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CHAPTER FIVE QUESTIONNAIRE

Stakeholder Questionnaire

5.1 A detailed questionnaire was designed, informed by the data emerging from the scoping workshops and document review. Two versions were developed (attached in Appendix B), targeting:

• Local authority planners - including transport planners, roads engineers, local planners and development control officers (this questionnaire is referred to as QV1 in this chapter); and
• External planning and transportation consultants, developers and external agencies (termed QV2 in this chapter).

5.2 As well as enabling comparison across the different broad categories, it was possible for the analysis to pick up differences within the categories e.g. between Planning Department based Development Control Offices and Roads/Technical Services based staff. The reason for two variants in the questionnaire is to enable us to extract more detailed information on certain matters that would possibly not be relevant to all groups e.g. comments on modelling or appraisal methodologies.

Characteristics of respondents

Question - For which Local Authority/organisation/company do you work?

5.3 There were 42 responses to QV1 from 22 different Local Authorities. The greatest number of returned questionnaires was from North Ayrshire Council (4). Other Local Authorities with a high response rate (3 returned questionnaires) were Clackmannanshire Council, Glasgow City Council, East Dunbartonshire Council and Scottish Borders Council. Chart 5.1 below illustrates the full set of responses from Local Authorities.

Chart 5.1 Local Authority Responses

5.4 A very good level of response was obtained from local authorities to the questionnaire. Of the 35 local authorities 22 (63%) responded, with over half of these authorities returning more than one completed questionnaire (64%). This level of response allows a good level of confidence in terms of the responses representing the Scottish local authorities' view of aspects of the implementation of SPP17. It should be noted that there was also a high quality of responses received. No response was voided and all answers were filled out completely by the respondents.

5.5 Completed questionnaires of QV2 came from 'other' organisations. These were designed to gather data from organisations such as consultants, developers and Regional Transport Partnerships ( RTPs). The 10 received were from organisations as follows:

• four transport consultancies;
• a developer;
• four planning/property consultants; and
• a Regional Transport Partnership.

5.6 Table 5.1 below gives details of the companies who returned completed questionnaires.

Table 5.1 Questionnaire Responses from Consultants, Developers and RTPs

5.7 Responses from 'other' groups were rather more limited than those from Local Authorities. Over 20 organisations were contacted, then e-mailed SPP17 questionnaires ( QV2). Every effort was made to increase the response rate with the deadline for responses being extended and the opportunity for a telephone based interview offered to reduce the time required to complete a questionnaire. Therefore results from this group of respondents gives a weaker representation of the overall views on the implementation of SPP17. Bearing this in mind, the responses do - in the main - mirror the results of local authority responses and where there are any substantial differences these are to be expected from this group. It should also be noted that the quality of the responses received was high (as with local authorities) there were no voided questionnaires and all questions within the questionnaires were completed fully.

Question - In which department/section do you work?

5.8 This open question returned a wide range of answers from respondents. The most common department/section for Local Authority respondents were the following:

• Roads and Transportation;
• Planning Development and Property Assets;
• Development Control;
• Transportation Services; and
• Roads Transportation Development Control.

5.9 This indicates a good breadth of responses from the departments within Local Authorities that are involved in the implementation of SPP17.

5.10 Respondents of QV2 work in the sections listed below:

• Development;
• Transport Infrastructure;
• Consultancy;
• Planning Consultancy; and
• Transportation Division

5.11 Again, the above results indicate a good breadth of responses from sections of organisations that will be involved with aspects of the implementation of SPP17.

Question - Which of the following most accurately describes your role within the Authority?

5.12 This question was only included in QV1. Nearly a third of the respondents were Planning Policy Officers (29%) and nearly a quarter Development Control Officers (24%). Chart 5.2 below gives the percentage split of respondents by roles held within Local Authorities of respondents.

Chart 5.2 Responses by Role in Local Authority

5.13 The results indicate a fairly even spread and good breadth of responses from the different sectors within Local Authorities that are involved in the implementation of SPP17. It is also to be expected that the highest number of responses would be from Planning Policy Officers who are likely to be involved to the greatest extent in the implementation of SPP17.

Question - How are the transport and land use planning functions structured within your authority?

5.14 As illustrated in chart 5.3 QV1 respondents were asked how the transport and land use planning functions were structured within their respective Local Authorities. Over half of the respondents (56%) stated those functions were within different departments. The remaining 44% stipulated that they were within a combined transport and planning department (or similar).

Chart 5.3 Structure of the transport and land use planning functions within authorities

Question - To what extent do you feel you have a full awareness of the key messages of SPP17?

5.15 Results of QV1 show that 62% of Local Authorities feel they have a good understanding of the key messages of SPP17, 14% have a full understanding, another 14% have a moderate understanding and the remaining 10% have a limited understanding.

5.16 QV2 shows a better understanding of SPP17 among respondents, as 50% of them feel they have a full understanding, 40% have a good understanding and the remaining 10% have a moderate understanding.

Chart 5.4 Extent of full awareness of the key messages of SPP17

5.17 Overall it is clear from chart 5.4 above that there is a good level of understanding of the key messages of SPP17 by all groups involved in the implementation of SPP17.

5.18 Further analysis of this question was undertaken given the indication in later questions that there are some weaknesses in the structure of the planning bodies. We have therefore looked to see if there is any difference in Local Authorities awareness of SPP17's key messages based on whether their planning and transport functions are within the same department.

Chart 5.5 Extent of full awareness of the key messages of SPP17by Local Authority Structure

5.19 The results of this greater depth of analysis indicate that there is a slightly better understanding of the key messages of SPP17 when the transport and planning functions are within the same department (see chart 5.5). This result would seem to support a number of views expressed in responses to question 13, which was an open question asking Local Authorities to identify key skill gaps. A selection of responses below highlights this trend.

5.20 Response from Authorities with the Planning and Transport functions within the same department:

• Collaboration of transport/planning is good. Transport is considered as part of the "team"; and
• No skill gaps.

Response from Authorities with the Planning and Transport functions in separate departments:

• Lack of resources in strategic transport modelling and monitoring of Travel plans;
• Not all Development Management Officers have the same level of skills/understanding of what is required; and
• Engineers trying to be planners. Convincing others to change.

Chart 5.6 Question - How confident do you feel in implementing the key messages of SPP17?

Confidence in implementing the key messages of SPP17

5.21 Overall it is clear from Chart 5.6 above that there is a good level of confidence in implementing the key messages of SPP17 by all groups involved in the implementation of SPP1, with 80% of other organisations and 50% of local authority officers being confident or very confident.

5.22 As with the previous question further analysis was undertaken given the indication in later questions that there are some shortcomings in the structure of the planning bodies. We have therefore looked to see if there is any difference in Local Authorities confidence in implementing SPP17's key messages based on whether the planning and transport functions are within the same department.

Chart 5.7 Confidence in implementing the key messages of SPP17 by Local Authority Structure

5.23 The results of this further analysis (see chart 5.7) indicate that over the range of responses there is varying confidence levels, but the overall picture indicates there is very little between the two different structures in terms of their confidence in implementing SPP17's key messages.

Question - To what extent do you feel SPP17 has influenced the integration of planning and transport policy?

5.24 Of the QV1 respondents, half feel SPP17 has a slight influence on integrating planning and transport policy, which is a higher proportion than in QV2 where 40% felt it has a slight influence. A greater number of QV2 respondents feel the guidelines have a significant influence on the integration of planning and transport policy (60%) compared with QV1 respondents (43%). Only some of the Local Authorities Officers (7%) think SPP17 has a major influence on the integration of those areas (as detailed in chart 5.8).

Chart 5.8 Influence of SPP17 on integration of planning and transport policy

5.25 The overall responses indicate that all groups consider SPP17 to be influential in the integration of planning and transport policy with over half of the responses being that its influence was significant or major.

Question - To what extent do you feel SPP17 has influenced the integration of planning and transport delivery/development control?

5.26 Answers to this question have a similar pattern to the previous one. As outlined in chart 5.9, nearly half of the QV1 respondents (48%) feel SPP17 has only a slight influence on integrating planning and transport delivery/development control, which is a significantly higher proportion than in QV2 where 30% felt it has a slight influence.

5.27 Nearly all the other half of QV1 respondents (45%) feel SPP17 has a significant influence, while that proportion reaches 60% in the case of QV2 respondents.

5.28 One respondent of QV1 (3%) and one respondent of QV2 (10%) feel these guidelines do not have any influence on the integration of planning and transport delivery/development control. Of Local Authority respondents, 5% feel SPP17 has a major influence.

Chart 5.9 Influence of SPP17 on integration of planning and transport delivery / development control

5.29 The overall response indicates that all groups consider SPP17 to be influential in the integration of planning and transport delivery / development control, with over half of the total responses indicating that its influence was significant or major. Of the two groups surveyed, other organisations appear to consider SPP17 to have a slightly greater influence than Local Authorities.

5.30 Given the similarities between these last two questions on SPP17's influence it is not surprising that the profile of responses from the two groups is similar.

Question - Which of the following most accurately describes the role of Transport Planning / Transport Policy officers in your Authority's Development Plan production process?

5.31 This question was only asked in QV1. The vast majority of the respondents (83%) indicate that Transport Planning / Transport Policy officers are regularly involved in the production of the Development Plan (see chart 5.10). A small proportion (12%) indicated that structures are in place to enable officers to be involved in the production of the Plan, but in practise that rarely happens.

5.32 In the case of 2% of respondents, it was indicated that Transport Planning / Transport Policy officers are not involved in the production of the Plan while the remaining 2% of respondents did not know if this was the case.

Chart 5.10 Role of Transport Planning / Transport Policy officers in your Authority's Development Plan production process

5.33 Overall the results show that in the large majority of cases Transport Planning / Transport Policy officers are regularly involved in the production of the development plan.

Question - Which of the following most accurately describes the role of Development Control officers in your Authority's Development Plan production process?

5.34 This question was only asked in QV1. Most of the respondents (68%) stated Development Control officers are regularly involved in the production of the Development Plan (see chart 5.11). Only 13% stated Development Control officers are not involved and 15% stated it rarely happens although the structures to enable Development Control officers to be involved are in place. The remaining 5% of respondents answered they did not know.

Chart 5.11 Role of Development Control officers in your Authority's Development Plan production process

5.35 As with the previous question the results show that in the majority of cases Development Control officers are regularly involved in the production of the development plan. However in this case, the percentage drops considerably to just over two-thirds with a significant percentage of officers (13%) having no involvement in its production.

5.36 There were some conflicting responses received for this question. One authority with multiple responses, one responses indicated that Development Control officers were regularly involved in the process while another response indicated that they were not involved in the production of the Development Plan.

Question - Which of the following statements most accurately reflects your view of Local Authorities?

5.37 Over a third of QV1 respondents (39%) chose the statement that indicates Local Authorities possess some of the skills necessary to implement SPP17 in a way of working that makes best use of those skills. The second most chosen statement, with 29% of responses, indicates that they possess all the necessary skills but the way of working does not make best use of those skills. Another statement selected by a relatively high percentage of respondents (17%) states Local Authorities possess some of the skills to implement SPP17, but the way of working does not make best use of those skills.

5.38 Results from QV2 show a rather different pattern which is best illustrated in Chart 5.12 below. The majority of respondents (70%) stated Local Authorities possess some of the skills to implement SPP17, but the way of working does not make best use of those skills. The remaining 30% considers they possess some of the necessary skills in a way of working that makes best use of those skills.

Chart 5.12 View of local authorities

5.39 Chart 5.12 clearly illustrates that other organisations do not appear to have a great deal of confidence in the ability of Local Authority structures to support implementation of SPP17. All of those polled believe that the officers possess some of the skills necessary to implement SPP17 and 70% also believe that the way of working within the authority does not make best use of the skills they possess.

5.40 Over half (56%) of the Local Authorities themselves also indicated that they possess some of the skills necessary to implement SPP17 and almost half (46%) indicated that the way of working within their authority does not make best use of the skills they possess.

5.41 Overall the results highlight that both groups (but in particular other organisations) hold a negative view of the skills of local authority officers in terms of their ability to implement SPP17. Only a small proportion (12%) of Local Authority officers believe they have all the skills necessary and the way of working within their authority makes best use of those skills. Confidence levels in both Local Authority officers' abilities and the way of working within authorities appears low.

Question - In relation to the previous question, what (if any) do you feel are the key skill gaps?

5.42 Respondents to QV1 listed the following skill gaps in Local Authorities, which are deemed necessary to implement SPP17:

• Strategic transport modelling;
• Travel Plan monitoring;
• Developer transport assessments capability;
• Delivery; and
• Accessibility.

5.43 A full list of responses to this question can be found in Appendix B. The above are thought to be the areas where a shortage of skills may have a significant bearing on the effectiveness of Local Authorities ability to implement SPP17.

5.44 QV2 identified the following skill gaps in Local Authorities:

• Transport policy;
• Sustainable transport;
• Public transport;
• Design skills, particularly residential street design and implementation of PAN76;
• Combined transportation and planning operations;
• How public / private sector can interact more effectively;
• Home Zones; and
• Market economics.

5.45 A significant number of skill gaps were identified by both groups of respondents. In terms of the two groups surveyed the other organisations identified a greater number of skills gaps in local authorities than the local authority officers themselves. However, both identified a number of key skill gaps that may play a significant part in the effectiveness of local authorities' ability to implement SPP17.

Question - To what extent is Scottish Transport Appraisal Guidance ( STAG) used to inform the production of the Development Plan in your Local Authority area / in Local Authorities?

5.46 Over a quarter of QV1 respondents (28%) considered STAG is rarely used, a quarter stated sometimes and 15% said it is never used. A small proportion (8%) considered it is often used and only 3% stated it is always used.

5.47 QV2 results differ considerably from QV1 respondents. Half saying STAG is rarely used and 40% stated it is sometimes used. The responses are illustrated in Chart 5.13 below.

5.48 It should be noted that a high proportion of respondents say they do not know, nearly a quarter of Local Authority officers (23%) and 10% of QV2 respondents.

Chart 5.13 Extent STAG is used to inform the production of the development plan in your Local Authority area / in Local Authorities

5.49 The results show that almost half of both groups surveyed consider STAG to be used either rarely or never. Once respondents who do not know are excluded from the results this proportion is taken to over half from each group (chart 5.14 illustrates these results). A small percentage of those surveyed consider it to be used often or always (11%) with all of these being local authority officers. This clearly indicates a limited use of STAG in the production of development plans.

Chart 5.14 Extent STAG is used to inform the production of the development plan in your Local Authority area / in Local Authorities - with those who do not know removed from the results

Question - To what extent is Scottish Transport Appraisal Guidance ( STAG) used to inform individual development control decisions in your Local Authority area/in Local Authorities?

5.50 More than a third of Local Authority respondents (38%) stated STAG is never used to inform individual development control decisions in their Local Authority area, 18% stated that it is rarely used and another 18% only sometimes. A small percentage of respondents (5%) said STAG is often used and 3% stated it is always used.

5.51 Half of QV2 respondents stated STAG is sometimes used to inform individual development control decisions in Local Authorities, 30% stated rarely and 10% never.

5.52 A significant proportion of both groups of respondents stated they did not know, 20% and 10% respectively. We have therefore produced an additional graph illustrating the results with these excluded.

Chart 5.15 Extent STAG is used to inform individual development control decisions in your Local Authority area / in Local Authorities

5.53 As with the previous question the results show a very similar profile of responses. This being that over half of local authority officers and almost half of other organisations surveyed consider STAG to be used either rarely or never to inform individual development control decisions (see chart 5.15). Once respondents who do not know are excluded from the results this proportion is taken to over half from each group and over two thirds of local authority responses (chart 5.16 illustrates these results). Only a very small percentage of those surveyed consider it to be used often or always (8%) with all of these again being local authority officers. This clearly indicates a limited use of STAG in individual development control decisions.

5.54 It should also be noted that the 'others' group, which contains consultants, appear to consider that STAG is used to inform individual development control decisions more than local authority officers. This could be due to their own involvement in STAG based commissions for developers. It may be that the 5% of local authority officers who consider it to be used often and 3% always somewhat offset the 50% of others who believe it to be used sometimes.

Chart 5.16 Extent STAG is used to inform individual development control decisions in your Local Authority area / in Local Authorities - with the exclusion of don't know responses

Question - If STAG is used to inform individual development control decisions, to what extent is modelling an important element of the appraisal process?

5.55 This open question was only asked in QV1. Local Authorities were asked to what extent modelling is an important element of the appraisal process if STAG is used to inform individual development control decisions. The responses received are listed below:

• Policy advice is given in light of their Local Transport Strategy, which is based on STAG. However, STAG is not normally used directly in response to development control enquiries as such. Things are considered in the round for consultations and mainly in light of the Local Transport Strategy;
• Modelling is an important element of the planning process;
• It is dependent on the type and scale of the project. For larger projects it may be considered necessary to build a model, but for smaller projects it may not be necessary and therefore saves in both time and money;
• It is a key factor in significant traffic generation applications;
• This varies according to the development being appraised but can often play a critical role in the appraisal of development options;
• STAG is used through the Local Transport Strategy to determine transport decisions that can be applied to individual sites. Transport model is used where deemed appropriate;
• Normally the STAG modelling data would be used as a by-product not as the initiator for policy / development control decisions;
• It is only for trunk road developments;
• STAG is only relevant for transport schemes where a funding bid is being made to the then Scottish Executive;
• Paramics model is increasingly used for major proposals;
• It has been used to justify decision to reject/accept an application. Now it is seen as part of background information and used to assess areas needing mitigation;
• Transportation officers make this decision depending on scale of application proposal;
• STAG is used when Scottish Executive /Transport Scotland approval or funding is required. This is always in major projects but these account for a very small percentage of decisions;
• Essential; and
• It is used to indicate impact of the proposal on the network.

5.56 The responses indicate that most authorities believe that STAG and particularly the modelling aspects are only really called into use for larger scale developments or if specific approval or funding is required.

Question - If STAG is not used, what transport appraisal process is used by your Local Authority to inform individual development control decisions?

5.57 Again this question was only asked of Local Authority officers. The responses are listed below:

• Transport appraisal is normally carried out through Transport Assessment and the Road Construction Consent process;
• Transport Assessments; however STAG is mainly used for major transport studies;
• None;
• Draft Transport Planning Development Advice Note;
• Microsimulation Modelling;
• Transport Assessments, in accordance with the then Scottish Executive "Transport Assessment and Implementation: A Guide";
• Transport Statements and Assessments;
• Transport Assessments are reviewed by the roads department. It may be that the transport model may be useful depending on the development;
• Paramics is used for towns that have traffic models;
• Traffic and Transport Assessments;
• Transportation Assessments are required but in the future some modelling assessments may be carried out;
• Transport Assessments and Travel Plans according to the guidance in City Plan 2. Use of the McDougall method for all mode trip generation and distribution;
• Transport Assessments and Travel Plans are required and PAN 76 encouraged; and
• Local Site Assessment and Transport Assessment if required.

5.58 The majority of responses indicate that traditional Transport Assessments are the common approach to appraisal and the method used in individual development control decisions. More extensive appraisal and modelling techniques such as STAG and micro simulation appear to be used as and when required to inform decisions.

Question: On a scale of 1-5 (with 5 being the most important / influential), how important/ influential do you consider the following stakeholders to be in implementing SPP17?

5.59 Respondents were asked to rate (on a 1 to 5 scale) the importance / influence of several stakeholders in implementing SPP17. The values showed in this analysis (with 5 being the most important / influential) are the average scores obtained by each stakeholder. Results show Transport Planning officers as being the most important / influential stakeholders, with an average rate of 4.5 in QV1 respondents and 4.2 in QV2 respondents.

5.60 It can be seen in chart 5.17 below; results from both questionnaires show a similar order of importance / influence and scoring for the stakeholders listed.

5.61 Local Authority officers score the top three of Transport Planning officers, Planning Policy officers and Development Control officers more heavily (combined score of 13.3, over a third -37% of the points awarded) than the others group (combined score of 12.1, under a third -32% of the points awarded).

5.62 The results indicate that the top 5 rated stakeholders (with a combined score from both groups of 39.6) are significantly more influential than the bottom 5 (with a combined score from both groups of 27.8).

Chart 5.17 Importance / influence of the following stakeholders in implementing SPP17

Question - On a scale of 1 to 5 (with 5 being the most problematic), to what extent do the following issues present problems for local authorities in implementing SPP17?

5.63 This question had slight variance in the number of issues to rate from QV1 and QV2. They have however been put on the same Chart (5.18) below to allow a comparison to be drawn between to the two groups of respondents. Respondents were asked to rate (on a scale of 1 to 5, with 5 being the most problematic) the extent the issues listed present problems for Local Authorities in implementing SPP17. The values showed in this analysis are the average scores obtained by each issue.

Chart 5.18 Extent the issues listed present problems for local authorities in implementing SPP17

5.64 The most problematic issues for Local Authorities according to themselves are the following:

• Lack of control of public transport (4.1)
• Lack of resources (3.9)
• Lack of funding (3.7)

5.65 Answers from QV2 respondents differ slightly from Local Authorities, as the main issues for this group were:

• Lack of control of public transport (4.1)
• Lack of integrated working between local authorities (3.4)
• Lack of funding (3.3)
• Conflicts with local political agenda (3.3)
• Lack of integrated working within local authorities (3.3)

5.66 A similar profile of rating between the two groups is evident across the range of issues. The divergence between the ratings was as follows:

• Other organisations did not consider local authorities to have a particular lack of resources, rating it 7th equal to local authorities' respondents 2nd highest rated issue.
• The other organisations had two additional issues to rate and rated these quite highly. Lack of integrated working between local authorities was 2nd highest scorer and lack of integrated working within local authorities was 3rd equal highest scorer.

5.67 This would clearly suggest that other organisations view is that there is a distinct lack of integrated working in (and between) local authorities and this is a major issue in the implementation of SPP17.

5.68 The lack of control of public transport is each group's top scorer with 4.1. This is rated well above any other issue with over half (22 of the 42, almost a third of the 5s given - 22 of 74) local authority officers and almost a third (3 of 10) of other organisations giving it a 5 rating. This indicates possibly frustration and definitely belief within local authority officers that their lack of control of public transport seriously affects their ability to implement SPP17.

Question - Which, if any, of the following strengths do you think SPP17 has? (With 5 being the strongest and 1 the least strong)

5.69 Respondents were asked to rate on a scale of 1 to 5 the strengths of SPP17 (with 5 being the strongest). The values showed in this analysis are the average scores obtained by each strength.

5.70 In a similar manner to the previous question the profile of rating between the two groups of the strengths of SPP17 is consistent (see chart 5.19). Each of the strengths are rated in almost exactly the same order (from Promotes integrated thinking…. to presumptions against developer) with the main difference being the points awarded overall. Local authorities awarded marginally higher scores than the other organisations.

5.71 In general, answers from QV1 give a similar ranking of SPP17 strengths as those from QV2, as can be seen in the table and graph below. Greater differences can be observed on the average score calculated for each strength.

Chart 5.19 Ranking particular strengths of SPP17

5.72 Overall, respondents indicated that the major strength of SPP17 is that it promotes integrated thinking between planning and transport disciplines (with a common score of 3.6).

5.73 The 'Promotes integrated thinking between planning and transport disciplines' category is each group's top scorer with 4.6. This is rated well above any other strength with almost three quarters of local authority officers and of other organisations giving it a rating of 5.

5.74 This is strong evidence and reflects well on SPP17 and its effect on integration between the two disciplines of planning and transport, an outcome that SPP17 is intended to have.

5.75 Both groups, but in particular the 'others' group have indicated that SPP17's profile is not particularly high. This may be a potential area for improvement.

Question - Which, if any, of the following weaknesses do you think SPP17 has? (With 8 being the weakest and 1 the least weak)

5.76 Respondents were asked to rate on a scale of 1 to 8 (with 8 being the weakest) the weaknesses of SPP17. The values showed in this analysis are the average scores obtained by each weakness.

5.77 Local authority respondents voted lack of training/awareness the main weakness of SPP17. This supports the finding from the previous question that SPP17 is not considered to have a high enough profile.

5.78 QV2 respondents voted presumptions against development near trunk roads and new trunk road junctions as SPP17's main weakness.

5.79 Broadly similar profiles of ranking of each weakness are evident in responses from local authorities and other organisations. The clearest difference being the points awarded to each weakness and the total points awarded. Chart 5.20 below illustrates that local authorities have scored each of the listed weaknesses higher (32.9 total score from local authorities to the 'others' total score of 24). This would appear to suggest that local authorities consider SPP17 to have greater weaknesses than the respondents from other organisations.

Chart 5.20 Ranking particular weaknesses of SPP17

Summary and Key Findings from the questionnaire

5.80 A very good level of response was obtained from Local Authorities to the questionnaire ( QV1). In total, 42 completed questionnaires were received covering 22 of the 35 (63%) local authorities in Scotland. This level of response gives us a high level of confidence in terms of the responses representing the Scottish local authorities' view of aspects of the implementation of SPP17.

5.81 Completed QV2 questionnaires came from a range of 'other' organisations. These were designed to gather data from organisations such as consultants, developers and RTPs. Ten completed questionnaires were received - therefore there can be significantly less confidence in the conclusions emerging from the analysis of these responses.

5.82 Below are the key findings from the questionnaire:

• Extent of full awareness of the key messages of SPP17: The results indicated a good level of understanding of the key messages of SPP17 by all groups involved in the implementation of SPP17. Further analysis of this question indicates that there is a slightly better understanding of the key messages of SPP17 when the transport and planning functions are within the same department in a local authority.
• Confidence in implementing the key messages of SPP17: There is a good level of confidence in implementing the key messages of SPP17 by all groups involved in the implementation of the policies within SPP17 with 80% of 'other' organisations and 50% of local authority officers being confident or very confident. Further analysis of this question indicates that there is negligible effect on confidence in implementing the key messages of SPP17 when the transport and planning functions are within the same department in a local authority.
• Extent SPP17 has influenced the integration of planning and transport policy: The results indicate that all groups consider SPP17 to be influential in the integration of planning and transport policy with over half of the responses being that its influence was significant or major.
• Extent SPP17 has influenced the integration of planning and transport delivery/development control: Responses indicate that all groups consider SPP17 to be influential in the integration of planning and transport delivery / development control with over half of the total responses being that its influence was significant or major. Of the two categories surveyed, 'other' organisations appear to consider SPP17 to have a slightly greater influence than Local Authorities.
• Role of Transport Planning / Transport Policy officers in your Authority's Development Plan production process: Results clearly show that in the large majority of cases Transport Planning / Transport Policy officers are regularly involved in the production of the development plan.
• Role of Development Control officers in your Authority's Development Plan production process: Results clearly show that in the majority of cases Development Control officers are regularly involved in the production of the development plan. However in this case the percentage drops considerably to just over two-thirds with a significant percentage of officers (13%) having no involvement in its production.
• View of Local Authorities: The results show that those responding do not appear to have a great deal of confidence in the ability of existing National and Local Authority structures to implement SPP17. All of those polled believe that the officers possess only some of the skills necessary to implement SPP17 and 70% believe that the way of working within the authority does not make best use of the skills they possess. Local Authorities themselves indicated that they possess some of the skills necessary to implement SPP17 and almost half (46%) indicated that the way of working within their authority does not make best use of the skills they possess. Overall the results highlight that both groups (but in particular other organisations) hold a negative view of local authority structures in terms of their ability to implement SPP17.
• Key skill gaps: A significant number of skill gaps were identified by both groups of respondents. Both groups identified a number of key skill areas which may play a significant part in the effectiveness of local authorities' ability to implement SPP17.
• Extent STAG is used to inform the production of the Development Plan: The results show that almost half of both groups surveyed consider STAG to be used either rarely or never which clearly indicates a limited use of STAG in the production of development plans.
• Extent STAG is used to inform individual development control decisions: Over half of local authority officers and almost half of other organisations surveyed consider STAG to be used either rarely or never to inform individual development control decisions which clearly indicates a limited use of STAG in individual development control decisions.
• Extent modelling is an important element of the appraisal process: Responses indicate that most authorities believe that STAG and particularly the modelling aspects are only really called into use in larger scale developments or if specific approval or funding is required.
• If STAG is not used, what transport appraisal process is used by your Local Authority to inform individual development control decisions: The majority of responses indicate that Transport Assessments are the common approach to appraisal and the method used to inform individual development control decisions. More extensive appraisal and modelling techniques such as STAG and micro simulation appear to be used as and when required to inform decisions.
• Extent the issues listed present problems for local authorities in implementing SPP17: Lack of control of public transport is the highest scoring issue. This is rated well above any other issue with over half of local authority officers and almost a third of other organisations giving it a 5 rating. This indicates frustration and belief within local authority officers that their lack of control of public transport seriously affects their ability to implement SPP17. Results also show other organisations consider there to be a distinct lack of integrated working in (and between) local authorities and this is a major issue in the implementation of SPP17.
• Ranking particular strengths of SPP17: Respondents of both questionnaires think the major strength of SPP17 is that it promotes integrated thinking between planning and transport disciplines. This is rated well above any other strength with almost three quarters of local authority officers and a half of 'other' organisations giving it a 5 rating. This is strong evidence and reflects well on SPP17 and its effect on integration between the two disciplines of planning and transport. Both groups, but in particular the 'others' group, indicated that SPP17's profile is not particularly high.
• Ranking particular weaknesses of SPP17: Local authority respondents voted lack of training / awareness the main weakness of SPP17. This supports the finding from the previous questions that SPP17 is not considered to have a high enough profile. Roughly similar profiles of rankings of each weakness are prevalent in responses from local authorities and other organisations. The clearest difference being the points awarded to each weakness and the total points awarded. This would appear to suggest that local authorities consider SPP17 to have greater weaknesses than the respondents from other organisations. Some of the weaknesses listed are easier to address than others.

5.83 A full set of questionnaire results and analysis can be found in Appendix B.

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