 4 – Enhance the Levenmouth area’s role as a tourist destination and a gateway to
East Neuk.
The evidence gathered and presented in the Problems, Opportunities, Issues and Constraints chapter
does not provide a clear logic trail to the TPOs generated. In particular, there is little evidence presented
from stakeholders that the current transport situation / provision in the area is directly leading to the
problems and issues or is constraining opportunities being realised.
For TPO1, analysis has been undertaken and some evidence presented to support the claims that the
area has poor access to employment, education, healthcare etc but this could have been boosted by
providing examples from other areas, with similar geography, to demonstrate relative accessibility rather
than absolute numbers associated with Levenmouth. For example, the figures presented in Table 6
could have included equivalent metrics from other towns not in Levenmouth. While Table 7 does have
comparisons, this focuses on frequency and journey times to Edinburgh as opposed to access to specific
key services, [e.g. further education establishments, hospitals/GPs etc.], as these will not necessarily
all be located in Edinburgh.
For TPO 2, there is little evidence presented to show that the current mode share by sustainable modes
is poor or relatively poor compared to national, regional or local similar areas. Indeed, there are
committed plans already in place to enhance the quality of bus and supporting infrastructure that will
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impact on demand and, possibly, mode share. At the moment, the narrative around this item seems to
be deliberately aiming towards a public transport solution of a particular type rather than developing an
evidence base to support a reason / rationale for it.
Similarly, on TPO 3, there is limited supporting evidence to show that current transport infrastructure
and services act to discourage investment in the Levenmouth area. There is some evidence from the
business survey that businesses believe parts of the current transport network are poor and impact on
performance. However, the survey sample size is small and there doesn’t appear to be any evidence
that the situation in Levenmouth is greater than other, similar areas and, perhaps more importantly, that
the current provision is actually discouraging new businesses from locating in the area or discouraging
investment by current businesses [i.e. better transport infrastructure will lead to more investment and,
consequently, attract and create more jobs]. This is particularly true of the freight service which is a key
component of one of the two options considered in the Part 2 appraisal. With regard to demand for use
of a freight line in the future, there are a number of references to ‘if’, ‘maybe’, ‘possibly’ and ‘potentially’.
However, there is nothing to show that the lack of a freight line at the moment is acting as a constraint
or causing problems, or that it will actually create an opportunity and businesses will definitely, rather
than possibly, use it.
Again, there seems to be a disconnect between the evidence presented in the chapter and TPO 4.
There is little to suggest that the current transport network is a problem or acting as a constraint for
tourist visits to Levenmouth and East Neuk, or that by investing in transport this would create an
opportunity. In particular, there is limited hard evidence from tourism organisations, such as Visit
Scotland, to back up the claims made, especially around the opportunities that improving the transport
network would generate.
Overall there is a lack of a logic trail between the evidence presented and the TPOs generated. This is
not to say that the TPOs are wrong, it is simply that, as it stands, what is presented doesn’t lead one to
see the linkages and connection.
Finally, on the TPOs, the objectives are not SMART. This could, to some degree, be a reflection of the
evidence presented not being thorough and quantified, therefore making it difficult to then quantify what
needs to be achieved to measure performance and success.
Options Tested
Given the limited evidence presented of the problems, issues, constraints and opportunities, there is a
clear disconnect between these and the TPOs. Because the options are designed to achieve the TPOs
there is a further disconnect between the options developed and the problems, opportunities etc and it
is not clear that suitable and the most effective options have been identified to be taken forward to the
appraisal.
However, if we take the problems identified as given, and the TPOs as sensible reflections of the
problems etc., there still seems to be a disconnect between the TPOs and the options selected. For
example, given the nature of some of the problems identified and the industrial nature of economic
activity at Levenmouth, the absence of road-based options is notable. Access to the area from the west
is via single carriageway routes, the A915 via the congested north eastern corner of Kirkcaldy, and the
longer A911 via Glenrothes, also congested around Glenrothes. Arguably options providing improved
road connectivity should have been included – or at least the rationale for not including road options
needs to be more clearly set out.
Appraisal Against Transport Planning Objectives
While there is a clear disconnect between the evidence gathered around the problems, opportunities
etc. and the links to the TPOs, the existing STAG Report has a very limited appraisal of the options
against the TPOs, instead focussing on the STAG criteria. The appraisal will therefore benefit from
additional analysis of the options and their contribution (quantified where possible) to meeting the
objectives set.
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Economy Appraisal
The appraisal undertaken to assess the economic impacts is not consistent with the current Guidance.
This likely reflects timing as the current guidance on the STAG economy criterion was updated following
the completion of the STAG Report.
To comply with the current guidance, analysis of Wider Economic Benefits will need to be undertaken.
If the analysis is not to be updated to account for the revised guidance, then the current section on
Economic Activity and Location Impacts (EALI) should be looked at again. Given that TPO 3 focuses on
investment (economic activity) and jobs, this section should be used to provide an indication of the
extent of the impact of the options in these areas. In addition, the analysis undertaken to date doesn’t
consider how much of the benefits claimed to be generated by the two options are simply displaced from
other parts of Fife, Central Belt or wider across Scotland. At the moment the results suggest that the
impacts will be 100% additional at the Scotland level and do not take account of any consequential
downside activity elsewhere in response to an increase in the Levenmouth area. While this may be
possible, it is unlikely and at the very least needs to be supported by an evidence base.
The BCR for the rail option (Option B) is 1.31, while the BCR for the bus option (Option B) equates to
5.19. This suggest that, in terms of monetised costs and benefits, the bus option offers significantly
greater value for money. Yet the Report identifies the rail option as the preferred option. There is no
convincing reason to support this decision.
Demand Forecasting
As part of a previous Lot 4 Task Order, PBA undertook a review of the demand forecasting methodology
applied to inform the TEE. In summary, the review concluded with two areas of risk associated with the
work undertaken: overall approach taken; and technical points with the patronage forecasts. The
conclusions of the previous work are summarised below.
The overall approach taken has been to develop a spreadsheet-based model to generate a forecast of
AM peak hour rail commuting demand to and from the new stations at Leven and Cameron Bridge,
based on a combination of (i) Census travel to work data from 2011 and (ii) a mode-choice model
populated with local generalised time data. This figure has then been factored up to an annual all-travel
purpose patronage figure using factors derived from TMfS12 station demand data and ORR Station
Entry and Exit Data.
Whilst this type of ‘sketch-based’ approach is suitable for a well-developed Part 1 Appraisal (for example
to provide a broad order of magnitude indication of benefits), it cannot be considered appropriate for a
Part 2 Appraisal. For a Part 2 Appraisal of a scheme of this scale (both in terms of capital cost and the
scope of impacts (across modes and geographies)), it would be expected to see the proposal tested in
an area-wide, fit-for-purpose, calibrated and validated multi-model transport model. Such a model would
be based on recognised data and behavioural response parameters which would have been
independently audited, providing a degree of confidence in the results which cannot be drawn from an
un-audited spreadsheet model.
In addition, and importantly, there is very little commentary in the report regarding the nature of the
forecast users of Levenmouth and Cameron Bridge stations. Confidence in the forecasts would increase
if the reader was able to understand:
the nature of the journeys forecast to be undertaken through the new stations in terms
of (a) origins of ‘inbound to Levenmouth’ and destinations of ‘outbound from Levenmouth’
trips, (b) peak and off peak demand, (c) journey purpose, and (d) how these may change
over time; and
the counterfactual – i.e. what would the forecast users of the new stations have done in
the event of the new service not being introduced – this helps to understand the derivation
of the economic benefits.
Overall the approach employed in the STAG to demand forecasting is highly sensitive to a range of
assumptions made in the spreadsheet model, and this impacts on the degree of confidence with which
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
the results can be treated. Further analysis would be required to reduce this level of uncertainty and
increase confidence in the forecast.
The main areas of specific risk with respect to the patronage forecasts about which more clarity could
be sought are:
The derivation of AM peak hour commute figures from total 2011 Census figures. There
is a risk that the forecast has been derived from a base daily commuting figure which is too
high, having not fully accounted for the range of factors which determine what percentage
of the workforce actually travel to work on any given day – this would have the effect of
inflating the forecasts. This becomes an even greater issue when one considers that one of
the key drivers of demand travelling to Levenmouth will be the Diageo factory where many
employees work shifts [i.e. they will be travelling to and from work at times when no services
are running].
The treatment of P & R choice in the mode choice model, in particular P & R at Kirkcaldy
versus the new stations and the representation of higher frequency services there. This
would be a key choice facing Levenmouth residents in the event of a new service to Leven
and the issues around this are not explored in the report. If this choice is not accounted for
there is a risk that the forecast patronage is overestimated as Levenmouth residents may
continue to drive to Kirkcaldy.
The within-mode behavioural responses appear to include a large switch from bus to bus-
rail - previous station access survey data suggests that bus-rail commuting is not common.
The geographical distribution of the new rail trips and the apparent reliance on intra-Fife
rail-based commuting which is not a major market at present. These points relate to the
nature of the forecast users of the new service. If the forecasts are reliant on travel
behaviours which are not commonly found, there is a risk that patronage is over-estimated.
The potential sensitivity to future development aspirations in Levenmouth. If the
quantum of development in the Levenmouth area is not reached, this would have a material
impact on the 2032 patronage figures and hence the economic benefits and the BCR.
The annualisation factors used to factor up AM peak hour commuting to annual station
entries & exits. The annual patronage figures and hence economic benefits derived in the
report are highly sensitive to these assumptions regarding annualisation and this is a
significant risk.
There is little clarity on the potential negative impacts at other Fife stations with the
recasting of services to serve Levenmouth, particularly at Glenrothes with Thornton. It is
also not clear if these impacts have been quantified in the analysis.
Given the potential risks and uncertainties associated with a ‘sketch’ approach of this nature, it was
recommended that the Levenmouth scheme be tested in an appropriate multi-modal transport model to
provide a consistent and comprehensive area-wide demand forecast and economic appraisal, before
being progressed further.
A transport model will also be a useful tool in measuring the impact/performance of the scheme against
any revised SMARTer TPOs.
Timetabling and Operational Feasibility
The STAG Report (11.7.7, page 180) explains that to reach a firm conclusion on an optimal service
pattern, and therefore the rail option, would require additional detailed rail timetabling. It is added that
this analysis is disproportionate for the STAG appraisal and would more likely be required as part of the
GRIP design and implementation process. While this may be correct, we understand there is timetable
development work ongoing towards the new ScotRail express timetable (which will impact on Fife) due
for introduction in December 2018. Consequently, it will be important to revisit and update the
Levenmouth timetable options as part of the STAG completion. This will need to be done in advance of,
and feed into, the transport modelling exercise to inform the economic appraisal.
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
In addition, the opportunity for a Fife-based depot doesn’t seem to be based on any supporting evidence.
It was looked at before by ScotRail and deemed not to be economically viable and there is nothing
presented in the document to suggest the reasons for arriving at that conclusion have changed.
Cost Assumptions
These are dated (derived in 2008) and need a thorough revisiting in consultation with Network Rail.
While the 2008 figure has been updated to account for cost inflation, a more detailed review of each
cost element is required to understand how realistic the figures are.
Risk Analysis
Given the considerable list of risks identified and the potential impact of these (together with a number
of uncertainties and assumptions therefore made), it is surprising that there is limited monetised
quantification of amending some of the important assumptions and how these impact on the results.
STAG Report Summary and Conclusions
Due to the limited evidence supporting the Problems, Issues, Opportunities and Constraints chapter,
leading to questionable TPOs and options developed, together with the weaknesses in the approach to
the demand forecasting, and therefore the transport economics analysis and results, a number of the
conclusions need to be questioned. For example, the claim that ‘a rail freight link for the area may open
up the type and scale of industry that can operate in the Levenmouth area potentially impacting on
inward investment levels’, is hard to support based on the evidence and analysis and it could quite easily
not open up any opportunities.
In addition, the opportunity for a Fife-based depot doesn’t seem to be based on any supporting evidence.
It was looked at before by ScotRail and deemed not to be economically viable and there is nothing
presented in the document to suggest the reasons for arriving at that conclusion have changed.
In addition to supporting inward investment, it is claimed that the transport options will help attract
tourists to the area. There is no estimate of the likely impacts generated by the options (or evidence that
transport is a constraint in attracting tourists or inward investment) or indeed if the tourism marketing
initiatives referred to alone would have a sufficient positive impact on attracting tourists.
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix B Engagement Programme
Council
Departments
Transport
Planning
Environmental
Economic
Equalities
Transport
Industry
Stagecoach
CPT
Abellio
ScotRail
Network Rail
Freight
Industry –
FTA, RHA
SEStran
Business
and Tourism
Chamber of
Commerce
Federation of
Small
Businesses
Additional local
business
groups e.g.
BIDs (Kirkcaldy
and
Dunfermline)
Large
Businesses in
locale
Visit Scotland
Local tourism
bodies
Environment
SNH
SEPA
Elected
Officials
Members of
Parliament
MSPs
Elected
council
members
Active Travel
sustrans
Cycling
Scotland
Paths for All
Local walking
/ cycling
groups and
bodies
Other
Emergency
services
Higher and
further
education
institutes
NHS
Equality
Groups
Local
Groups
Community
Councils
Local
Environmental
groups
Levenmouth Rail
Campaign
Transport
Scotland
Policy
Rail
Bus
Face-to-face meeting
Telephone discussion
Workshop
Information email
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix C Travel to Work Mode Share for Selected Comparator Locations
Work Mainly at or
From Home, 8%
Train, Underground,
Metro, Light Rail or
Tram, 3%
Bus, Minibus or
Coach, 7%
Driving a Car or Van,
61%
Passenger in a Car
or Van, 8%
Cycling, 1%
Walking,
10%
Other Mode, 2%
TRAVEL-TO-WORK MODE SHARETRAVEL-TO-WORK MODE SHARE, KIRKCALDY RESIDENTS
Work Mainly at or
From Home, 8%
Train, Underground,
Metro, Light Rail or
Tram, 6%
Bus, Minibus or
Coach, 8%
Driving a Car or Van,
61%
Passenger in a
Car or Van, 6%
Cycling, 1%
Walking,
8%
Other Mode, 2%
TRAVEL-TO-WORK MODE SHARETRAVEL-TO-WORK MODE SHARE, DUNFERMLINE RESIDENTS
Work Mainly at or
From Home, 8%
Train, Underground,
Metro, Light Rail or
Tram, 3%
Bus, Minibus or
Coach, 5%
Driving a Car or Van,
60%
Passenger in a Car
or Van, 5%
Cycling, 2%
Walking, 15%
Other Mode, 1%
TRAVEL-TO-WORK MODE SHARETRAVEL-TO-WORK MODE SHARE, CUPAR RESIDENTS
Work Mainly at or
From Home, 11%
Train, Underground,
Metro, Light Rail or
Tram, 4%
Bus, Minibus or
Coach, 11%
Driving a Car or Van,
54%
Passenger in a Car
or Van, 6%
Cycling, 1%
Walking,
10%
Other Mode, 2%
TRAVEL-TO-WORK MODE SHARETRAVEL-TO-WORK MODE SHARE, ALL SCOTLAND RESIDENTS
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix D Mode of Travel to Workplace
Locations
Work Mainly at or
From Home
20%
Bus, Minibus or
Coach
5%
Driving a Car or Van
44%
Passenger in
a Car or Van
7%
Cycling
2%
Walking
21%
Other Mode
1%
Mode of Travel To Work From Levenmouth
Mode of Travel for Levenmouth Residents working in Levenmouth
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Bus, Minibus or
Coach
14%
Driving a Car or Van
75%
Passenger
in a Car or
Van
10%
Walking
1%
Other Mode
1%
Mode of Travel To Work From Levenmouth
Mode of Travel for Levenmouth Residents working in Kirkcaldy
Bus, Minibus
or Coach
7%
Driving a Car or Van
82%
Passenger in
a Car or Van
8%
Cycling
1%
Walking
1%
Other Mode
1%
Mode of Travel To Work From Levenmouth
Mode of Travel for Levenmouth Residents working in Glenrothes
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Train, Underground,
Metro, Light Rail or
Tram
26%
Bus, Minibus
or Coach
11%
Driving a Car or Van
58%
Passenger in a Car
or Van
5%
Mode of Travel To Work From Levenmouth
Mode of Travel for Levenmouth Residents working in Edinburgh
Train, Underground,
Metro, Light Rail or
Tram, 7%
Bus, Minibus or
Coach, 7%
Driving a Car or Van,
80%
Passenger in a Car
or Van, 7%
Mode of Travel To Work From Levenmouth
Mode of Travel for Levenmouth Residents working in Dundee
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix E Public Travel Survey
Background
Levenmouth Sustainable Transport Study - Travel Survey
This survey is primarily aimed at residents of the Levenmouth Area.This survey is primarily aimed at residents of the Levenmouth Area.
Transport Scotland, working collaboratively with Fife Council, has commissioned Peter Brett
Associates (PBA) to undertake a Sustainable Transport Study for Levenmouth in line with its Scottish
Transport Appraisal Guidance (STAG).
The initial process involves identification and assessment of problems and opportunities not being
realised on the existing transport network which affect the community on a daily basis. PBA is
currently analysing evidence of transport problems and opportunities across the area, but we would
like to supplement the research with the opinions of the local community across Levenmouth and the
surrounding area. Essentially, we would like to understand the transport problems faced and
opportunities not being realised and how this impacts on the local people and communities in the
area.
As such, we would appreciate you taking the time to complete this survey which should take no longer
than 10 minutes. Please be assured that no personal details will be provided to our client or any third
parties. Information collected will be done so in a manner fully compliant with new General Data
Protection Regulation (GDPR).
Please note, you can return to the survey to complete it at any time by using the original link.
The deadline for participation is Monday 25th June 2018.
Thank you for participating.
1
General travel information
Levenmouth Sustainable Transport Study - Travel Survey
1. Where do you currently live?
Leven
Buckhaven
Methil
Windygates
Kennoway
Lundin Links/Lower Largo/ Upper Largo
East Wemyss/Coaltown of Wemyss
Towns and villages within the East Neuk
Markinch
St Andrews
Glenrothes
Kirkcaldy
Dunfermline
Edinburgh
Dundee
Perth
Other (within Fife)
Other (outwith Fife)
2
General travel information
Levenmouth Sustainable Transport Study - Travel Survey
2. Do you currently have access to a car?
Yes, I have full access to a car whenever I need
I have limited access to a car when other people are not using it
I have no access to a car and I am reliant on other modes of transport or lifts
3
General travel information
Levenmouth Sustainable Transport Study - Travel Survey
*
4
Employment Retail/Shopping Leisure Education
Visiting
family
and
friends
Health
appointments Personal
Leven
Buckhaven
Methil
Windygates
Kennoway
Lundin
Links/Lower
Largo/ Upper
Largo
East
Wemyss/Coaltown
of Wemyss
Towns and villages
within the East
Neuk
St Andrews
Markinch
Glenrothes
Kirkcaldy
Dunfermline
Edinburgh
Dundee
Perth
Glasgow
Other – within Fife
Other – out-with
Fife
3. Which locations do you most regularly travel to and what is/are the main
purpose(s) of these trips? (Select all that apply)
*
5
General travel information
Levenmouth Sustainable Transport Study - Travel Survey
4. What is your most frequent mode of travel? (Select one option only)
Car (as driver)
Car (as passenger)
Bus
Rail
Taxi
Motorcycle
Walk
Cycle
6
Suitability of the existing transport network
Levenmouth Sustainable Transport Study - Travel Survey
Strongly
agree Agree
Neither agree
nor disagree Disagree
Strongly
disagree
Not
applicable
Travel to access
employment
Travel to access
education facilities
Accessing health
care
(hospitals/surgeries)
Taking holidays and
short breaks
Visiting friends and
relatives
Providing access to
leisure opportunities
Providing access to
retail opportunities
Providing access to
cultural activities
Travel to access
training
opportunities
5. Do you believe the existing transport network (road, bus, rail, walking and
cycling routes) fulfills your needs for the following purposes?
7
Suitability of the existing transport network
Levenmouth Sustainable Transport Study - Travel Survey
Strongly
agree Agree
Neither agree
nor disagree Disagree
Strongly
disagree N/A
Has positively
influenced my
decision to live in
the Levenmouth
area
Has positively
influenced my
decision to work
in the
Levenmouth area
Allows me to
access
employment
opportunities
outside the
Levenmouth area
Allows me to
socialise and / or
meet people
Helps me live an
active and healthy
lifestyle
Is frequent
enough for my
requirements
6. To what extent do you agree with each of the following statements:
The existing transport network (road, bus, rail, walking and cycling routes)
8
Is fast enough for
my requirements
(e.g. suitable
journey times)
Is affordable
compared to car
Has enough seats
available when I
want to travel
Feels safe and
secure
Is close enough to
my place of
residence
Allows me to
travel where I
need without too
many
interchanges
Strongly
agree Agree
Neither agree
nor disagree Disagree
Strongly
disagree N/A
9
Problems and Issues associated with travel within the
local/Levenmouth area
Levenmouth Sustainable Transport Study - Travel Survey
7. Do you feel that any of the following have a negative impact on your ability
to travel within the Levenmouth area? (Select all that apply)
Long travel times to get to destinations
Cost of travel
Limited choice of travel modes
Frequency of public transport services
Times of operation of public transport
services
Number of interchanges required when using
public transport
Safety concerns while travelling
Lack of cycling infrastructure - cycle storage,
cycle lanes
Lack of joined up cycle routes
Lack of direct public transport routes
Emissions from cars and public transport
Road congestion
Parking provision at destination
Other (please specify)
10
Problems and Issues associated with travel within the
local/Levenmouth area
Levenmouth Sustainable Transport Study - Travel Survey
8. Considering your answers, what do you believe is the single biggest problem
identified when travelling within the Levenmouth area? (Select one option
only)
Long travel times to get to destinations
Cost of travel
Limited choice of travel modes
Frequency of public transport services
Times of operation of public transport
services
Number of interchanges required when using
public transport
Safety concerns while travelling
Lack of direct public transport routes
Lack of cycling infrastructure - cycle storage,
cycle lanes
Emissions from cars and public transport
Road congestion
Lack of joined up cycle routes
[Insert text from Other]
Parking provision at destination
11
Problems and Issues associated with travel from the Levenmouth
area
Levenmouth Sustainable Transport Study - Travel Survey
9. Do you feel that any of the following have a negative impact on your ability
to travel from the Levenmouth area to the rest of Fife and beyond? (Select all
that apply)
Long travel times to get to destinations
Cost of travel
Limited choice of travel modes
Frequency of public transport services
Times of operation of public transport
services
Number of interchanges required when using
public transport
Safety concerns while travelling
Lack of cycling infrastructure - cycle storage,
cycle lanes
Lack of joined up cycle routes
Lack of direct public transport routes
Emissions from cars and public transport
Road congestion
Parking provision at destination
Other (please specify)
12
Problems and Issues associated with travel from the Levenmouth
area
Levenmouth Sustainable Transport Study - Travel Survey
10. Considering your answers, what do you believe is the single biggest problem
identified when travelling from the Levenmouth area to the rest of Fife and
beyond? (Select one option only)
Long travel times to get to destinations
Cost of travel
Limited choice of travel modes
Frequency of public transport services
Times of operation of public transport
services
Number of interchanges required when using
public transport
Safety concerns while travelling
Lack of direct public transport routes
Lack of cycling infrastructure - cycle storage,
cycle lanes
Emissions from cars and public transport
Road congestion
Lack of joined up cycle routes
[Insert text from Other]
Parking provision at destination
13
Current travel difficulties
Levenmouth Sustainable Transport Study - Travel Survey
Employment Retail/Shopping Leisure Education
Visiting
family
and
friends
Health
appointments Personal
Leven
Buckhaven
Methil
Windygates
Kennoway
Lundin
Links/Lower
Largo/ Upper
Largo
East
Wemyss/Coaltown
of Wemyss
Towns and villages
within the East
Neuk
St Andrews
Markinch
Glenrothes
Kirkcaldy
Dunfermline
11. Which, if any, of the following locations would you like to travel to on a
regular basis (that you currently cannot due to transport provision) and what
do you believe would be the main purpose(s) of these trips? (Select all that
apply)
14
Edinburgh
Dundee
Perth
Glasgow
Other – within Fife
Other – out-with
Fife
Employment Retail/Shopping Leisure Education
Visiting
family
and
friends
Health
appointments Personal
15
Car Travel /Road Network
Levenmouth Sustainable Transport Study - Travel Survey
12. Do you travel regularly by car? (either as driver or passenger)
Yes
No
16
Car / road network
Levenmouth Sustainable Transport Study - Travel Survey
13. Do you feel that any of the following have a negative impact on your ability
to travel on the road network? (Select all that apply)
Congestion and delays
Unreliable journey times
Accident and safety concerns
Slow moving vehicles (HGVs and agricultural
vehicles)
Poor driving behaviour by other drivers, e.g.
speeding
Delays at key junctions
Poor quality road surfaces
Narrow road widths
Parking provision at destination
Don't face any problems while travelling by
car
Other (please specify)
17
Car / road network
Levenmouth Sustainable Transport Study - Travel Survey
14. How do the problems identified impact upon and affect you? (Select all that
apply)
Late for work
Early/Late journey start required to avoid
delay
Reduces access to new or better jobs
Late for and miss appointments
Difficulty in accessing key services such as
health, education, leisure and
shopping/retail
Feelings of social and economic isolation
Feelings of social exclusion
Other (please specify)
18
Car / road network
Levenmouth Sustainable Transport Study - Travel Survey
15. Are there any problems that prevent you from using public transport at all
or more regularly?
Yes
No
19
Car / road network
Levenmouth Sustainable Transport Study - Travel Survey
16. What are the problems that prevent you from using public transport at all or
more regularly? (Select all that apply)
Lack of direct services
Poor service frequencies
Cost of public transport
Lack of active modes infrastructure (cycle
parking etc)
Long journey times
Service reliability
Too many interchanges required to access
key destinations
Accessibility (physical limitations getting
onto/off of public transport services)
Quality of vehicle
Long walk to bus stop
Other (please specify)
20
Bus
Levenmouth Sustainable Transport Study - Travel Survey
17. Do you travel regularly by bus within the local Levenmouth area?
Yes
No
21
Bus
Levenmouth Sustainable Transport Study - Travel Survey
18. Do you feel that any of the following have a negative impact on your ability
to travel by bus within the local Levenmouth area? (Select all that apply)
No problems
Long journey times
Journey time reliability
Service frequency
Service reliability
Lack of direct routes
Overcrowded services
Poor quality bus stops
Poor quality vehicles
Lack of information about services
Number of interchanges required to access
key destinations
Other (please specify)
22
Bus
Levenmouth Sustainable Transport Study - Travel Survey
19. How do the problems identified impact upon and affect you? (Select all that
apply)
Late for work
Early / Late journey start required to avoid
delay
Reduces access to new or better jobs
Late for and miss appointments
Difficulty in accessing key services such as
health, education, leisure and
shopping/retail
Feelings of social and economic isolation
Feelings of social exclusion
Other (please specify)
23
Bus
Levenmouth Sustainable Transport Study - Travel Survey
20. Why do you not travel regularly by bus within the local Levenmouth area?
(Select all that apply)
Prefer the car
Long journey times
Buses are unreliable
High bus fares
Low frequency
No direct routes to where I need to go
Overcrowded services
Timetable issues - no service early enough in
the morning or late enough in the day
Bus travel makes me unwell
Poor quality bus stops and infrastructure
Poor quality buses
Lack of information about services
Other (please specify)
24
Bus
Levenmouth Sustainable Transport Study - Travel Survey
21. Do you travel regularly by bus from the local Levenmouth area to other
areas?
Yes
No
25
Bus
Levenmouth Sustainable Transport Study - Travel Survey
22. Do you feel that any of the following have a negative impact on your ability
to travel by bus from the local Levenmouth area to other areas? (Select all that
apply)
No problems
Long journey times
Journey time reliability
Service frequency
Service reliability
Lack of direct routes
Overcrowded services
Poor quality bus stops
Poor quality vehicles
Lack of information about services
Number of interchanges required to access
key destinations
Other (please specify)
26
Bus
Levenmouth Sustainable Transport Study - Travel Survey
23. How do the problems identified impact upon and affect you? (Select all that
apply)
Late for work
Early / Late journey start required to avoid
delay
Reduces access to new or better jobs
Late for and miss appointments
Difficulty in accessing key services such as
health, education, leisure and
shopping/retail
Feelings of social and economic isolation
Feelings of social exclusion
Other (please specify)
27
Bus
Levenmouth Sustainable Transport Study - Travel Survey
24. Why do you not travel regularly by bus from the local Levenmouth area to
other areas? (Select all that apply)
Prefer the car
Long journey times
Buses are unreliable
High bus fares
Low frequency
No direct routes to where I need to go
Overcrowded services
Timetable issues - no service early enough in
the morning or late enough in the day
Bus travel makes me unwell
Poor quality bus stops and infrastructure
Poor quality buses
Lack of information about services
Other (please specify)
28
Rail
Levenmouth Sustainable Transport Study - Travel Survey
25. Do you travel regularly by rail?
Yes
No
29
Rail
Levenmouth Sustainable Transport Study - Travel Survey
26. Do you feel that any of the following have a negative impact on your ability
to travel by rail to areas outside Levenmouth? (Select all that apply)
No problems
Nearest station located too far away
Long journey times
Journey time reliability
Service frequency
Service reliability
Lack of direct routes
Overcrowded services
Poor quality stations
Lack of information about services
Number of interchanges required to access
key destinations
Other (please specify)
30
Rail
Levenmouth Sustainable Transport Study - Travel Survey
27. How do the problems identified impact upon and affect you? (Select all that
apply)
Late for work
Early / Late journey start required to avoid
delay
Reduces access to new or better jobs
Late for and miss appointments
Difficulty in accessing key services such as
health, education, leisure and
shopping/retail
Feelings of social and economic isolation
Feelings of social exclusion
Other (please specify)
31
Rail
Levenmouth Sustainable Transport Study - Travel Survey
28. Why do you not travel regularly by rail to areas outside Levenmouth?
(Select all that apply)
Nearest station is located too far away
No routes where I need to go
Faster options than to travel to a rail station
and then get rail to my destination
Cost of rail travel
Timetable issues - no services early enough
in the morning or late enough in the evening
Poor service frequency from nearest train
station
No/Limited parking available at the rail
station which I would like to use
Lack of information about services
Other (please specify)
32
Walking and Cycling
Levenmouth Sustainable Transport Study - Travel Survey
29. Do you travel regularly by active travel modes (walking and cycling)?
Yes
No
33
Walking and Cycling
Levenmouth Sustainable Transport Study - Travel Survey
30. What are the main barriers to you in making more journeys by active travel
modes? (Select all that apply)
No barriers
I don't want to walk or cycle
Distances are too far to where I need to go
Concerns over safety
Lack of available walking and cycling routes
Lack of cycle parking facilities
Lack of other facilities (e.g. showers at
destination)
Lack of covered facilities at transport
interchanges
No access to a bike
Physical limitations
Weather
Other (please specify)
34
Transport Improvements
Levenmouth Sustainable Transport Study - Travel Survey
31. Generally, what type of transport improvements would be useful to you as
you travel within or from the Levenmouth area? (Select all that apply)
Improved public transport service provision
between key destinations, e.g. additional
direct bus services
Extended public transport timetables, e.g.
bus services which begin earlier in the
morning and run later in the evening
Improved public transport journey times to
key destinations
Better integration between public transport
services, i.e. timetables integrated between
modes and services
Increased park and ride opportunities
Higher quality public transport vehicles
Integrated and smart ticketing options
Improved public transport information
provision
Safe, high quality walking and cycling routes
35
Transport Improvements
Levenmouth Sustainable Transport Study - Travel Survey
32. From the transport improvements above, what would be the key benefits to
you? (Select all that apply)
Shorter journey times
Improved travel mode choices
Improved access to employment
opportunities
Improved access to education opportunities
Improved access to health care and services
Improved access to leisure opportunities
Improved access to shopping/retail
opportunities
Improved access to cultural opportunities
Improved access to training opportunities
Other (please specify)
36
Other comments
Levenmouth Sustainable Transport Study - Travel Survey
33. If you have any other comments about the transport network, which you
have not had a chance to comment upon, please note here
37
About you
Levenmouth Sustainable Transport Study - Travel Survey
34. Please provide your home postcode. If you do not wish to provide this,
please provide the first section, e.g. KY7 2
We only ask this for analysis purposes to allow us to correlate our responses
with distances from the study area
*
38
About you
Levenmouth Sustainable Transport Study - Travel Survey
35. Are you
*
Male
Female
Prefer not to say
39
About you
Levenmouth Sustainable Transport Study - Travel Survey
36. Please indicate your age range
*
Under 16 (full time education)
16-24
25-34
35-44
45-54
55-59
60-64
65-69
70-79
80 and over
Prefer not to say
40
About you
Levenmouth Sustainable Transport Study - Travel Survey
37. What is your current employment status?
*
Employed full time
Employed part time
Self employed
Unemployed
Student
Homemaker
Retired
Carer
Unable to work
Prefer not to say
41
End of survey
Levenmouth Sustainable Transport Study - Travel Survey
On behalf of Peter Brett Associates, Transport Scotland and Fife Council we would like to thank you
for participating in this survey.
Please click the button below to exit the survey.
42
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix F Business Survey
Introduction
Levenmouth Sustainable Transport Study - Business Survey
This survey is aimed at businesses primarily within the Levenmouth area and those in surroundingThis survey is aimed at businesses primarily within the Levenmouth area and those in surrounding
parts of Fife.parts of Fife.
Transport Scotland, working collaboratively with Fife Council, has commissioned Peter Brett
Associates (PBA) to undertake a Sustainable Transport Study for Levenmouth in line with its Scottish
Transport Appraisal Guidance (STAG).
We would like to understand the problems faced and opportunities not being realised on the transport
system and how this impacts on businesses in the area. We would also like to understand how
transport problems can affect the attractiveness of the area to do business and/or discourage inward
investment, and equally how transport opportunities could facilitate inward investment.
As such, we would appreciate you taking the time to complete this survey on behalf of your
business. The survey should take no longer than 10 minutes to complete and you can return to
complete it at any time by using the original link.
The deadline for participation is Friday 27th July 2018.Friday 27th July 2018.
Finally, please be assured that information collected will be done so in a manner fully compliant with
new General Data Protection Regulation (GDPR).
Thank you for participating.
1
About your business
Levenmouth Sustainable Transport Study - Business Survey
1.A What is the name of your business?
2
About your Business
Levenmouth Sustainable Transport Study - Business Survey
1.B Please briefly outline the nature of your business
3
About your Business
Levenmouth Sustainable Transport Study - Business Survey
2. What is the principal sector in which you operate?
Agriculture, forestry and fishing?
Mining, quarrying and utilities
Manufacturing
Construction
Motor Trades
Wholescale
Retail
Transport and Storage
Accommodation and Food Services
(including tourism)
Information and Communication
Finance and Insurance
Property
Professional, Scientific and Technical
Business Administration and Support
Services
Education
Health
Public Administration
Other (please specify)
4
About your Business
Levenmouth Sustainable Transport Study - Business Survey
3. Is your business based in Leven?
Yes
No
5
About your Business
Levenmouth Sustainable Transport Study - Business Survey
3.A Please select location. If you are located in multiple areas, please select
your base which is closest to Leven.
Buckhaven
Methil
Windygates
Kennoway
Lundin Links/ Lower Largo/ Upper Largo
East Wemyss/ Coaltown of Wemyss
Towns and villages within the East Neuk
Markinch
St Andrews
Glenrothes
Kirkcaldy
Dunfermline
Edinburgh
Dundee
Perth
Other (within Fife)
Other (outwith Fife)
6
About your Business
Levenmouth Sustainable Transport Study - Business Survey
4. Is the location which you noted in the previous question, your business's.....
Main premises
a local office/premises but not the main premises
7
About your Business
Levenmouth Sustainable Transport Study - Business Survey
5. How long have you operated from this location?
Less than 1 year
1 - 3 years
3 - 5 years
6 - 10 years
More than 10 years
8
About your Business
Levenmouth Sustainable Transport Study - Business Survey
Full time
Part time
Seasonal
Apprentices
6. Approximately how many people do you currently employ at this location?
9
About your Business
Levenmouth Sustainable Transport Study - Business Survey
7. Approximately how many people do you employ at other locations within
the UK?
10
Your WorkforceYour Workforce
About your People
Levenmouth Sustainable Transport Study - Business Survey
8. Can you tell us where your employees live? Please select as many as apply
and include any contractors based at your site.
*
Leven
Buckhaven
Methil
Windygates
Kennoway
Lundin Links/ Lower Largo/ Upper Largo
East Wemyss / Coaltown of Wemyss
Towns and villages within the East Neuk
Markinch
St Andrews
Glenrothes
Kirkcaldy
Dunfermline
Edinburgh
Dundee
Perth
Other (within Fife)
Other (outwith Fife
11
About your People
Levenmouth Sustainable Transport Study - Business Survey
Car
Car-share
Train
Bus
Walk
Motorcycle
Cycle
9. What do you consider to be the main mode of travel used by employees to
get to work. (Please provide an estimated % by mode with answers summing to
100)
12
About your People
Levenmouth Sustainable Transport Study - Business Survey
10. Do you have any difficulties in attracting and retaining staff?
Yes
No
13
About your People
Levenmouth Sustainable Transport Study - Business Survey
11. Why do you think these difficulties arise? (select all that apply)
Transport issues make it difficult for staff to
get to work at this location
Limited skills in the workforce
No capacity in the local workforce
Competition for jobs within my industry
Competition for jobs with other industries
Perception of Levenmouth as an area to work
Other (please specify)
14
About your People
Levenmouth Sustainable Transport Study - Business Survey
12. Do you feel that any of the following have a negative impact on your ability
to attract and retain staff? (select all that apply)
Long travel times to get to destinations
Cost of travel
Limited choice of travel modes
Frequency of public transport services
Times of operation of public transport
services
Number of interchanges required when using
public transport
Safety concerns while travelling
Lack of direct public transport routes
Emissions from cars and public transport
No impact
Road congestion
Other (please specify)
15
About your Location
Levenmouth Sustainable Transport Study - Business Survey
13. What do you feel are the key strengths of your current business location?
(select all that apply)
Transport links to get goods in / out
Transport links to get staff and customers in
and out
Access / proximity to customers
Access / proximity to suppliers
Large pool of local labour market
Natural resources nearby
Business rates
Facilities
Affordability of premises
Availability of suitable premises
Other (please specify)
16
About your Location
Levenmouth Sustainable Transport Study - Business Survey
14. What do you feel are the key weaknesses of your current business location?
(select all that apply)
Transport links to get goods in/out
Transport links to get staff and customers in
and out
Access / proximity to customers
Access / proximity to suppliers
Limited pool of local labour market
Skills and qualifications of the local labour
market
Lack of natural resources nearby
High Business rates
Poor Facilities
Affordability of premises
Availability of suitable premises
No weaknesses
Other (please specify)
17
About your Location
Levenmouth Sustainable Transport Study - Business Survey
15. You answered above that available transport links are a weakness to your
business location. Which of the following, if any, are the transport issues that
cause these weaknesses? (select all that apply)
Congestion on the road network causing
delays
Long travel times to get to destinations
Safety concerns on the road network
Cost of travel
Lack of direct public transport services
Frequency of public transport services
Number of interchanges required when using
public transport
Times of operation of public transport
services
Limited choice of travel modes
Emissions from cars and public transport
Poor walking and cycling links
Other (please specify)
18
Freight and Goods
Levenmouth Sustainable Transport Study - Business Survey
16. How significant to your business is the physical movement of goods?
Very significant
Significant
Neither Significant nor Insignificant
Insignificant
Very Insignificant
19
Freight and Goods
Levenmouth Sustainable Transport Study - Business Survey
17. What is your principal means of moving freight/goods/supplies or products
as part of your business?
LGVs / vans
HGVs / Lorries
Rail (container)
Rail (other)
Shipping (bulk)
Shipping (other)
Specialist equipment / plant
Tankers
Other (please specify)
20
Freight and Goods
Levenmouth Sustainable Transport Study - Business Survey
Own vehicles
Use haulage firm
(please indicate
name of firm)
Mix
Quantity of freight
in and out
When, ie, every day,
once a week....
Times, i.e.
overnight
deliveries, or, e.g.
need to make the
ferries at
Stranraer....
Where do your
goods go? E.g.
direct to customer;
to another mode of
transport (e.g.
container facility);
to a logistics/
consolidation hub
etc....
18. Do you move goods in your own vehicles or use a freight haulage firm?
21
About your Customers
Levenmouth Sustainable Transport Study - Business Survey
19. How do you primarily engage with your customers?
*
At my business premises
At another location (please state location in
Other box)
Online
Via telephone
Via social media
Other (please specify)
22
About your Customers
Levenmouth Sustainable Transport Study - Business Survey
20. How important is it for customers to be able to access your premises?
Very important
Important
Neither important or not important
Not so important
Not at all important
23
About your Customers
Levenmouth Sustainable Transport Study - Business Survey
21. Are there any transport issues which affect customers when accessing your
business premises?
Yes
No
24
About your Customers
Levenmouth Sustainable Transport Study - Business Survey
22. Which of the following transport issues, if any, do you feel affect your
customers when accessing your business? (select all that apply)
Congestion on the road network causing
delays
Long travel times to get to destinations
Safety concerns on the road network
Cost of travel
Lack of direct public transport services
Frequency of public transport services
Number of interchanges required when using
public transport
Times of operation of public transport
services
Limited choice of travel modes
Emissions from cars and public transport
Poor walking and cycling links
Ability to park at or near my premises
Other (please specify)
25
Your ideas for improvements
Levenmouth Sustainable Transport Study - Business Survey
1.
2.
3.
4.
5.
23. Are there any transport improvements you think would make a difference
to your business? If yes, please describe below.
26
Further comments
Levenmouth Sustainable Transport Study - Business Survey
24. Do you have any further comments?
27
Contact
Levenmouth Sustainable Transport Study - Business Survey
Name
Company
Website
Postal Code
Email Address
Phone Number
Are you happy to be contacted by Transport Scotland , Fife Council or Peter
Brett Associates to follow up on the information provided? If so, please
complete the contact details below.
28
Next steps:Next steps:
The information you have provided on behalf of your business will inform the evidence base of
transport problems and opportunities required as part of the wider transport appraisal process. Your
information will also help us develop transport planning objectives for the study as well as a wide
range of multi-modal transport options that could help address the problems and realise the
opportunities across the Levenmouth area transport network.
On behalf of Peter Brett Associates, Transport Scotland and Fife Council we would like to thank you
for participating in this survey.
Please click the button below to exit the survey.
End of Survey
Levenmouth Sustainable Transport Study - Business Survey
29
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Appendix G SRM12 Plots of Unmet Demand & V/C
Figure 7: Unmet demand, 2024 Do-Minimum, PM Peak Hour
Key:
Demand exceeds
capacity
Demand does not
exceed capacity
Kirkcaldy
Glenrothes
Leven
St Andrews
Dunfermline
Kinross
Cupar
Buckhaven
Methil
A92
M90
N
Levenmouth STAG_Initial Appraisal
Report_FINAL_issued_061218
Figure 8: Volume over Capacity ratio (V/C), 2024 Do-Minimum, PM Peak Hour
Key:
V/C < = 0.8
V/C > 0.8 < 1
V/C > = 1
Kirkcaldy
Glenrothes
Leven
St Andrews
Dunfermline
Kinross
Cupar
Buckhaven
Methil
A92
M90
N
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