The Scottish Government

« Previous | Contents | Next »

Listen

ROADS (SCOTLAND) ACT 1984; ACQUISITION OF LAND (AUTHORISATION PROCEDURE)(SCOTLAND) ACT 1947
M74 SPECIAL ROAD (FULLARTON ROAD TO WEST OF KINGSTON BRIDGE) ORDERS
REPORT OF PUBLIC LOCAL INQUIRY INTO OBJECTIONS
VOLUME 1 : MAIN REPORT

CHAPTER 2 : CURRENT POLICY BACKGROUND

National Policies

Working Together for Scotland - A Programme for Government

2.1 In January 2001 the Scottish Executive published " Working Together for Scotland - A Programme for Government" (Document TRA/A/7) that set out the Scottish Executive's overall policy priorities. As part of that, the Executive committed itself to increasing investment in transport infrastructure and to completing the M74 strategic link between Cambuslang and west of the Kingston Bridge by 2008.

A Partnership for a Better Scotland

2.2 In May 2003, the Scottish Executive published " A Partnership for a Better Scotland" (Document TRA/A/8). Recognising that the Scottish people and the Scottish economy need reliable, efficient transport and that an effective transport system is central to a thriving economy and strong communities, the Scottish Executive committed itself to completing the central Scotland motorway network. The M74C is a major element of this commitment. The document also contains a high level commitment to target 70% of transport expenditure on public transport by the year 2006.

The statutory development plan : the structure plan

2.3 The approved structure plan for the area is the Glasgow and the Clyde Valley Joint Structure Plan (2000), approved by the Scottish Ministers in 2002. The structure plan (document TRA/M/1) has 4 aims (page 8):

• To increase economic competitiveness, by identifying a framework of development opportunities which will meet the needs of new and expanding businesses, develop an inclusive economy and improve the attractiveness of the area for investment.
• To promote greater social inclusion and integration, by improving the quality of life and identity of local communities in terms of jobs, housing, services and environmental conditions, particularly for the most disadvantaged in society.
• To sustain and enhance the natural and built environment, particularly by the re-use of existing urban land and buildings and the sustainable use of natural resources.

These 3 aims are to be underpinned by aim 4,

• To integrate land uses and transportation, by promoting improved access to and between work, home, leisure and shops, in particular by public transport, and an increase in the proportion of goods moved by rail.

2.4 Each of these aims is expanded by additional commentary on page 9 of the plan. In particular, aim 2 makes reference to disadvantaged communities, concentrated in areas associated with poor housing, environment, and access to employment; aim 3 makes reference to vacant and derelict urban land, with mention of a particular concentration in Glasgow's East End; and aim 4 refers to the constraint on the effectiveness of the motorway system because the Clyde crossings are becoming critical bottlenecks, particularly the Kingston Bridge.

2.5 The structure plan sets out a strategic vision for the area (page 10). Two of the 3 key themes to achieve this vision are to strengthen communities and to promote a corridor of growth for new economic development. The corridor of growth embraces a large urban area along the River Clyde, focussed on the Glasgow conurbation. The supporting text (page 12) notes that the corridor contains most of the significant and long standing areas in need of renewal, where special initiatives are required to realise their potential. Among other things, improvements to public and private transport access along this corridor are central to the wellbeing of all communities of the conurbation. Priority matters for action include the improvement of public transport access along the corridor, and the completion of the road and rail network serving the corridor.

2.6 The structure plan (page 32) also gives priority to the promotion of 3 areas as Metropolitan Flagship Initiatives : the Clyde Waterfront; the Clyde Gateway; and Ravenscraig - Motherwell - Wishaw. The Clyde Waterfront embraces an extensive area along both banks of the Clyde, from Glasgow City centre to Greenock and Dumbarton. The Clyde Gateway project embraces the Glasgow East End, Gorbals, and Rutherglen/Cambuslang. Specific structure plan objectives for the Clyde Gateway are the completion of the M74 motorway and tackling the high concentration of urban vacant and derelict land.

2.7 The transport section of the structure plan (page 42) lists a number of transport improvements that would make important contributions to the strategic transportation network. The M74 Completion is listed among the road schemes proposed for development, and is shown on Key Diagram Inset B (page 43 - Strategic Transport Network Development Proposals). The justification for the inclusion of this project is given on page 44, where it states that there are " acknowledged gaps in the Strategic Road Network within the Structure Plan area which will have a significant impact upon the competitiveness of the Metropolitan Area over the longer term period up to 2020. These have already been the subject of detailed evaluation and justification, and previous approvals by the Secretary of State for Scotland". The text goes on to note that the M74 Completion " will improve access to and from Inverclyde, West Dunbartonshire, Renfrewshire and Glasgow International Airport, through Glasgow City Centre to Lanarkshire and the national motorway network of the M74/M6".

The statutory development plan : adopted local plans

2.8 The local plan for the section of the motorway route within the Glasgow City Council area is the Glasgow City Local Plan (document TRA/M/2), adopted in 2003. The aim of the plan for transport infrastructure (page 27) is to "reduce the need to travel, particularly by car, and to meet the needs of residents, visitors, commerce and industry by (among other things) creating improved conditions for economic development".

2.9 Paragraph 6.9 of the plan (page 28) states that " The East End and Riverside areas contain significant amounts of vacant land and derelict buildings poorly located in relation to transport infrastructure. To stimulate economic regeneration of these areas, gaps in Glasgow's strategic road network require to be filled, principally the M74 Completion…". Paragraph 6.10 states that " Completion of the M74, the crucial missing link in the Scottish motorway network, will relieve the congested Kingston Bridge and inner sections of the M8 and significantly improve road access to international transport facilities such as Glasgow Airport and Eurocentral. The M74 completion will help deliver the Clyde Gateway Initiative identified in the Joint Structure Plan. Its completion will improve access to the area responsible for generating over 60% of Scotland's manufactured exports and help to unlock vacant industrial land and buildings".

2.10 Text following paragraph 6.11 of the plan (page 28) states the City Council's commitment to the implementation of the M74 Completion, indicating that it is of national strategic importance. The route of the proposed motorway is safeguarded in the development control manual forming part 2 of the City Plan (policy TRANS 1 - page 173) and is shown on the Proposals Map (figure 6.4) and on the Transport Route Reservations Plan.

2.11 The adopted local plan for the section of the motorway route within the South Lanarkshire Council area is the Cambuslang/Rutherglen Local Plan (document TRA/T/1a-1c), adopted in 2002.

2.12 The local plan strategy is to promote urban renewal. Policy STRAT 1 : Urban Renewal (paragraph 2.14) states :

'The Local Plan strategy will be to facilitate development and other investment in the urban area in support of the process of renewal and regeneration, in particular, through measures to:

[a] remediate and redevelop vacant and derelict land;
[b] promote the development of brownfield sites for housing, industry/business, and other uses;
[c] enhance the vitality and viability of town and village centres;[d] integrate land use and transportation
planning'.

2.13 This is supported by three other strategic policies which expand on the measures identified within it. These are :

Policy STRAT 2: Promotion of Brownfield Development

'The Council will work in partnership with Scottish Enterprise Lanarkshire, Scottish Homes and other agencies and private sector interests in developing and implementing a rolling programme for the remediation of contaminated sites and redevelopment of vacant and derelict land.

Policy STRAT 3: Support for Town and Village Centres

'The Local Plan strategy requires that the vitality and viability of the town and village centres within the area, particularly Rutherglen and Cambuslang town centres, shall be sustained and enhanced through integrated development, transportation and environmental policies and proposals.

Policy STRAT 4: Integrated Land Use and Transportation Planning

'The Local Plan strategy requires the integration of land use and transportation planning to:

[a] minimise the demand for travel, particularly by private car;
[b] maximise the use of public transport;
[c] encourage cycling and walking;
[d] protect the environment;
[e] maximise the opportunities which the proposed M74 extension will create'.

Transport Policies

NPPG 17 : Transport and Planning

2.14 This national planning policy guideline sets out the Government's policies on planning and transport matters. It covers a wide range of topics. Those that are of particular relevance to the subject matter of this inquiry are as follows.

2.15 The NPPG promotes (paragraph 6) an integrated approach to land use, economic development, transport and the environment, based on the following objectives :

• to meet Government commitments and targets on greenhouse gases and local air quality;
• to maintain and enhance the quality of urban life…..;
• to maintain and enhance the natural and built environment, through restricting adverse environmental impacts….;
• to support sustainable economic development within a pattern of land use and integrated transport which serves the economy and communities, promotes genuine choice of transport mode, facilitates a reduction in car use, and supports more use of walking, cycling and public transport.

2.16 Land use planning is expected (paragraph 7) to contribute to these objectives by:

• reducing the need to travel;
• enabling people to access local facilities over local networks by short walking or cycling trips;
• supporting the provision of high quality public transport to development, in order to persuade motorists that public transport is more attractive to them than car use;
• and supporting the management of motorised travel to enable it to undertake its essential role effectively, but in all other respects to contribute to sustainable transport objectives.

2.17 Paragraphs 14-17 of the NPPG note that :

• Good access is a key element in enabling Scotland's economy to be successful... An essential component is integrated transport infrastructure.
• In 1996, 62% of Scottish households had use of a car. For those households or members of households without access to a car, accessibility beyond walking or cycling distance depends on a good quality, safe, reliable public transport service.
• Lack of choice in transport can exclude people from opportunities enjoyed by the majority of society.

2.18 Among the general principles for transport and planning policy, paragraph 20 indicates that cars, in appropriate circumstances, will no longer be allowed universal freedom of access. Consideration should be given to re-allocating road space to increased footway width, to cycle lanes, to dedicated public transport use, or in appropriate locations use by freight vehicles.

2.19 Paragraphs 59-60 of the NPPG set out the wider planning and environmental context for transport schemes. Structure plans and local transport strategies provide the coordinating mechanism. For road planning for trunk roads, which includes all motorways, paragraph 61 notes that these have an important strategic role in carrying long distance traffic between major centres. Plans should aim to reduce the use of trunk roads for short local journeys.

Strategic Roads Review

2.20 The 1998 White Paper " Travel Choices for Scotland" (TRA/A/6) provides the framework for the development of an integrated transport system in Scotland. It refers to the Government's Strategic Roads Review, which was undertaken in parallel with the White Paper and which uses an appraisal framework to determine future priorities for trunk road investment. Assessment methodology for trunk road projects was reviewed in 1997/8, resulting in the publication in December 1998 of a report entitled " Review of Scotland's Trunk and Strategic Road Programme - Understanding the New Appraisal Methodology" (TRA/A/9). The new appraisal methodology was broadly based and took account of 5 criteria; namely, environment, safety, economy, integration and accessibility. A comprehensive review of the strategic road network in Scotland was published in 1999 in a report entitled " Travel Choices for Scotland - the Strategic Roads Review" (TRA/A/10), which acknowledged the role of major trunk road improvements within the Scottish Executive's integrated transport strategy and appraised all schemes in the trunk road programme at that time on the basis of the 5 criteria.

Scotland's Transport : Delivering Improvements

2.21 In " Scotland's Transport : Delivering Improvements" (Document TRA/A/13) published by the Scottish Executive in March 2002, there is recognition of the important contribution of the trunk road network to an integrated transport strategy, road transport being the predominant transport mode in Scotland. Significant investment in the motorway and trunk road network, including a commitment to fund the M74C, was confirmed. The document also recognises the importance of curbing traffic growth, including a commitment to strive to stabilise road traffic at 2001 levels by 2021.

Building Better Transport

2.22 In 2003, the Scottish Executive published a report entitled " Building Better Transport" (Document TRA/A/14), highlighting the need for further investment in the trunk road and motorway network, including the M74C across Glasgow to improve access through the Clyde Corridor and to relieve the M8.

Central Scotland Transport Corridor Studies

2.23 While these strategic reviews were taking place, parallel work developing other complementary transport proposals within the Central Scotland Transport Corridor Studies (CSTCS) for the A8, A80 and M74 trunk road corridors was undertaken (Document TRA/A/16 and JAG/7). The overriding aim of these studies was to devise plans for specific interventions that would resolve or ameliorate transport problems along the corridors, while also meeting the 5 criteria. For the M74 corridor, the CSTCS were to consider measures needed to complement the proposed new road, either by addressing local difficulties which might arise as a result of the new road or by taking advantage of the relief provided by the new road which was targeted at resolving existing strategic problems.

2.24 The CSTCS work was a strategic appraisal of the whole of the A8, M74, and A80 corridors, whereas the SIAS Paramics work on the M74 proposal, which forms the basis of the TRA traffic evidence to this inquiry, is a much more focussed and detailed appraisal of the road network in the M74 corridor. The two studies have been based on similar planning scenarios, but there are important differences. The CSTCS work has limited capacity restraint built into the model, so that the predicted flows represent the unrestrained demand. In contrast, the Paramics work for the M74 has restraint built into the model, and thus reflects the actual constraints in the road network more realistically. In addition, the CSTCS did not include the proposals for local improvements west of Kingston (at the M8/M74/M77 merge/diverge), as they had not been devised at that time, but now form an important component of the M74 scheme. In the absence of these improvements, the CSTCS study predicted problems in that location.

2.25 Chapter 5 of the CSTCS report (document JAG/7) identified a number of existing problems within the study area (paragraphs 5.2.6- 5.2.8). These included :

• severe congestion on the M8 west of the city centre, particularly between Charing Cross (junction 18) and Anderston (junction 19), with peak period queues up to 4-7 kilometres in length and congestion lasting 2-3 hours, even without an incident;
• congestion blocking back onto the surface street network in the city centre;
• congestion on the westbound approach to Townhead (junction 17) in the morning peak;
• heavy peak period congestion on the surface road network, notably on Rutherglen Road, Glasgow Road, and Cambuslang Road, and the eastern radial routes - A8 (Edinburgh Road), A89 (Gallowgate), Tollcross Road, and Duke Street;
• unreliable travel times for freight traffic on the motorways, due to congestion;
• a substantial number of accidents in the M74 corridor (10 fatal, 177 serious, and 770 slight) within the 3 year period April 1998 - March 2001.

2.26 The causes of these problems were identified (in section 5.4) as :

• the M8 has only two effective through lanes at junction 17;
• insufficient weaving capacity westbound on the Kingston Bridge, just south of junction 19;
• vulnerability of the M8 to incidents (accidents, breakdowns, bad weather) when operating near capacity;
• increased necessity for trips by car, due to employment locations becoming more transient/dispersed and the deficiencies of public transport;
• difficulties for those without cars, who will suffer a relative decline in accessibility compared to those with cars (paragraph 5.7.14).

2.27 The forecast of future problems (in the year 2010) (section 5.6) included :

• increased trip making, particularly a dispersed pattern of long distance commuting car journeys on the trunk road network, resulting in a generally more congested network, even with the extra capacity of the M74;
• while public transport can serve radial journeys to the city centre, it is not attractive for peripheral journeys between suburban locations;
• by 2010, much of the road network in the M74 corridor can be expected to operate close to capacity for long periods of the day, with resulting impacts on the quality of life along traffic routes into and around Glasgow;
• an overall decrease in traffic speeds;
• significant deterioration of traffic congestions at various locations.

2.28 The predicted effects of the M74 Completion scheme (paragraphs 5.7.3-5.7.9) included :

• transfer of traffic from the M8 north of Glasgow city centre to the M74;
• a small reduction in M8 flows attracts transfer of Clyde Tunnel traffic to the Kingston Bridge, and shorter local trips onto the M8;
• reduced traffic on London Road and other links to existing M74 terminus;
• stable traffic levels on east-west circumferential trips around the south of the city, as M74 Completion would provide east/west relief for these routes;
• increased traffic on most other roads, including southern radial routes.

2.29 In the light of these conclusions, chapter 8 of the CSTCS addresses the issue of road traffic demand management, in order to lock in the benefits of improvements. The recommendations that emerged from this assessment (section 8.13) were that the most promising strategy to manage traffic demand would include :

• control of the form of further development in the vicinity of trunk road junctions;
• apply urban congestion charging over the whole of Glasgow and the surrounding urban areas;
• provide car pooling and shared use taxi sites at trunk road interchanges;
• control the flow of traffic entering trunk roads by means of ramp metering;
• provide high occupancy vehicle lanes to bypass ramp metering on entry to trunk roads and elsewhere as necessary;
• charge tolls for entry to trunk roads, set at levels to lock in the effects of other measures rather than to reduce traffic.

2.30 The authors of the CSTCS report recognised that the recommended urban congestion charging scheme would be very unlikely to be publicly and politically acceptable. Instead, road widening and traffic management would have to be used reduce congestion.

2.31 Having considered the recommendations of the CSTCS, the Transport Minister (January 2003) announced that the Executive would support and provide funding where appropriate for bus and pedestrian priority and road safety and traffic management measures that are complementary to the M74 completion scheme. Details would include:

2.32 Other recommendations arising from the Corridor Studies which will benefit the M74 Corridor include:

Local Transport Policies

2.33 GCC's " Keep Glasgow Moving - Local Transport Strategy" (Document TRA/Q/2) sets out the long-term strategy for transport in Glasgow, a key aim of which is to develop a road network that supports sustainable economic and social development. This aim is supported by the Development Strategy policy seeking completion of the motorway network by connecting the existing M74, terminating at Fullarton Road, to the M8 west of Kingston Bridge.

2.34 South Lanarkshire Council's Local Transport Strategy - " A Vision for Genuine Travel Choices" (TRA/P/2) sets out the long term strategy for local transport in South Lanarkshire. It recognises that constructing new roads is still required in some areas and in specific circumstances and contains a commitment to the M74C.

Local Economic Regeneration Policies

2.35 A number of economic development and regeneration studies and reports have been lodged by the TRA as inquiry documents. The following is a brief overview, focussing on references to transport improvements, and specific references to the completion of the M74.

General

2.36 A Common Economic Development Perspective for Glasgow and the Clyde Valley Metropolitan Area (TRA/R/3) was published in 1999. It was produced by the Glasgow and the Clyde Valley Structure Plan Joint Committee in conjunction with Scottish Enterprise and the Local Enterprise Company network. The report refers to weak external transport links, particularly rail, and notes the opportunities for new linkages to national networks, including the M74 and M80. It notes the need to improve accessibility to deprived areas (key action 8), and to upgrade environmental quality and provide development in disadvantaged areas. It recognises the need for better management of the road and rail network, prioritising and managing the use of road space. The report makes specific reference to the need to reduce dependency on the Kingston Bridge, as a pinch point in the motorway system, and to the completion of the M74 (key action 13).

2.37 Metropolitan Glasgow : Our Vision for the Glasgow City Region (TRA/L/3) was published by Glasgow City Council in 2003. The report notes that transport weaknesses include funding for transport development, lack of direct air services, incomplete broadband coverage, and lack of transport integration. Opportunities include airport rail links, airport development, Clyde Waterfront public transport system, complete broadband coverage, and public transport integration. Completion of the M74 between South Lanarkshire and Renfrewshire is listed among the key physical regeneration projects and transport projects (pages 20 and 21), as are various public transport projects. Public transport patronage is one of the identified performance measures.

2.38 Glasgow's Continuing Prosperity : a joint economic strategy for Glasgow 2003-2005 (TRA/L/4} was published by the Glasgow Economic Forum. Among the weaknesses noted in the SWOT analysis (page 18) are insufficient direct international air links, poor West Coast Main Line service; and urban traffic congestion. The M74 completion is seen as an opportunity to be exploited. Support for the M74 completion is listed under the actions for sustainable economic growth (page 25).

Glasgow City Council

2.39 The East End Social Inclusion Partnership : Towards a Development Strategy (TRA/L/5} was published by the partnership in 2002. The SIP area is entirely north of the River Clyde, so that the only part of the motorway corridor within the area is the short section between the Fullarton junction and the new river bridge. However the proposed East End Regeneration Route (EERR) passes north/south through the SIP area, connecting to the M74 completion scheme at Polmadie Road. The development strategy report is an audit intended to identify the physical developments to take place within the following 5 years. The focus is primarily on improving conditions and opportunities for those who live in the east end area. This includes using the potential afforded by major transport infrastructure developments (page 5). The report lists strategic regeneration transport projects on pages 11-14. These include the EERR; the Faifley - Baillieston Quality Bus Corridor; Parkhead railway station; park and ride facilities at rail stations; and the Crossrail project. The report does not list the M74 completion as a strategic regeneration project, but it is shown on the map of the projects (page 17).

2.40 The Gorbals Social Inclusion Partnership: Partnership Implementation Review and Revised Strategy (TRA/L/6) was published in 2003. The purpose of the review is to produce an updated strategy for the Gorbals SIP for the period 2003-2006. Like the East End SIP strategy, the primary focus is on improving conditions and opportunities for the existing and future population of the SIP area. One of the prime objectives (page 5) is to promote road safety and to minimise the impact of traffic on the community by traffic calming proposals and through proposals aimed at improving public transport. Among the key issues listed to achieve a "Vibrant Gorbals" (page 34) is connecting the Gorbals to the M74 completion corridor. There is no reference to the completion of the M74 as part of the strategy for the improvement of the Gorbals.

2.41 The Tradeston Local Development Strategy (TRA/L/8) was published by Glasgow City Council in 2002. Among other things it is intended to provide a vision for the future of the Tradeston area, to encourage the sustainable long term regeneration of the area. The report refers to the M74 completion project on page 7, where it notes that the construction of the new road would inevitably have a traffic impact on the Tradeston area, and would particularly affect the area south of Cook Street, but would also offer excellent linkage to the national motorway network. The vision for the regeneration of Tradeston notes the need to look at traffic management and traffic calming measures in the context of the M74 completion, to promote safety and amenity as the residential population in the area grows. More detail about the implications of the M74 completion is given on page 20 (paragraph 2.17). This notes that the area would be expected to experience a reduction in traffic, apart from Carnoustie Street, Wallace Street, and West Street. The new motorway would be expected to bring both positive and negative effects to the Tradeston area. The last two pages of the report (appendix B) give details of the M74 Completion proposals.

2.42 The Clyde Gateway Development Framework (TRA/L/10) has been prepared by a group of consultants, led by Ironside Farrar, on behalf of Scottish Enterprise. The purpose of the development framework is to assist in forward planning and capturing the benefits of the M74 northern extension and the proposed EERR. It covers the area between the new motorway (on the south side) and London Road (on the north side), extending from Oatlands eastwards to Auchenshuggle, and including Oatlands, Dalmarnock, and Farme Cross. The proposed EERR would run through the western part of the area on a north/south alignment. The two new roads have been a key factor in preparing the development framework. A series of proposals are put forward, embracing new housing; new business space, leading to increased economic output; and the development or improvement of around 500 acres of land. There are also proposals for entertainment and sports developments; a transport interchange and park and ride facility; a further educational campus; an out of centre retail park; a local nature reserve and flood attenuation; and a new site to accommodate show people.

South Lanarkshire Council

2.43 Changing Gear Towards 2010 : An Economic Strategy for Lanarkshire (TRA/R/1) was published in 2003 by the Lanarkshire Local Economic Forum. The strategy sets out Lanarkshire's economic priorities for the first decade of the century. One of the key priorities is to capitalise on the opportunities brought about through major projects, including the completion of the M74. The report notes (page 21) the need to improve local rail and bus routes, as the lack of an effective and integrated public transport network increases the reliance on cars, contributing to road congestion which has been identified as a current weakness in the local economy. The SWOT analysis identifies an ageing transport infrastructure as a weakness, and proposed transport investment as an opportunity. The Lanarkshire Action Plan includes lobbying for investment in upgrading motorway and trunk routes and junctions in Lanarkshire; lobbying and planning for local area rail improvements; and improving local area bus services.

2.44 A Regeneration Framework for Cambuslang and Rutherglen (TRA/R/2) was published in 2003 by the New Leaf Partnership, developed from the Cambuslang Social Inclusion Partnership. The framework is intended to provide a way forward to improve conditions for local people. Like the other documents, it identifies the opportunity provided by the proposed M74 extension for the development of new and existing industrial estates around the corridor of the new motorway. Previous uncertainties over the M74 extension have resulted in significant problems of dislocation and blight. Among the proposals in the regeneration framework are the provision of sites, premises, and assistance for relocation of companies affected by the construction of the M74; investments in various business projects including Clyde Gateway; and to assist in the progress of the M74 project, including improved local roads and transport links. The report recognises (New Leaf Integration Plan, fourth page) that the benefits to the local population resulting from the M74 extension are limited. New Leaf will help to realise the specific benefits of the project and ensure that they reach individuals and communities.

Renfrewshire Council

2.45 Renfrewshire 2010 : An Economic Development Strategy (TRA/S/2) was published in 2003 by the Renfrewshire Economic Forum. The strategy notes that major developments are planned for the M74 and the M77, but that there is congestion at a number of existing junctions. The need for a world class transport infrastructure is recognised.

2.46 The annual Operating Plan 2003/2004 of the Economic Development Division of Renfrewshire Council (TRA/S/1) states (page 7) that the Council will continue to work with other partners to improve transport and communication links to Renfrewshire. This includes promotion of development of Glasgow Airport, and (on page 8) a commitment to work with other partners to ensure that the economic benefits of the completion of the M74 are widely disseminated.

« Previous | Contents | Next »