Public reports pack
Argyll and Bute Council · 11 September 2025
Back to Environment, Development and Infrastructure Committee — 11 September 2025 and its agenda
Text extracted from the council's PDF. Layout and reading order may differ from the original.
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Argyll and Bute Council Comhairle Earra-Ghàidheal Agus Bhòid Executive Director: Douglas Hendry Kilmory, Lochgilphead, PA31 8RT Tel: 01546 605522 DX 599700 LOCHGILPHEAD 4 September 2025 NOTICE OF MEETING A meeting of the ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE will be held ON A HYBRID BASIS IN THE COUNCIL CHAMBER, KILMORY, LOCHGILPHEAD AND BY MICROSOFT TEAMS on THURSDAY, 11 SEPTEMBER 2025 at 10:30 AM, which you are requested to attend. Douglas Hendry Executive Director BUSINESS 1. APOLOGIES FOR ABSENCE 2. DECLARATIONS OF INTEREST 3. MINUTES (Pages 3 - 10) Environment, Development and Infrastructure Committee held on 19 June 2025 4. WINTER SERVICE POLICY 2025/26 (Pages 11 - 54) Report by Executive Director with responsibility for Roads and Infrastructure 5. PAVEMENT PARKING PROHIBITIONS - SERVICE PROCEDURE & EXEMPTIONS (Pages 55 - 102) Report by Executive Director with responsibility for Roads and Infrastructure 6. TRUNK ROAD LITTER MANAGEMENT RESPONSIBILITIES A82, A83, A85, A828 (Pages 103 - 110) Report by Executive Director with responsibility for Roads and Infrastructure 7. TEMPORARY TRAFFIC REGULATION ORDERS - REVIEW OF CHARGING AND ADVERTISING (Pages 111 - 126) Report by Executive Director with responsibility for Roads and Infrastructure 8. WASTE COLLECTION POLICY AND OPERATIONAL UPDATES (Pages 127 - 144) Report by Executive Director with responsibility for Roads and Infrastructure 9. REVIEW OF ROADS AND INFRASTRUCTURE SERVICES - UPDATE (Pages 145 - 162) Public Document Pack
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Report by Executive Director with responsibility for Roads and Infrastructure 10. LOCAL FLOOD RISK MANAGEMENT PLANS - S37 INTERIM UPDATE - TO FOLLOW Report by Executive Director with responsibility for Roads and Infrastructure 11. A816 ARDFERN PERMANENT REPAIR SOLUTION UPDATE (Pages 163 - 204) Report by Executive Director with responsibility for Roads and Infrastructure 12. TRANSFORMATIONAL PROJECTS AND REGENERATION TEAM - LARGE SCALE PROJECT UPDATE REPORT (Pages 205 - 224) Report by Executive Director with responsibility for Development and Economic Growth 13. ARGYLL AND BUTE COUNCIL'S ECONOMIC STRATEGY ACTION PLAN: 2025-2028 (Pages 225 - 254) Report by Executive Director with responsibility for Development and Economic Growth 14. ECONOMIC GROWTH TEAM ACTIVITIES AND OUTCOMES FOR 2024/25 (Pages 255 - 280) Report by Executive Director with responsibility for Development and Economic Growth 15. REGISTRATION OF AN ECONOMIC DEVELOPMENT SUBSIDY SCHEME TO FACILITATE COMPLIANCE WITH POST-EU SUBSIDY CONTROL LEGISLATION (Pages 281 - 322) Report by Executive Director with responsibility for Development and Economic Growth REPORT FOR NOTING 16. ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE WORK PLAN 2025/26 (Pages 323 - 326) Environment, Development and Infrastructure Committee Councillor John Armour (Chair) Councillor Jan Brown Councillor Graham Hardie Councillor Willie Hume Councillor Andrew Kain Councillor Jim Lynch Councillor Tommy MacPherson Councillor Ian MacQuire Councillor Luna Martin Councillor Liz McCabe Councillor Ross Moreland (Vice-Chair) Councillor Gary Mulvaney Councillor Alastair Redman Councillor William Sinclair Councillor Andrew Vennard Councillor Peter Wallace Contact: Julieann Small, Democratic Services Assistant - 01546 604043
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MINUTES of MEETING of ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE held ON A HYBRID BASIS IN THE COUNCIL CHAMBER, KILMORY, LOCHGILPHEAD AND BY MICROSOFT TEAMS on THURSDAY, 19 JUNE 2025 Present: Councillor John Armour (Chair) Councillor Graham Hardie Councillor Willie Hume Councillor Andrew Kain Councillor Jim Lynch Councillor Ian James MacQuire Councillor Luna Martin Councillor Liz McCabe Councillor Ross Moreland Councillor Gary Mulvaney Councillor Alastair Redman Councillor William Sinclair Councillor Andrew Vennard Councillor Peter Wallace Attending: Stephen Hall, Interim Head of Roads and Infrastructure Services Fergus Murray, Head of Development and Economic Growth John Blake, Fleet Waste and Transport Manager Ishabel Bremner, Economic Growth Manager Matt Mulderrig, Development Policy and Housing Manager Hugh O’Neill, Network and Standards Manager Scott Reid, Marine Operations Manager Jonathan Welch, Rural Growth Deal Programme Manager Stuart McLean, Committee Manager 1. APOLOGIES FOR ABSENCE Apologies for absence were received from Councillors Jan Brown and Tommy Macpherson. 2. DECLARATIONS OF INTEREST There were no declarations of interest 3. MINUTES The Minutes of the meeting of the Environment, Development and Infrastructure Committee held on 20 March 2025 were approved as a correct record. 4. EMPTY BUSINESS PROPERTY - UPDATE ON BUSINESS GRANT SCHEME The Committee gave consideration to a report providing an update on the implementation of Empty Property Relief Policy for Non-Domestic Rates, and to propose an associated Empty Business Property Grant Scheme. Decision The Environment, Development and Infrastructure Committee – 1. considered the content of the paper; Page 3 Agenda Item 3
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2. agreed to the framework and governance arrangements for an Empty Property Business Grant Scheme; 3. agreed to delegate authority to the Executive Director with responsibility for Development and Economic Growth in consultation with the Policy Lead and Chair of the Area Committee, to approve grants above £25,000 (maximum £50,000) should circumstances require a grant above £25,000. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated 20 May 2025, submitted) Councillor MacQuire joined the meeting during consideration of the following item of business. 5. HOUSING EMERGENCY UPDATE The Committee gave consideration to a report providing an high level synopsis on activity to tackle the Housing Emergency. Decision The Environment, Development and Infrastructure Committee considered the content of the report. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated June 2025, submitted) 6. COMMUNITY WEALTH BUILDING BILL AND CRUISE SHIP LEVY BILL CONSULTATONS: ARGYLL AND BUTE COUNCIL OFFICER RESPONSES The Committee gave consideration to a report detailing the Argyll and Bute Council officer responses to the recent ‘call for views’ consultations for the proposed Community Wealth Building (Scotland) Bill and the Cruise Ship Levy (Scotland) Bill currently progressing through the Scottish Parliament. Decision The Environment, Development and Infrastructure Committee – 1. noted the content of the report; 2. noted the Argyll and Bute Council officer responses to the questions in both consultations in Appendix 1 and Appendix 2 of the report. As the deadline for submission to the Scottish Government was 26th May and 30th May respectively, officers submitted responses aligned to the requested timetable. The responses were considered and commentary provided for inclusion in the submissions by members of the Executive Leadership Team. In addition. the Argyll Islands Sounding Board considered the response to the Cruise Ship Levy (Scotland) Bill; 3. agreed to homologate the officer responses; and 4. noted that as the consultations had closed any additional substantive comments from members of this committee should be submitted in writing to Tom Arthur, MSP, Minister for Employment and Investment (where Community Wealth Building is Page 4
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included in his portfolio) and on the Cruise Ship Levy to Shona Robison, MSP and Cabinet Secretary for Finance and Local Government. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated 28 May 2025, submitted) 7. SCOTTISH GOVERNMENT FUNDING - ISLANDS PROGRAMME, CARBON NEUTRAL ISLANDS CAPITAL FUND AND REGENERATION CAPITAL GRANT FUND The Committee gave consideration to a report outlining the Scottish Government Islands Programme funding of £5.3m which will be available for the 2025/26 financial year to fund capital projects on inhabited Scottish islands. A further £1.4m will be available to support the Carbon Neutral Islands (CNI) in their progression towards net zero. The report outlined the funds, the respective requirements for applications to each fund and progress made towards identifying projects for submission. Decision The Environment, Development and Infrastructure Committee – 1. noted the process for applying to the Islands Programme and Carbon Neutral Islands Capital Fund and the 22 July 2025 deadline for applications; 2. approved the recommended Island Programme projects detailed in paragraph 4.10 of the report which would form the basis of funding bids to the Scottish Government; 3. approved the submission of any of the potential CNI Capital Fund Projects listed at paragraph 4.15 of the report, subject to the project lead determining that this is still a project that should be progressed; 4. noted the process for applying to the Regeneration Capital Grant Fund and the 27 June 2025 stage one deadline; 5. approved the submission of any of the recommended RCGF projects listed at paragraph 4.22 of the report that would form the Expressions of Interest from Argyll and Bute Council to the Regeneration Capital Grant Fund for 2026/27; 6. agreed to delegate authority to the Executive Director with responsibility for Development and Economic Growth to approve the funding applications prior to submission to the Scottish Government; and 7. noted that the Transformational Projects and Regeneration Team would be responsible for managing expenditure and ensuring compliance with grant funding conditions for successful projects. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated 4 June 2025, submitted) 8. ARGYLL AND BUTE LOCAL TRANSPORT STRATEGY ISSUES REPORT The Committee gave consideration to a report detailing key Argyll and Bute transport issues that will inform the rationale, content, and future implementation of an Argyll and Bute Local Transport Strategy within the context of the resources available to us as a rural Page 5
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Local Authority together with National and Regional Transport priorities as set out in National and Regional Transport policy. Decision The Environment, Development and Infrastructure Committee – 1. considered and approved the list of Argyll and Bute key transport issues and associated survey questions, including priority transport projects, collaboration and partnership working opportunities contained within the report for a six-week period of public consultation to help inform a future Argyll and Bute Local Transport Strategy; 2. noted that officers would arrange an Elected Members seminar to take place at the conclusion of the consultation; and 3. noted that a further report would be presented at a future committee meeting once officers had analysed the consultation responses. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated 19 June 2025, submitted) 9. REMEMBERING TOGETHER - CO-CREATING COVID COMMUNITY MEMORIALS - COMPLETE The Committee gave consideration to a report providing a final project update on the Remembering together programme managed by Greenspace Scotland and delivered by CHARTS through a partnership with Argyll and Bute Council and Greenspace Scotland. Decision The Environment, Development and Infrastructure Committee considered the successful delivery of the Remembering Together Programme. (Reference: Report by Executive Director with responsibility for Development and Economic Growth dated May 2025, submitted) 10. TEMPORARY TRAFFIC REGULATION ORDERS CHARGING AND ADVERTISING The Committee gave consideration to a report detailing recommendations relating to Temporary Traffic Regulation Orders (TTROs) event charging and advertising and seeking agreement to undertake a wider review to ensure a consistent approach is applied to all applications and events. Decision The Environment, Development and Infrastructure Committee – 1. agreed that officers carry out a review of the event application costs associated with TTRO charges and advertising; 2. agreed that a report outlining the scope and methodology of that review, including engagement with event organisers, would be reported to the next Environment, Development and Infrastructure Committee; and Page 6
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3. agreed that the current Fees and Charges in relation to TTROs for events are suspended and the loss of income estimated to be up to £45,000 in 2025/26 is funded from the Priorities Investment Fund. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services dated June 2025, submitted) 11. REVIEW OF ROADS AND INFRASTRUCTURE SERVICES - UPDATE The Committee gave consideration to a report providing an update on progress and next steps in relation to the Roads and Infrastructure Service Review. Decision The Environment, Development and Infrastructure Committee – 1. noted the content of the report; 2. considered the progress made in relation to the Priority Improvement Actions as set out within Appendix 1 of the report; and 3. noted that officers would bring a progress report to the September 2025 meeting of this Committee, which would identify, where possible, how savings would be delivered in 2025/26 and 2026/27. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services dated June 2025, submitted) 12. WASTE LANDFILL BAN UPDATE The Committee gave consideration to a report providing an update on progress towards landfill ban compliance. Decision The Environment, Development and Infrastructure Committee – 1. considered the content of the report; and 2. agreed that officers would arrange an Elected Members seminar to take place later in the year. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services dated June 2025, submitted) 13. MARINE OPERATIONS: COUNCIL FERRY SERVICE: HITRANS GRANT The Committee gave consideration to a report detailing £1.564m of capital funding available for allocation to suitable projects with Argyll and Bute Council and internal ferry operations. Decision Page 7
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The Environment, Development and Infrastructure Committee – 1. agreed that funds be allocated as follows:- i. engage with suitable contractors to realise on-site accommodation at Port Askaig; ii. to engage with suitable Naval Architects to develop a ‘keel ready’ concept design for the Eilean Dhiura replacement ferry; and iii. to engage with suitable consultants to update and progress plans for the Cuan ferry infrastructure for use by the Eilean Dhiura and Belnahua vessels; and 2. in the event that part of the grant remains, approved ringfencing the fund for continued works on this Priority Strategy. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services dated June 2025, submitted) 14. NAMING OF TARBERT PLAYPARK The Committee gave consideration to recommendations from the meeting of the Mid Argyll, Kintyre and the Islands Area Committee held on 19 June 2025 that the Committee relating to the naming of Tarbert Playpark. Decision The Environment, Development and Infrastructure Committee – 1. acknowledged the efforts made by John McAlpine in ensuring that Tarbert’s playpark was upgraded and improved for the benefit of local young people, alongside the contributions made by the community as a whole to this much-appreciated local amenity; 2. agreed that the Tarbert Playpark should be formally named ‘The John McAlpine Playpark’; and 3. asked officers to make the necessary arrangements to formally record the playpark name as required and for the installation of appropriate signage. (Reference: Extract of minute of the Mid Argyll, Kintyre and the Islands Area Committee held on 19 June 2025, submitted) 15. ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE WORK PLAN 2025/26 The Environment, Development and Infrastructure Committee workplan was before the Committee for noting. Decision The Environment, Development and Infrastructure Committee noted the content of the workplan. Page 8
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(Reference: Environment, Development and Infrastructure Committee workplan dated June 2025, submitted) The Committee resolved in terms of Section 50A(4) of the Local Government (Scotland) Act 1973, to exclude the public from the following item of business on the grounds that it was likely to involve the disclosure of exempt information as defined in Paragraph 9 of Part 1 of Schedule 7A to the Local Government (Scotland) Act 1973. 16. WASTE DISPOSAL – OPTIONS POST PPP CONTRACT The Committee gave consideration to a report detailing the options that have been reviewed to achieve service continuity upon the expiry of the Councils PPP contract for waste disposal. Decision The Environment, Development and Infrastructure Committee agreed the recommendations as contained within the submitted report. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services dated 12 June 2025, submitted) Page 9
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE SERVICES 1 SEPTEMBER 2025 WINTER SERVICE POLICY 2025/26 1.0 EXECUTIVE SUMMARY 1.1 Each year Members consider for approval, the Council’s Winter Service Policy. The format and general content of the Winter Service Policy 2025/26 remains similar to that of the 2024/25 Policy and is unchanged in general scope since the PPG 2008. 1.2 The policy sets out priorities for treatment and routes, which will be ‘pre-treated’ in advance of winter hazards. In prolonged winter conditions, the policy provides for all roads to be treated, with resources being allocated to focus on the hierarchy of priorities (i.e. the lower priorities will only be cleared once the higher priorities have been treated and remain clear of any recurring hazards). 1.3 The policy is a comprehensive document setting out the management, governance and operational requirements for the winter service. The policy sets out signing provision to warn the travelling public of roads which are unsuitable for use during extreme winter conditions. The policy also provides a protocol for the reduction in use of salt and preservation of remaining stocks in the event of salt stock replenishment operations being disrupted. This was introduced following the severe winters of 2009/10 and 2010/11 when national salt supplies were interrupted. 1.4 It is recommended that the Environment, Development and Infrastructure Committee :- • Approves the 2025/26 Winter Maintenance Policy Document at Appendix 1 • Endorses that a further review of the winter maintenance policy is undertaken prior to the 2026/27 winter maintenance season which includes a review of the total percentage of the road network that is currently treated and, recognising this is 10% higher than the average for the rural group authorities, whether efficiencies on this can be achieved. With an options report back to Committee during early summer 2026 • Approves the Salt Use Reduction and Preservation of Stocks Protocol at Appendix 2. • Notes the Advisory signing, routes unsuitable in severe conditions at Appendix 3 • Notes the Frontline Treatment Vehicle Fleet 2025-26 at Appendix 4 • Notes the Salt Stocks monitoring and resilience record at Appendix 5 • Notes weather summary from season 2024-25 at Appendix 6 Page 11 Agenda Item 4
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 WINTER SERVICE POLICY 2025/26 2.0 INTRODUCTION 2.1 This report presents the Winter Service Policy 2025/26 which remains in a similar format and covers a similar network to the Policy approved by this Committee in previous years. This generally remains based on the network and times of the public bus service with additional priority and resources allocated to strategic highspeed roads. 3.0 RECOMMENDATIONS 3.1 It is recommended that the Environment, Development and Infrastructure Committee:- • Approves the 2025/26 Winter Maintenance Policy Document at Appendix 1 • Endorses that a further review of the winter maintenance policy is undertaken prior to the 2026/27 winter maintenance season which includes a review of the total percentage of the road network that is currently treated and, recognising this is 10% higher than the average for the rural group authorities, whether efficiencies on this can be achieved. With a report to Committee during early summer 2026 • Approves the Salt Use Reduction and Preservation of Stocks Protocol at Appendix 2 • Notes the Advisory signing, routes unsuitable in severe conditions at Appendix 3 • Notes the Frontline Treatment Vehicle Fleet 2025/26 at Appendix 4 • Notes the Salt Stocks monitoring and resilience record at Appendix 5 • Notes weather summary from season 2024-25 at Appendix 6 DETAIL 4.0 Winter Maintenance Policy 2025/26 4.1 The proposed Winter Maintenance Policy for 2025/26, in terms of treatment standards and routes, remains largely unchanged from last year. The current hierarchy of routes in section-4 of the policy, allows for 54.24% of the adopted road network to be subject to pre-treatment. This is the highest proportion within the seven authorities in the SCOTS Project Group1(Rural) and 10% above the average for all Scottish authorities. 4.2 The changes brought in over the previous two seasons have been subject to review as part of the annual process of end of season assessment and future planning. Page 12
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• The second year of the new Weather Forecast contract with Metdesk Ltd was reviewed at a West of Scotland Group meeting in May 2025. The out-turn performance figure for accuracy of the Argyll and Bute forecast was above the industry norm of 90%-92% with an outturn figure of 94.4 % for the season • Revised routes, implemented over the previous seasons were reviewed for effectiveness. The Kintyre routes K1-K3, additional L7 Lorn Arc treatment route and the addition of the road C07 Ardlamont section onto the C6 pre- treatment route in Cowal were all successfully delivered as planned, within the parameters of the policy. • Standby shifts were altered to run from Thursday afternoon to the following Thursday morning. This allowed operatives in depots with limited numbers, resulting in “one on – one off” shift patterns to be allowed the potential for a long weekend Friday – Monday break, without the need for substitute drivers. This pattern operated successfully all through last winter season and has continued through the parallel “Summer Standby” out of hours commitment. The Policy has been adjusted to allow for the Thursday starts for the coming season. 4.3 Storm Eowyn crossed Argyll and Bute on 23rd and 24th January and was considered a severe danger to life. Consequently, operations staff were instructed to stand-to awaiting an abatement in the conditions, with a maximum gust of approaching 100mph recorded on the Friday. Once safe to mobilise on Saturday 25th resources were initially engaged in closing roads on safety grounds, due to dangerous buildings. Through the weekend, works concentrated on the removal of physical obstructions to the network, with almost all removed by Tuesday 28th January apart from a small number restricted to single file, controlled by traffic lights. 4.4 The advisory signs for alternative routes in severe snow conditions remain similar for the four routes proposed in previous years. Details on sign configuration and locations are contained in Appendix 3 of this report. 4.5 Winter stand-by arrangements will commence on Thursday 30th October 2025 and will continue until Thursday 16th April 2026. There remains a total of 32 treatment routes detailed in the policy’s operational planning web-based management tool. Should weather conditions dictate, it may be necessary to bring forward the start date and/or push back the finish date. This would be determined operationally depending on the forecasts received or observed weather conditions. 4.6 The Winter Treatment Fleet for 2025/26 will be similar to last winter. This will consist of 17 hired gritters from Econ Ltd. 8 of 26t 9cu.m capacity and 9 of 18t 6cu.m capacity, retained on a further one year extension. 1 contractor vehicle on Jura and 13 Council vehicles. The Council element consists of the updated frontline winter capable fleet of Quick-Change Body (QCB) demountable, multipurpose vehicles procured during 2021. This provides 32 main frontline vehicles with 3 spare 18t 6cu.m capacity multipurpose vehicles and 3 back-up 12t 3.5cu.m multipurpose vehicles to cover breakdowns. In addition, a further 4 x 7.5 tonne tippers can accommodate ploughs, giving a total of 10 extra vehicles that can be deployed together with Contractors’/ Farmers’ tractors and ‘V’ ploughs if conditions demand. Page 13
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4.7 A further review of overall winter capable fleet was carried out after concerns raised in 2023-24 season on the limited ability to react to the occasional severe frosts on Tiree and Coll. Additional trailer gritters for use in conjunction with transit pick-up sized vehicles were procured for Tiree, Coll, Colonsay and Lismore. These facilities will be in place for the coming season, including parallel towing and salt loading facilities. Staff on these islands will react to conditions under priority 4 of the Policy. 4.8 The requirement to manage drivers’ hours within the delivery of all Council Services directly impacts on the retention of the Council’s Operator Licence. Drivers from across the operational teams (grounds, waste, roads) deliver the pre-treatment service, in conjunction with external contractor assistance on the island of Jura. In extended periods of extreme winter conditions consideration will be given, at an operational level, to prioritising services to ensure that winter treatments can be delivered. This may result, for example, in refuse collections and other services being temporarily suspended in order to prioritise the clearing of ice and snow. Such measures are only likely in prolonged periods of extreme weather. 4.9 Steps are taken each year to increase the available driver “pool” by utilising other council drivers including grounds and waste disposal operatives. Discussions are ongoing to resource additional resilience by engaging assistance from external contractors on mainland and island routes where in-house coverage is limited. The age demographic of operatives within the service, coupled with limitations on recruitment at local levels, indicates that a deficit in the driver pool may further develop in several districts, making the delivery of the current policy difficult to maintain in future years. 4.10 In extreme and prolonged weather events and where other priority tasks occur (such as responses to road traffic collisions, collapsed culverts, fallen trees etc) resources may need to be allocated based on a risk-based priority. 4.11 Table 1 below indicates the statistical variations in operational activities over the last eight winter seasons. Weather patterns vary with some years experiencing hazards more widespread and in others more concentrated on inland and higher routes. The equivalent Full Fleet runs statistic is used to indicate an approximation to the budget allowance. The application of salt varies between 10gm2 and 40gm2 depending on a number of factors including road surface temperature, forecast and residual salt. In parallel with these methods, grit and sand are applied in snow conditions. The route with the individual highest number of turn-outs, was consistently the A819 East Lorn Strategic Route in previous years, due to its North Eastern inland, high level sections. However, last season A815 Dunoon – Cairndow strategic route pre- treatment vehicle was mobilised on 109 times, with A819 turned out 105 times. Page 14
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Table 1 Winter Season 2017/18 2018/19 2019/20 2020/21 2021/22 2022/23 2023/24 2024/25 Equivalent Full Fleet Runs 110nr 62nr 78nr 79nr 65nr 66nr 71nr 81nr Salt used in all treatments tonnes 22,992t 13,059t 12,280t 15,753t 11,030t 12,535t 12,070t 11,755t Most turned out Treatment route. Mobilisations = nr A819 = 162nr A819 = 109nr A819 = 139nr A819 = 114nr A819 = 107nr A819 = 94nr A819 = 103nr A815 = 103nr A815 = 109nr A819 = 105nr 4.12 It remains a considerable time since we have experienced a large scale snow event. Even the “Beast from the East” in 2017 only affected the Eastern domains of Lomond, Bute and Cowal with the rest of Argyll largely untouched. It is likely that should a longer spell of snow affect the whole of Argyll, a considerable escalation in resources and hence budget spend will be required to maintain lifeline accesses to communities. Appendix 6 to this report provides a summary of the 2024/25 winter conditions. 4.13 Footways and footpaths will only be treated, in periods of lasting hazard, when it is considered by the winter management team that the physical condition of the footways and footpaths makes it necessary and treatments will be effective. Footways and footpaths will usually only be treated during normal working hours. Staffing levels are such that we generally do not have sufficient operatives available to deal with footways and footpaths in parallel with treatments of the carriageway. The mobilisation of external resources to assist in footway treatments, is a balance of cost benefit against potential thaw conditions rendering treatments un-necessary. This winter maintenance policy applies to the public road network and a limited number of emergency service and public transport routes. Public car parks, access to council offices, schools etc all being subject to local arrangements out with the scope of this policy. 4.14 In specific locations additional information and diversion signing will be erected to further inform drivers of the hazardous conditions on some routes and advise them of alternative routes where available resources will concentrate on maintaining treatments. There are four roads where signing to indicate specific alternative routes are available. The signs deployed for these road closures are detailed in Appendix3. 1. A817 “Haul Rd”, Lomond. Snow gates at A82 and A814 “central” roundabout Diversion via A818 Arden - A814 Garelochhead 2. C46 Glen Aros / Glenbellart road , Mull Signs at Aros Bridge and Dervaig Primary School Diversion via A848 Tobermory 3. C9 Glenfinart Road (The Larach), Cowal Signs at Whistlefield Hotel and Sligrachan Bus turning head; Diversion via A880 Cot House Page 15
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4. C11 Otter Hill road ( Bealach an Drain), Cowal Signs at Glendaruel A886 and Otter Ferry B8000; Diversion via A8003 Tighnabruaich and Kames. 4.15 Graph 1 indicates the trend in winter activity spend against budget for the last decade, in what is essentially, a static Policy. The Council’s Winter Maintenance budget was increased by £500k in Financial Year 2019/20 to an operational budget of £2.12M. Despite further budget increases to £2.304M for 2023-24 and £2.673M for 2024-25, further unit cost increases have consistently resulted in annual costs exceeding budget allowance. The actual cost of winter maintenance is dependent upon the severity of winter conditions and is a financial risk, in that the service responds in accordance with set policy to variable weather events, which are not predictable. The amount of salt used per year will vary, depending on the grams per sq.m instructed in the individual route plans, for each mobilisation, which are dictated by the weather forecast and actual observed conditions. 4.11 - Table 1 refers. Graph 1 4.16 Overall the financial out-turn cost for winter 2024-25 was recorded as £2,878,902 at 31st March once accruals were allocated, against a budget of £2,673,368, an excess of £205,534 equivalent to 8%. This indicates a continuation of the general increase in the unit costs of winter and hence the average cost of a full fleet mobilisation. 4.17 Salt stocks totalling 8,884 tonnes were recorded in all stores at the end of season 2023-24. The recorded total of salt purchased last winter amounted to 12,721 tonnes delivered to all stores by a combination of bulk shipping and road deliveries. A total of 11,755 tonnes of rock salt was recorded as used in all treatments, including grit heaps and bins, from mid-October 2024 to late March 2025, with no positive action required in the remaining period up to mid-April, end of Winter Standby operations. 4.18 Salt prices are accepted through the Scotland Excel contract from our term supplier Irish Salt Mining and Exploration Ltd. The price increase agreed in May 2024 amounted to 5% to 6% per tonne overall. These prices were held for last winter, with the average price £55.29 / tonne, delivered to depots. The unit prices for 2025- 26 are expected through Scotland Excel by September for implementation in November. Budget Page 16
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4.19 The Gritter Hire Contract with Econ Ltd. has been extended for a further year, retaining the current fleet of 17nr PMGs for 2025-26. The hire for the core period, allowing for potential early mobilisation equates to a 6 month period from 15th October to 16th April. The core period hire costs are estimated at £486,024.00. The hired PMGs and in-house fleet of frontline treatment vehicles is shown in Appendix 4. 4.20 The budget for winter 2025-25 is similar the last season at £2,672,426. This allows the equivalent fleet runs monitoring figure, to be set at 80nr runs for the coming season. 4.21 As of July 2025, the Council held a stock of approximately 7,914 tonnes of useable salt. Provisional orders are in place for a further 3,500 tonnes. Deliveries will be called forward in October to top up capacity in storage facilities to the target starting stock of +11,000 tonnes. Salt deliveries will continue to be ordered throughout the winter period to keep reserves stocked and preserve resilience. Weekly salt stock lists are submitted to Scottish Government as part of a Scotland wide winter resilience plan- Appendix 5 4.22 The Salt Use Reduction and Preservation of Stocks protocol was introduced in December 2010 in light of severe shipping and material shortages. This was reviewed and updated in 2020 and is attached at Appendix 2. 4.23 The assessment of school routes subject to pre-treatment before 08:00hrs, is covered under Priority 3b of the route hierarchy, in section 4 of the Policy. This is reviewed each year once the pupil intake for August is confirmed. The policy remains similar to previous years, where sections of routes not already included under Priority 1 & 2 or P3a Service bus routes, are added to the pre-treatment routes, when at least 12 pupils are carried on transport provided by the council. Transport Scotland 4.24 Following the decision to trunk the southern section of the A83 in 2014, Transport Scotland are the roads authority for this section of road Kennacraig – Campbeltown. The G6 trunk road contract for NW area had a commencement date of 16th August 2022 and was retained by BEAR Scotland Ltd as the Operating Company. 4.25 BEAR Scotland Ltd confirmed the establishment of their own operational depot at Machrihanish, for winter 2023-24. Since then, there has been no further requirement for A&BC to provide resources to BEAR for winter maintenance on A83 Kintyre. 4.26 Due to the isolated nature of some sections of the Council network, directly connected to the trunk road, BEAR Scotland provides assistance in compliance with the A&BC policy with regards to transport interfaces under Priority 2. Treatments are delivered by trunk road vehicles on return journeys, after completing their routes. • Bridge of Orchy Rail Station road (and Fire station) – Off A82 • Furnace Village Bus Loop - Off A83 Page 17
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Winter Policy Review 4.27 Whilst the budget is effectively the same sum as last year, the governing factor is related to driver resources, with pressures on the current capability. This trend will eventually become unsustainable given the age demographic of drivers. The availability of local contractors to supplement the full time employees, is also subject to variation and localised pressure. However, for the purpose of this report, Officers are not requesting any further increase to this year’s budget, at this time. 5.0 CONCLUSION 5.1 This report details the Council’s Winter Maintenance Policy for 2025/26 and highlights the pressures on resources and operational effectiveness due to the constraints of future funding levels and best practice advice. 5.2 Committee is asked to approve the Winter Service Policy 2025/26 and note the details in Appendices 1 – 6. 5.3 A consultation process will commence in parallel with the 2025-26 operational winter period, to review the Winter Policy – level of service. This will look at the current policy based largely on the public bus service routes, with a view to determining fair, equitable and efficient ways to reduce the winter commitment within the Council’s obligations for Road Safety and Economic growth. Consideration will be given to current and predicted physical and financial resources, within the Revenue budget. 6.0 IMPLICATIONS 6.1 Policy – It is considered to be good practice for Committee to confirm policy for winter maintenance activity on an annual basis. This report seeks to achieve the above. 6.2 Financial – The Council’s Winter Maintenance budget is a similar sum £2.672 million (from £2.673 million) for this financial year, to cater for previous and anticipated unit cost pressures. This provides the capability to deliver the equivalent of approximately 80 full runs of the treatment fleet over the coming season. The actual cost of winter maintenance is dependent upon the severity of winter conditions and is a financial risk in that the service respond s to weather events that are not predictable. Should the criteria for school bus routes change this will affect the budget required. 6.3 Legal – The Winter Maintenance Policy sets out the Council’s level of service provision for winter maintenance, with reference to Section 34 of Roads (Scotland) Act 1984. 6.4 HR – Staffing levels have reduced over recent years, this can make it challenging to have sufficient staff to deal with a severe winter event. Processes are in place for external suppliers to assist in geographic specific locations with additional support called forward through framework contracts should severe weather persist. 6.5 Customer service – The winter policy has been designed to maintain access to the Council’s Strategic Road network and other “lifeline” routes within the confines of the Page 18
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available resources. 6.6 Risk – The proposed policy, is designed to reduce the exposure of the Council to risk. 6.7 Climate change – In recent years, weather patterns are trending to intermittent storm events with shorter duration periods of traditional “winter” hazards of snow and ice. Frequent thaws / wash-off events result in an increase of repeat salting treatments in marginal conditions. Therefor increasing cost and resource commitments, rather than reducing them. 6.8 Fairer Scotland Duty – None. 6.9 Equalities: protected characteristics – None 6.10 Consumer duty – None known. 6.11 Island communities – Island road network hierarchy assessed and included in this policy. 6.12 Children’s Rights and Wellbeing – The proposed policy, considers the requirement to treat routes to schools, within the confines of available resources. Executive Director with responsibility for Roads and Infrastructure Services – Kirsty Flanagan Head of Roads and Infrastructure Services – Andy Summers Policy Lead – Roads, Transport and Amenity Services - Councillor John Armour August 2025 For further information contact: Stephen Hall - Interim Head of Roads & Infrastructure Services 01546 604896 APPENDICES 1. 2025-26 Winter Service Policy Document 2. Salt Use Reduction and Preservation of Stocks Protocol (2020 revised) 3. Advisory Signing – Road Closures in Severe Conditions 4. Frontline Treatment Vehicle Fleet 2025-2026 5. Salt stocks – July 2025 – monitoring and resilience record 6. Summary of 2024-25 weather conditions Page 19
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WINTER SERVICE POLICY 2025-26 Author Assistant Network and Standards Manager Owner Head of Road and Infrastructure Services Date 29th July 2025 Version 1.0 Page 21
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CONTENTS Page No. Section 1 Introduction 2 Section 2 Outline Principles 2 Section 3 Management Arrangements 3 Section 4 Policy on Treatment Priorities 4 Section 5 Winter Standby, Standby Procedures and Gritting Guidelines 6 Section 6 Snow Clearance Strategy 8 Section 7 Assistance from Other Authority Resources and Contractors 10 Section 8 Salt, Etc. 10 Section 9 Plant Resources and Servicing Practices 13 Section 10 Weather Forecast and Monitoring 13 Section 11 Operational Communications 13 Section 12 Instruction and Record Keeping 16 Page 22
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1.0 INTRODUCTION 1.1 Argyll and Bute Council has a statutory obligation, under Section 34 of the Roads (Scotland) Act 1984, to “...take such steps as it considers reasonable to, prevent snow and ice endangering the safe passage of pedestrians and vehicles over public roads” in the Council area, which by definition includes carriageways, footways, footpaths, pedestrian precincts, etc. 1.2 Argyll and Bute Council will consider implementation of the recommendations included in the UK Roads Liaison Group document - Well Managed Highways Infrastructure, code of practice (first published October 2016) within the practicalities of resources and geography. The Council, through its officers, will liaise and take guidance from the Scottish Collaboration of Transportation Specialists, (SCOTS) - Winter Service Subgroup on the consistent approach to implementation, in the context of the Geographical and Climatic conditions relevant to Scotland. 1.3 It is the aim of Argyll and Bute Council to provide a service with respect to the above that will:- a) Ensure the provision of a standard of treatment appropriate to the prevailing weather conditions. b) Establish patterns of working which will produce the greatest benefit from the deployed resources, with the view to reducing the level of risk and the extent of any delays to the public, caused by adverse weather conditions. c) At all times comply with the requirements of the Health and Safety at Work Act 1974. 2.0 OUTLINE PRINCIPLES 2.1 The Council, through the Executive Director with responsibility for Roads and Infrastructure Services, will:- a) Set policy and strategy and monitor the winter maintenance service. b) Arrange weather forecasts to assist the Winter Management team to determine the daily winter maintenance treatment strategy. c) Provide specialist winter maintenance plant. e.g. snow plough attachments, bulk gritters, demountable gritters, towed gritters and loading shovels. d) Provide salt, grit, grit bins, snow gates and signing. e) Provide organise and manage a trained labour force. f) Provide non specialist plant e.g. lorries for demountable gritters, pickups, non-specialist loading equipment, hand tools, tarpaulins and the like. Page 23
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3.0 MANAGEMENT ARRANGEMENTS 3.1 The Executive Director with responsibility for Roads and Infrastructure Services is responsible for implementing the Council’s Winter Service Policy. 3.2 The Head of Road and Infrastructure Services has overall responsibility for ensuring that the Council’s winter maintenance activities are carried out in line with the Council’s Winter Service Policy. 3.3 The Network and Standards Manager is responsible for the appointment of a Weather Service Provider (forecaster), collection of winter management and weather data. The provision and maintaining of salt stocks, preparation and collation of rotas for on-call Managers, Area Supervisors and teams of Operatives and for communications. 3.4 The Operations Manager is responsible for the day to day delivery of the Council’s winter service policy, the appointment of appropriate staff as Winter & Duty Managers, Supervisors and sufficient Operatives to deliver the policy. The maintenance of appropriate depots and salt stores to allow the efficient delivery of the Policy and in conjunction with the Fleet Manager, provision and maintenance of a fleet of winter capable vehicles in these depots. 3.5 The appointed Winter Manager on duty is responsible for consulting with the on-call Duty Manager and approving the draft winter plan of action together with any subsequent updates to that plan produced after review of conditions. 3.6 Duty Managers are responsible for analysing forecast data, liaising with the forecast provider and producing the daily winter maintenance action plan and gaining approval from the Winter Manager. They will ensure that the daily winter maintenance action plan is submitted to local areas for action by 15:00 hrs each day. They will monitor the weather information and make any changes to the action plan as conditions require. 3.7 The Operations Manager will ensure that the appointed staff in their areas are aware of and understand the strategies and priorities as stipulated. On receiving the Duty Manager’s approved daily winter action plan they will ensure, through the Area Winter Supervisor, that the plan is correctly implemented. They will ensure, wherever practicable, that adequate resources are available to fully undertake the Council’s Winter Service Policy. 3.8 Discussions will take place between Senior Management to monitor performance, at regular meetings. Any problems highlighted by the Duty Managers will be resolved at local level, where possible. Duty Managers will be relieved by other Area Office staff, from any local management responsibilities, during their weekly duty requirements. 3.9 Provision of the Winter Service on Council roads will normally run from the nearest Friday to the 1st November through to 15th April each season. However, this period may be extended, at either end, to accommodate prevailing weather conditions. Page 24
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4.0 POLICY ON TREATMENT PRIORITIES 4.1 Carriageway treatment 4.1.1 Prior to the commencement of each winter the Assistant Network and Standards Manager will produce carriageway gritting routes based generally on the following principles:- Priority 1 Strategic high speed, main traffic routes Lomond - A814 Dumbarton- Garelochhead, A818 Arden (A82) - Helensburgh Cowal - A815 Cairndow – Dunoon Ferry Lorn / Mid-Argyll - A816 Oban - Lochgilphead, A819 Dalmally – Inveraray 04:00 – 08:00 hrs 08:00 – 16:00hrs 16:00 – 22:00hrs 22:00 – 04:00hrs Mon Sat - Pre-treat as required + reactive Pre-treat as required + reactive Pre-treat as required + reactive Reactive as reported conditions dictate Sun PH & Pre-treat as required + reactive Pre-treat as required + reactive Pre-treat as required + reactive Reactive as reported conditions dictate Priority 2 Other “A” and “B” classified roads, Except where treatment is categorised under Priority 3 bus routes, or less. A814 Garelochhead –Arrochar, A817 Haul Road & B833 Rosneath Peninsula A815 Dunoon-Toward, A880 to Ardentinny, A885 Sandbank, A886 Strachur– Colintraive, A8003 Tighnabruaich, A844 / A845 & A886 on Bute A846 / A847 on Islay, A846 on Jura A848 / A849, A884 & B8073 Tobermory – Dervaig, on Mull B828 / B839 to Lochgoilhead, B842 Southend – Carradale, B843 to Machrihanish, B844 / B8003 to Easdale & Cuan B8001 Skipness, B8024 Kilberry Loop, B841 / B8025 Achnamara & Tayvallich. Plus Principal Accident and Emergency routes or roads to hospitals and routes to Police stations, Fire stations and Ambulance depot accesses Other selected streets in main urban areas e.g. steep hills, etc where route efficiency permits. 06:00 – 08:00hrs 08:00 – 16:00hrs 16:00 – 22:00hrs 22:00 – 06:00hrs Mon -Sat Pre-treat as required + reactive Pre-treat in advance (if possible) + reactive Reactive as reported conditions dictate Reactive - only in extreme conditions Sun & PH Pre-treat as required + reactive Pre-treat in advance (if possible) + reactive Reactive as reported conditions dictate Reactive - only in extreme conditions Page 25
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Priority 3 Any section of public road, outwith P1 & P2 above, subject to :- Main Public Service bus routes as timetables require that can be met within operational time bands. Should it be impractical to cover a Service then the operator must be notified or Main School Bus routes prior to or during term days only. Designation 06:00 – 08:00 hrs 08:00 – 16:00 hrs 16:00 – 22:00 hrs 22:00 – 06:00 hrs Priority 3a Service Route Mon- Fri Pre-treat as required + reactive Pre-treat in advance (is possible) + reactive No treatment unless stable conditions forecast a.m. No treatment W/E Pre-treat in advance of journey, if possible, but no guarantee. Timetabled days only. Priority 3b School Route 12 or more occupied seats) Mon- Fri Pre-treat as required + reactive Pre-treat in advance + reactive No treatment unless stable conditions forecast a.m. (Not Friday p.m.) No Treatment No treatments out-with School Term days (apart from Sunday evenings in advance, if stable conditions forecast Monday a.m.) Priority 4 All other public roads Only as actual conditions dictate and resources are deemed to be effective. 06:00 – 08:00hrs 08:00 – 16:00 hrs 16:00 – 22:00 hrs 22:00 – 06:00 hrs Mon - Fri No treatment Reactive (may include pre-treat) Reactive – only in extreme conditions No treatment W/E & PH No treatment Reactive – only in extreme conditions No treatment No treatment 4.1.2 The above route priorities are set around the requirements to pre-treat in advance of freezing conditions or react to developed hazards within a reasonably practicable timescale within the confines of the resources available. Under standard conditions, pre-treatment routes are designed to be completed within 3 hours of mobilisation. 4.1.3 Where hazards re-occur after treatment or in conditions where instantaneous hazards occur, resources may be required to concentrate on re-application of several treatments prior to moving on. In such circumstances the highest priority routes, experiencing such conditions, will generally be treated first and resources will only be released to other priorities once it is determined that treatments have an expectation of remaining effective. Page 26
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4.2 Footway and Footpath Priorities 4.2.1 At the start of each winter, the Assistant Network and Standards Manager will produce footway and footpath treatment routes based generally on the following principle. Priority 1 - Urban Shopping Areas and Precincts Priority 2 - Other areas of high pedestrian concentration, e.g. in the vicinity of hospitals and schools. Priority 3 - Steep hills in housing developments and in the vicinity of residential homes for the elderly. 4.2.2 Footways and footpaths will only be treated, in periods of lasting hazards, when the Duty Manager, in consultation with Area staff, considers that their physical condition makes it necessary and treatments will be effective. They will usually only be treated during normal working hours. 4.3 Resources 4.3.1 Labour To ensure that an adequate labour resource is available to allow treatment to be carried out, arrangements are in place with Amenity Services section to participate in the supply of additional labour when conditions require. 4.3.2 Plant Plant to assist with the clearance of snow and spreading of salt has been provided by Road and Infrastructure Services. Attachments to mowers to allow footpath ploughing will be fitted at the start of each season, where practicable. Footway salt spreading barrows are provided for use by available labour when required. 4.4 Cycleways 4.4.1 Only cycleways contiguous with roads and footways will be treated in conjunction with any planned treatments. 5.0 WINTER STANDBY, STANDBY PROCEDURES & GRITTING GUIDELINES 5.1 The formal winter standby period for Council roads will normally be from the end of the working day on the Thursday nearest to 1st November to the Thursday nearest to 15th April. This period may be extended at either end as the prevailing weather conditions dictate. 5.2 Shift and Standby Procedures 5.2.1 During the operational period, standby arrangements will be operated on a formal home standby basis, with call-out as required. Arrangements will be put in place to allow mobilisation of frontline vehicles within 1 hour of call out. Page 27
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5.2.2 Standby rotas will include sufficient drivers to ensure that the priority 1 routes can be treated within 3 hours of commencing treatment 5.2.3 On receipt of a weather forecast indicating medium to heavy snow, where resources allow, sufficient additional operatives will be placed on standby to cover all priority 1 & 2 routes and any priority 3 routes likely to be affected, as timetables indicate, by the forecast. 5.3 Carriageway Treatment 5.3.1 Carriageways will generally be treated in the order of priority as specified in section 4. By 13:00 each day during the winter months, having considered the most recent weather forecast, the level of residual salt on the road network and the available resources, the Duty Manager will compile an Action Plan for carriageway treatment for the following twenty-four hours. The Winter Manager will review, recommend any adjustments if needed and then approve the proposed plan. 5.3.2 Precautionary treatment for frost and light snow will be spread at a target rate of 10g/m² of salt. 5.3.3 Precautionary treatment of 20g/m² for conditions where frost is forecast after rain should be delayed as long as possible to reduce loss of salt due to wash- off. This should not preclude the treatment of routes during showers where freezing of rain on contact has been predicted or is reported. 5.3.4 Precautionary treatment when heavy snow falls are expected should be at a rate of between 20 and 40g/m² of salt according to the anticipated severity of snowfall and confidence level of the forecast. 5.3.5 In conditions where current snowfall is forecast to continue, substitution of salt with abrasive materials, sand or grit, will be instigated until such time as showers cease and any use of de-icing materials are deemed to be more effective. In extreme or persisting conditions, all material spreading will cease until there is an expectation that any deposits will remain on the carriageway and be effective in aiding traction. 5.3.6 In marginal conditions, consideration will be given to limiting treatment to known localised areas prone to icing. During periods of prolonged freezing conditions in the absence of precipitation, spot salting of areas of persistent seepage will continue while hazards remain. 5.3.7 Where areas of seepage from adjoining land are recorded on a regular basis, these will be identified and pre-emptive rectification of the drainage system will be instigated. Page 28
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Land owners will be notified of their requirement to carry-out such work as it affects public roads. The Council will take necessary steps to effect repairs, in the absence of any undertaken by landowners and pursue recovery of costs accordingly. 5.4 Footway and Footpath Treatment 5.4.1 Treatment of footways and footpaths will be by a combination of mechanical and manual operation. In large urban areas footway salting will be carried out by purpose built spreader barrows with a nominal design spread rate of 50g/m². 5.4.2 Salt will only be utilised where ice and frost are the main hazard. In all snowfall conditions, physical clearance will be the priority with sand / grit spread thereafter to aid traction. 5.4.3 Treatment of footways and footpaths will normally only be carried out during the normal working day as resources permit. In most cases additional resources should be mobilised at local level as conditions dictate. The Winter Manager and Duty Manager will be kept informed of all additional resources mobilised by local management. 6.0 SNOW CLEARANCE STRATEGY 6.1 Carriageways 6.1.1 On receipt of a weather forecast indicating medium to heavy snow, carriageways should be treated in accordance with section 5.3.5. When the forecast is for rain turning to snow or the snow prediction is marginal the salting operations should be delayed accordingly. 6.1.2 When forecasts indicate that there will be medium or heavy snow falls, the Duty Manager will instruct that all vehicles capable of being fitted with ploughing devices will be so equipped. 6.1.3 Salting should be continued or be restarted when snow is falling, as conditions warrant however sand / grit must be used to preserve de-icing materials until such time as it can be used effectively. 6.1.4 Snow ploughing will commence as soon as it is considered that the operation will be effective. Generally snow can only be ploughed effectively at depths exceeding 30mm. 6.1.5 Spreading treatment of ploughed surfaces will be carried out when it is considered that the material will have the most beneficial effect. The normal case on two lane carriageways will be for spreading treatment to be started when the second lane is being ploughed, generally in the return direction. However in persisting snow conditions the spreading of materials shall be delayed until clearance of accumulations is effective. Page 29
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6.1.6 Resources should generally be allocated to clear roads in the order of priority shown in section 4, but with precedence being given to those areas which have experienced the heaviest snow falls and drifting 6.1.7 Where slush is formed it should be ploughed as soon as practicable to avoid the risk of rutting should there be a further significant drop in temperature which might result in freezing conditions. 6.1.8 Where snow hazards are predicted to persist or develop intermittently throughout the night, consideration will be given to continuing action in some circumstances. Mainly in cases where a break in operations may result in hard packed snow or other conditions difficult to treat on resumption. Individual circumstances, such as access for emergency services or other lifeline service vehicles will normally take precedent over the above route priority arrangements. 6.1.9 Where it is judged that a road cannot be kept open, early closure in liaison with the Police in a planned manner, should be initiated. Direct consultation at local level must be maintained where conditions are changeable and in some circumstances this may mean discussions on site between local Supervisors and Police officers. 6.1.10 In specific locations additional information and diversion signing will be erected to further inform drivers of the hazardous conditions on some routes and advise them of alternative routes where available resources will concentrate on maintaining treatments. There are four roads where signing to indicate specific alternative routes are available. 1. A817 “Haul Rd”, Lomond, Snow gates at A82 and A814 “central” roundabout Diversion via A818 Arden - A814 Garelochead 2. C46 Glen Aros / Glenbellart road, Mull. Signs at Aros Bridge and Dervaig Primary School. Diversion via A848Tobermory 3. C9 Glenfinart Road (The Larach), Cowal. Signs at Whistlefield Hotel and Sligrachan Bus turning head. Diversion via A880 Cot House 4. C11 Otter Hill road (Bealach an Drain), Cowal. Signs at Glendaruel A886 and Otter Ferry B8000; Diversion via A8003 Tighnabruaich and Kames. 6.1.12 Road closures will be reported to the Executive Director, Head of Service, Operations and Network & Standards Managers as soon as practicable, with immediate notification transmitted to Traffic Scotland and local radio stations where appropriate. 6.2 Footways and Footpaths 6.2.1 Where footways and footpaths are covered with light accumulations of snow i.e. less than 30mm, treatment will consist of the application of Sand or Grit as described in section 5.4. of this document. Page 30
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6.2.2 Where snow depths exceed 30mm, footways clearance will be carried out where practicable by pedestrian operated or ride on powered footway ploughs. This will be enhanced by manual clearance when necessary i.e. where access precludes the use of the above plant. 6.2.3 Snow clearance of footways will normally only be carried out during the normal working day and as resources permit. 7.0 ASSISTANCE FROM EXTERNAL CONTRACTORS 7.1 Road and Infrastructure Services provide labour and non-specialist plant as specified. In some districts, mainly islands, resources are limited and private contractors are used to provide cover to comply with this policy. 7.2 In areas of the network remote from the main depots, sub-contractors are engaged to provide the full winter service provision in parallel with the in- house council resources. 7.3 In severe weather conditions additional resources can be drafted in from local private contractors, through the small works framework contract, to supplement those of the Council. Arrangements are made through the Operations Manager to contact these contractors in advance to determine their availability and formulate contingency plans for contact and mobilisation. The Winter Manager and Duty Manager will be kept informed of all additional resources mobilised by local management. 8.0 SALT ETC. 8.1 Provision of Salt 8.1.1 Salt or other de-icing materials will be supplied through the Network and Standards Manager. An annual supply contract shall be let prior to the start of the winter season. 8.1.2 Onsite sampling and testing shall be carried out in each area as the Network and Standards Manager deems necessary. The Network and Standards Manager will ensure that sufficient stocks of Salt and Abrasive materials are maintained at each storage location. 8.2 Storage of Salt 8.2.1 Where practicable salt shall be stored under cover to prevent leaching, improve handling and to reduce treatment times. A programme of upgrading salt stores with permanent roofs will be undertaken as quickly as practicable and as financial, planning and operational considerations allow. 8.2.2 Storage facilities will be loaded out prior to the commencement of operations and stock levels will be monitored weekly to assure optimum supplies are available throughout the season. Stores will be kept as full as practicable, as Page 31
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protection from the weather allows and minimum stock levels will dictate optimum re-ordering procedures. 8.2.3 Weekly totals of all salt quantities delivered, transferred or issued as treatments will be collated for each storage location and e-mailed to HQ for central collation from 09:00hrs each Friday. 8.2.4 Requests for additional salt will be included in these weekly e-mails and calling forward of orders will be co-ordinated centrally through the Roads Procurement process, with the supply contractor to provide the most efficient means of optimising stock levels. 8.3 Use of Salt and Salt / Abrasive Mixtures 8.3.1 Preservation of salt or other de-icing materials for use where they are most effective should be a consideration when formulating a treatment plan. Service resilience must be taken into consideration at all times. 8.3.2 All routes will be pre-treated with pure rock salt, as the most effective method of preventing freezing of wet surfaces or melting of previously formed ice. However on predominantly rural routes affected by snow, grit may be added at 1:1 salt/grit mix to aid traction and break up compacted layers. In severe conditions or when supplies are restricted, pure Sand / Grit will be employed to preserve de-icing stocks. In wholly urban areas, salt only should be applied to the carriageway at all times. Salt should be spread at the designated spread rates as determined by the Duty Manager. 8.3.3 The grading of salt and grit for mixtures shall be such that 100% will pass a 6.3mm sieve but less than 1% passing a 2mm sieve. 8.3.4 Grit bins should be filled with a 3:1 grit/salt mix, initially at the start of the season. Continued replenishment in times of persisting hazard will be purely of Sand / Grit to preserve de-icing materials and only when resources permit. 8.3.5 Provision of Salt to other departments of the Council or other Contractors will be restricted to maintain the resilience of the Roads and Footways Winter Service within the terms of the Salt Preservation Protocol. 8.4 Calibration and control of Salt Rates of Spread 8.4.1 The Operations Manager will ensure, through the Fleet Manager that all spreaders, permanent and demountable, are maintained in such a manner as to optimise the salt feed and regular checks of the calibration shall be carried out. Records of all tests and alterations to the calibration shall be maintained for inspection. Page 32
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8.4.2 All spreaders shall have limiting devices fitted such that spread rates cannot exceed 60g/m². The device may be fitted in such a manner as to allow it to be temporarily disconnected to assist the clearance of blockages. 8.5 Grit Bins and Grit Heaps 8.5.1 Grit heaps and grit bins are normally placed on routes not included on the Priority 1 – 3 pre-treatment network, or on sections of these routes where additional self help facilities are considered advantageous. They are provided to allow the public to use the salt/grit mix to treat localised hazards on carriageways and footways on the public adopted network. 8.5.2 Grit heaps will be situated on rural road verges predominantly on bends, junctions or steep sections. They shall be placed at distances which provide a reasonable volume of material over the extent of any problem area as, if material has to be carried too far, it is unlikely to be used. Consideration will be given to the environmental impact associated with tree roots, hedges and watercourses. 8.5.3 Grit Bins will normally be situated in urban areas or where leaching from grit heaps in rural areas is likely to have an environmental impact. They are placed similarly to rural grit heaps to provide an additional self help facility in streets such as at bends, junctions, steep sections of carriageway or footway or close to schools and other public buildings where delays in planned treatments may result in persisting hazards. Care must be taken in locating bins to avoid impeding sight impaired pedestrians or access to public utilities or roads authority apparatus. Generally where practicable, grit bin sites will allow material to be carried downhill to treat sections of the public network 8.5.4 Replenishment of material to grit heaps or bins will be carried out as regularly as conditions of use require, within the confines of available resources. Sites in regular use may require more frequent visits and the mix of material may vary as operational resources and stocks of available materials permit. This may depend on the overall salt resilience capability of the Council in times of prolonged severe weather conditions. 8.5.5 Requests for the locating of additional grit heaps or grit bins in urban areas will be considered using the following criteria. • Is the request relevant to the Council asset of adopted roads and footway network? • Is there a genuine need for an additional facility, based on local knowledge, the type of hazard of concern and any accident history? The criteria for locations in 8.5.2 & 3 above will apply. • The proximity of similar facilities will be considered, as provision of bins and heaps often leads to further requests in similar locations. • The overall volume of bins and heaps will have an impact on the ability to provide an effective replenishment operation. Page 33
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8.5.6 A register of grit bins shall be maintained by the Network and Standards Manager and their location and suitability will be reviewed annually. Grit bins will be serviced and all debris and litter removed prior to the start of the winter season. Initial replenishment of heaps and bins will be carried out prior to the start of the formal standby period, where practicable. 9.0 PLANT RESOURCES AND SERVICING PRACTICES 9.1 All winter maintenance plant will be serviced, overhauled and made ready for use, at least two weeks before the designated start of the winter period. All servicing and maintenance of specialist winter maintenance plant will be the responsibility of the Operations Manager. The Council’s Fleet Services section, maintain all plant and equipment for the user departments. The Fleet Manager will inform the Operations Manager of any deterioration in the effectiveness of any items of Winter Maintenance Plant. 9.2 Any short fall in resources caused by the removal of plant from service, during the winter period, should be reported to the Operations Manager by the Duty Supervisor. The Operations Manager will then seek ways to address the problem. Where additional fleet vehicles are available, these will be prepared as back-up units, either in advance of operations or as soon as practicable whenever a shortfall in vehicles arises. 9.3 The Operations Manager will ensure that all major items of plant are made operational by the start of the standby period. A programme of trial runs will be drawn up, to allow all items of plant to be tested and have all their accessories fitted to ensure readiness for the winter period. The trial runs will be carried out on a depot by depot basis during normal working hours. 10.0 WEATHER FORECASTING AND MONITORING 10.1 MetDesk Ltd. Hale Court, Hale Road, Wendover, have been contracted through the West of Scotland Local Authority Weather Service Contract, to provide the road forecast for the period 1st October to 15th May each winter period. Access to forecast information will be gained via the local area networks at Council offices during office hours, or by a broadband router link from Duty Manager’s homes. Information is available on a bespoke website for weather information and partially backed up by e-mail. 10.2 The contract with MetDesk Ltd provides for a twenty-four hours consultancy arrangement. Forecasters are available throughout the winter period by telephone, to discuss weather matters and clarify details with department staff. 10.3 The text forecast is augmented by other services as necessary, including the use of RADAR and satellite images to study precipitation patterns. There are fourteen Road Sensor stations, owned by the Council and maintained by MetDesk’s partner Vaisala Ltd, giving atmospheric and surface conditions, situated throughout the Argyll and Bute road network. Page 34
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11.0 OPERATIONAL COMMUNICATIONS 11.1 Vehicle / Duty Supervisor / Depot Communications 11.1.1 Winter maintenance vehicles are provided with a cellular telephone, such that contact may be maintained with the Duty Supervisor or depot at all times. When it is considered safe to do so, manning of vehicles fitted with effective communications facilities, will be limited to the driver only. 11.1.2 The fleet of 32nr frontline, route specifically allocated and other back-up, winter maintenance vehicles are fitted with satellite tracking and data- logging equipment, provided by UK telematics Ltd. Vehicles can be monitored through web access in real time during operations and their actions are recorded and archived for future reference. One other private contractor owned vehicle is employed on pre-treatment operations on the Isle of Jura where in-house resources are limited. 11.1.3 Throughout the period of winter standby, the Operations Manager will ensure that staff are available to receive calls from the Police and other appropriate agencies. Call out rotas will be provided to the Operations Manager, adjacent authorities, management agents and the Police. 11.2 Communications with Police Scotland, Roads Policing Section 11.2.1 It is important that the strong partnership, formed with the Police, is maintained. Information relating to severe weather conditions will be communicated to the Police at the earliest possible opportunity. The Duty Manager will consult fully with the Police when it becomes necessary to arrange road closures and when there is a need to move abandoned vehicles. 11.2.2 The “out of hours” emergency rota will be issued to the Police by the Operations Manager. This will be confirmed to the Police Area Control Room at Helen Street, Glasgow on the Friday start to each weekly duty shift. 11.2.3 The Duty Manager will arrange for the daily action plan to be e-mailed to the four main local Police offices each day. This will also include a confirmation of the Area Supervisors’ and Duty Manager’s out of hours contact telephone numbers. 11.2.4 The Duty Manager will take due regard of all reports received from the Police, concerning dangerous road conditions and give consideration to them, in line with the Council Policy, in deciding the action to be taken. 11.3 Communications with other Agencies and Motoring Organisations 11.3.1 BEAR Scotland, the North West Trunk Roads term contract operator will be sent the daily action plan and out of hours contact information, each day throughout the winter period. Page 35
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11.3.2 The Duty Manager will inform Glasgow City Council ; Roads and Lighting Faults Call Centre , R.A.L.F. , of the out of hours contact numbers for the following weeks shift and any amendments necessary thereafter. Contacts with Scottish Fire and Rescue Service and Scottish Ambulance Service, control rooms are included in this transmittal process. 11.3.3 The Winter Manager will inform Traffic Scotland when severe weather conditions are causing delays to traffic movement. 11.4 Communications with the Public 11.4.1 The Winter Manager will post details of the 24hour winter treatment plan each day no later than 1400hrs on the winter maintenance page of the council website. 11.4.2 Enquiries from the public will normally be dealt with by the Customer Access Centre during normal working hours. 11.4.3 Consideration will be given to the placing of warning signs, alerting drivers to the possibility that road surface hazards may develop outwith treatment times will be placed at the interface of Priority 1 to Priority 2 & 3 routes 11.4.4 Pre-treatment routes booklets and the updated interactive map is published on the Council Website. Leaflets explaining the extent of treatment routes, their priority and hours of operation and other seasonal advice for travellers, will be prepared and where necessary updated, in advance of each season. These will be distributed by electronic means through the Council webpage and are available for the public to download and print off as necessary. 11.4.5 The Winter Manager will ensure that any disruption to the network is reported through the internal service disruption noticeboard on the council website. 11.5 Media 11.5.1 National radio, television and national press enquiries should be dealt with by the Executive Director or the Head of Service or through the Council’s Press and Media Relations Office. 11.5.2 Local radio and press should be dealt with by the Head of Service or by the Operations or Network & Standards Manager. 11.5.3 The Head of Service, Operations or Network & Standards Manager will be advised as soon as practicable if conditions deteriorate such that major routes have to be closed. 12.0 INSTRUCTION AND RECORD KEEPING 12.1 The management of the Instruction, Recording and Archiving of daily winter Action plans is automated, by use of a bespoke winter maintenance management tool provided by Vaisala Ltd. This includes an electronic diary Page 36
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record of the Winter Managers’ decision making and monitoring process of the daily treatment plan. 12.2 Vaisala – Road DSS Manager is the web based system which allows access by managers and supervisors simultaneously, to post instructions and record actual activities on each specific pre-treatment route as operations progress. Details will include some or all of the following:- a) Details of the routes treated b) The start and completion of treatment on a specific route c) Type of treatment carried out d) Vehicle Registration number, Driver and other operator details e) Quantity of materials used f) The prevailing weather conditions g) Any contacts by Police regarding reactive requirements h) Details of any plant breakdowns, accidents or incidents i) Any other problems 12.3 In parallel to the above recording system, vehicle activities are recorded on the “UK telematics ” - vehicle tracking system. Reports and map based graphical records can be run to confirm and clarify in more detail, the recorded activities. 12.4 All records are archived in separate remote servers and can be retrieved through web access by any authorised user, at any time after a plan has been completed. 12.5 Additional records of all telephone calls related to winter operations are kept by all duty supervisors and managers. These are completed at the end of each shift, collated and retained for future reference. Page 37
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APPENDIX 2 - Salt Use Reduction and Preservation of Stocks Protocol. Argyll and Bute Council WINTER SERVICE – OPERATIONS 2025 - 2026 Protocols for the reduction in use of salt and preservation of remaining stocks. Storage Capacity, Stock Transfers and replenishment times Storage capacity in all 15 “Operational” salt stores has been increased by 3,500tonnes to approximately 14,000tonnes, since 2009, through phase 1 of the covered tunnel construction programme. The 3,000tonne plus capacity Dome in Helensburgh, although an operational store, has an element of strategic storage. For national salt resilience purposes, daily usage is calculated on 2 Priority WRC1-3 network treatments and one WRC4 “other routes” treatment in each 24hr period. This equates to 370 tonnes/day at normal use levels, 600 tonnes/day for heavy snow. The West of Scotland Co-ordination Group, Roads sub-group agreed that Roads Authorities should achieve a minimum storage capacity of equivalent to 70% of the average total salt usage of the last three severe winters. This equates to a minimum 9,949 tonnes for Argyll and Bute for 2025. The target tonnage for the start of each season, 1st November may vary, as replenishment of some stores are related to shipping capacity and availability, however a minimum 11,000tonnes is considered reasonable. This equates to 28 continuous days supply at Winter Policy treatment levels. As the national salt supply contract has an allowance of 21days to fulfil delivery from point of order, the minimum resilience required in normal conditions equates to four weeks operations or approximately 60% of the new capacity, at 10,000tonnes. In practice, reduced quantities of 6,000tonnes before replenishment are acceptable. This equates to a resilience of 16 days operations, at normal treatment levels. Within this total quantity, material may require to be moved between stores to preserve a degree of individual resilience in each of the operational stockpiles around the network. Internal transfers between stores ensure adequate stocks are available as much as practicable to maintain a consistent treatment regime throughout the network. In this way the hierarchy of route treatments can be preserved as per the policy, for as long as practicable within any delivery shortage period. Operational Decision techniques to Manage Salt use. Winter Service Policy already recognises the need to preserve salt primarily for the prevention or treatment of ice on higher speed carriageways. 3Grit:1Salt mixes are already utilised in Grit Heaps and Bins and in the reactive treatment of footways. Salt preservation techniques can be instigated on carriageway treatments where forecasts or conditions indicate that a mixture of salt and grit will provide the best treatment to aid traction. The winter operations decision to use 50/50 mixes should only be for this purpose, rather than to preserve supplies. In periods of falling snow, Grit only should be used on “return” ploughing legs until such time as snowfall ceases and there is an expectation that salt will melt any residual snow after ploughing. In settled constant dry conditions Residual Salt levels on carriageways allow the curtailment of further treatments, as part of the daily operational plan. Page 39
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Reduction in Salt use in treatments, to preserve remaining stocks. Where salt stock levels reduce and replenishment activities are doubtful in either quantity or timescale, the use of salt will be curtailed under the following procedures. Salt Preservation level Circumstances Authorised by. SP1 Total Operational Stocks reduce to 6,000tonnes Winter Manager This level will be reached in conditions of reasonably prolonged hazardous conditions or where extreme conditions reduce the effectiveness of salt. The supply chain for salt replenishment may become of national importance and Transport Scotland and West of Scotland Co-Ordination Group advice may be received. First Operation:- Activate replenishment from Strategic Stockpile at Helensburgh Dome Depending on the likely delay in replenishment, part of the Strategic stockpile may be moved to other operational stores. The quantity will be determined by the potential delivery date for shipping, to replenish the Helensburgh store from King George 5th Dock Glasgow and other western stockpiles, via Argyll ports. The transfer of each 1,000 tonnes of stock will provide a further 4 days resilience within the operational stores, at normal use rates. Resilience:- 4 - 12days at normal use levels 375t/day : 2 - 6 days heavy snow 600t/day Second Operation:- Activate Salt Preservation Measures. Salt treatments will be reduced. Spread rates adjusted from 40g/m2 to 20g/m2, or 20g/m2 to 10g/m2. Further reductions in the salt content of all carriageway treatments will be achieved by mixing Grit and Salt together, firstly at 1Grit:1Salt then 2Grit:1Salt. In extreme frosts where RSTs remain below -5C all day, and salt is considered to be ineffective, additional treatments of pure Grit on all routes can be instructed to aid traction. Grit heaps, bins and footway treatments will remain at 3grit:1Salt. Resilience:- 32days at reduced use SP1 = 188t/day : 20days heavy snow SP2 Total stocks reduce to 4,000tonnes Head of Service Salting treatments will be curtailed to Priority 1&2 pre-treatment routes only (1233km – rev 2021) The SP1 salt mixing techniques will be used in all further SP levels. All other treatments will be of pure Grit including replenishment of grit bins / heaps. Resilience:- 25 days at reduced use SP2 = 156t/day : 15 days heavy snow SP3 Total Stocks reduce to 2,000tonnes Executive Director Salting will be reduced to one treatment per 24hr forecast period, of the Priority 1&2 network, usually 06:00hrs mornings, in advance of the majority of traffic movements. All other treatments will be of pure Grit including replenishment of grit bins / heaps Resilience:- 25 days at reduced use SP3 = 78t/day : 15 days heavy snow SP4 Total stocks reduce to 1,000tonnes Chief Executive Salting reduced to Priority 1 and Priority 2 “A” class routes only 06:00hrs. (492km) All other roads and mobilisation times, Grit only. Resilience:- 32 days at reduced use SP4 = 31t/day : 20 days heavy snow SP5 Total Stocks reduce to 700 tonnes Chief Executive Effectively 2 days resilience at original policy normal use. The trigger point for application to Scottish Executive Emergency Salt stockpile. Release of salt, allowing replenishment out with the normal constraints of the national salt supply contract. Resilience:- 22 days at reduced use SP5 = 31t/day : 13 days heavy snow Total resilience: SP1 (2nd Op) > SP5 (end) = 68 days : 41 days heavy snow. Page 40
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17 Appendix 3 – Advisory signing, routes unsuitable in severe conditions In specific locations additional information and diversion signing will be erected to further inform drivers of the hazardous conditions on some routes. This advises them of alternative routes, where available resources will concentrate on maintaining treatments. There are four roads where signing to indicate specific alternative routes are available. 1 A817 “Haul Rd” , Lomond. Snow gates at A82 and A814 “central” roundabout Diversion via A818 Arden - A814 Garelochead 2 C46 Glen Aros / Glenbellart road , Mull Signs at Aros Bridge and Dervaig Primary School Diversion via A848Tobermory 3 C9 Glenfinart Road ( The Larach) , Cowal Signs at Whistlefield Hotel and Sligrachan Bus turning head; Diversion via A880 Cot House 4 C11 Otter Hill road ( Bealach an Drain) , Cowal Signs at Glendaruel A886 and Otter Ferry B8000; Diversion via A8003 Tighnabruich and Kames. Example of typical information sign Sign on permanent display during Winter Season. . Road Closure in conjunction with temporary signs when conditions dictate. ROAD CLOSED AHEAD ROAD CLOSED Alternative route avoiding hazardous conditions Page 41
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APPENDIX 4 - FRONTLINE TREATMENT VEHILCE FLEET 2025 – 2026 2025 - 2026 WINTER POLICY , PRE-TREATMENT ROUTES (Hired Fleet Contract - 1 Year extension 2025-26) HIRED FLEET - 18T GVM - 6cu.m. PMGs 1 year extension 2025-26 1 Year Ext @ HIRED FLEET - 26T GVM - 9cu.m PMGs 1 year extension 2025-26 1 Year Ext @ Policy and Pre-Treatment Routes 32 Council pre-treatment routes , IN-HOUSE FLEET - QCB units - 18tGVM c/w 6cu.m demountable hopper/spreader 31 Frontline Vehicles plus 1 S/C with vehicle rev Sept 23 IN-HOUSE FLEET - Multispreads - 12t / 7.5 t GVM - built-in auger and spreader remeasured DRAFT WINTER FLEET ALLOCATION - 29th July 2025 V VEHILE REGISTRATIONS / DESIGNATION District START DEPOT/ SALT STORE code Pre-treatment route Description tonnes cu.m Vehicle Make Reg No. Vehicle Model c/w Straight offset Plough blade Gritter Capacity BUTE Rothesay - Union St B 1 A886 Rubodach and Bute rural 5.64 4.34 DAF - LF260 FA SJ21 LVM Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. Rothesay - Union St B 2 Rothesay town & Bus routes 4.00 3.08 DAF - LF230 FA SJ21 LVO 7.5t ECON Multispread - demountable spinner 1.5cu.m. COWAL Dunoon - Victoria Rd C 1 Dunoon A886/A815 to A83 Junction (Cairndow) 6.17 4.75 Merc 2635 ## YK 72 JYJ AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Dunoon - Victoria Rd C 2 A815 Dunoon - Toward ( & Loch Striven ; POL depot) 3.08 2.37 DAF - LF260 FA SJ21 LVL Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. Dunoon - Victoria Rd C 3 Dunoon streets 1.43 1.10 DAF - LF230 FA SJ21 LWG 12t ECON Multispread - demountable spinner 3.5cu.m. Dunoon - Victoria Rd C 4 A886 Colintraive - Strachur & B836 Glen Lean 5.86 4.51 Merc 2635 YK 72 JYH AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Re-loading point Lettermay C 5 C1follow-on## B839/B828-Lochgoilhead,Carrick&Strachur 0.87 0.67 Merc 2635 ## YK 72 JYJ AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Dunoon - Victoria Rd - S/C C 6 A8003 Tighnabruich and Portavadie Ferry 4.39 3.38 Merc 1827A WU74 BE AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Dunoon - Victoria Rd C 7 A880 Ardentinny 2.48 1.91 DAF LF260-FA SJ 72 GYW Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. LOMOND Helensburgh - Blackhill H 1 A818 - A817 - A814 South to Glen Mallon Jetty 6.44 4.95 Merc 2635 YK 72 JYF AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Helensburgh - Blackhill H 2 B833 Peninsula & A814 North - Arrochar/Succoth/Luss 4.66 3.58 Merc 2635 YK 72 JYE AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Helensburgh - Blackhill H 3 Helensburgh West & Rhu 2.91 2.24 DAF - LF230 FA SJ21 LVT 7.5t ECON Multispread - demountable spinner 1.5cu.m. Helensburgh - Blackhill H 4 East Helensburgh & Cardross 3.08 2.37 DAF - LF260 FA SJ21 LVN Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. ISLAY Bowmore - Springbank I 1 A846 & B8016 Bridgend - Port Ellen (High & Low Roads) 5.15 3.96 Merc 1827A WU74 BVD AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Bowmore - Springbank I 2 A846 Pt Askaig & A847 Portnahaven 4.18 3.22 DAF - LF260 FA SJ21 LWU Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. KINTYRE Machrihanish Depot K 1 B842 Carradale & Campbeltown Streets 3.92 3.02 Merc 1827A WU74 BVF AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Machrihanish Depot K 2 B842/B843 Campeltown - Southend & Machrihanish 3.32 2.55 DAF - LF260 FA SJ21 LWR Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. Machrihanish Depot K 3 B8001 Redhouse - Skipness via Glenbarr & Tayinloan 2.32 1.78 Merc 1827A WU74 BVM AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. LORN East Dalmally Depot L 1 A819 Dalmally - Inveraray 3.02 2.32 Merc 2635 YK 71 JXL AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Oban - Jackson's Quarry L 2 B845 Kilchrennan - C29 Dalavich 4.84 3.72 Merc 1827A WU74 BVL AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. LORN West Oban - Jackson's Quarry L 3 A816 Oban - Ardfern inc Village 3.38 2.60 Merc 2635 YK 72 JYC AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Oban - Jackson's Quarry L 4 B844 Easdale & Cuan 1.72 1.32 DAF - LF260 FA SJ21 LWW Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. Oban - Jackson's Quarry L 5 C27 Port Appin - B845 Bonawe 2.72 2.09 DAF - LF260 FA SJ21 LYH Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. Oban - Jackson's Quarry L 6 Oban streets 2.02 1.55 DAF - LF230 FA SJ21 LWV 12t ECON Multispread - demountable spinner 3.5cu.m. Oban - Jackson's Quarry L 7 Lorn Arc Bus routes 1.19 0.92 DAF - LF230 FA SJ21 LYO 12t ECON Multispread - demountable spinner 3.5cu.m. MidARGYLL Lochgilphead-Monydrain MA 1 A816 Lochgilphead - Ardfern & B840 to Ford 3.57 2.75 Merc 3333k YK 72 JYO AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. Lochgilphead-Monydrain MA 2 B841 Acnamara - B8025 Tayvallich 2.58 1.98 Merc 1827A WU74 BVJ AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Lochgilphead-Monydrain MA 3 B8024 Kilberry Loop 3.32 2.55 Merc 1827A WU74 BVK AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Lochgilphead-Monydrain MA 4 Lochgilpead /Ardrishaig/Tarbert Streets 1.22 0.94 DAF - LF260 FA SJ21 LWT Econ - QCB c/w 6cu.m ZERO C Demountable Spreader 6 cu.m. MULL Tobermory -Baliscate MU 1 A848/A849 Tobermory - Craignure 3.42 2.63 Merc 1827A WU74 BVH AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Tobermory -Baliscate MU 2 Tobermory - Dervaig 2.68 2.06 Merc 1827A WU74 BVG AROCS 4x4 - ECON spreader PMG - C/W Plough 6 cu.m. Pennygowan Depot MU 3 A849 Craignure - Kinloch - Fionnphort 5.74 4.42 Merc 2635 YK 72 JYB AROCS 6x4 - ECON spreader PMG - C/W Plough 9 cu.m. JURA Craighouse Depot(MBC - S/C) J 1 A846 Feolin - Ardlussa - Jura Sub-contractor vehicles 2.44 1.88 Merc 1318 OU 55 GCY Mercedes Atego 1318 PMG - M Boyle S/C 6 cu.m. Kintyre/Mid-Argyll/Lorn SPARE WEST ( based in Lochgilphead) - A819 1:2 pm FLH240 - Chassis Only SF 14 JKX Gully Vehicle - Demountable Gritter 6 cu.m. Lorm/Mid-Argyll / Cowal SPARE WEST ( based in OBAN) - DAF LF260-FA SJ 72 GYS Gully Vehicle - Demountable Gritter 6 cu.m. Lomond / Cowal SPARE EAST ( based in Helensburgh) FLH240 - Chassis Only SF 14 JKV Gully Vehicle - Demountable Gritter 6 cu.m. full mobilisation run tonnes at 20g/m2 113.76 Page 43
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APPENDIX 5 - Salt Stock recording and resilience reporting. ARGYLL & BUTE COUNCIL WINTER MAINTENANCE OPERATIONS 2025 - 26 SALT STOCK SUMMARY SHEET 09:00hrs on All quantities in TONNES ROADS OPERATIONS UNIT Resilience TOTAL SALT TONNAGE IN OPERATIONAL DEPOTS AT DATE 7914 21.4 days OPERATIONAL USAGE 12:00hrs 09:00hrs Salt quantity used from ( includes Grit bins & heaps) 0 tonnes SALT STORES "IN STOCK" RECORDS CONFIRMED AND ADJUSTED START TOTALS LOMOND Helensburgh BLACKHILL 2277 Lomond TOTAL 2277 39.9 days (Including EAST Strategic capability) BUTE & Rothesay - UNION ST 174 Bute TOTAL 174 7.9 days COWAL Dunoon - VICTORIA RD. 493 MILLHOUSE (re-load only) 100 GLENDARUEL (re-load only) 34 Lochgoilhead- Lettermay (re-load only tbc) 0 Cowal TOTAL 627 9.8 days MID-ARGYLL, Lochgilphead - MONYDRAIN 842 KINTYRE Campbeltown - MACHRIHANISH 946 M-A,K TOTAL 1788 19.9 days & ISLANDS Islay - SPRINGBANK 386 Jura - CRAIGHOUSE 17 Islands TOTAL 403 10.3 days OBAN, Oban - JACKSON'S QUARRY 1287 LORN DALMALLY 273 Lorn TOTAL 1560 25.2 days and the Mull - PENNYGOWAN 688 ISLES Tobermory - BALISCATE 397 KINLOCH (re-load only) 0 Mull TOTAL 1085 30.1 days STRATEGIC STOCKPILE CONNEL 0 Additional resilience available 0.0 days Original location unavailable . New site to be obtained TOTAL TONNAGE - ALL SALT AVAILABLE 7914 Tonnes TOTAL RESILIENCE 21.4 days TONNES Delivered to depots this week ORDERS PLACED DATE EXPECTED LOCATIONS ( To be called fwd as req) IRISH SALT MINING AND EXPLORATION - Kilroot, NI ex KG5 by Road , or direct to Ports 1000 tonnes by Road 1000 tonnes by Road 300 tonnes by Road 600 tonnes by Road 600 tonnes by Road Rothesay - Union St October / November Shared boat - Islay October / November Shared Boat - Oban ( BEAR ) October / November Dunoon - Vic Rd / Cowal W October / November 28 July 2025 Operational October / November Helensburgh Dome Page 45
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Appendix 6 Season 2024-25 Weather Summary OCTOBER 2024 Mild conditions, initially with prolonged spells of rain still making their way in from the Atlantic, but a switch to a more northerly air flows on the 9th brought colder Arctic air into the UK. On Oct 9th, RSTs dropped down to Minus 1.4C Salachray , Minus 1.2C Leanach and Minus 1.1C Blaran on dry surfaces. A little less cold on the 10th with the return of rain, but drier and clearer conditions overnight saw RSTs dip close to zero more locally. Whilst the 11th and 12th were mild and wet once more, clearer skies on the night of the 12th saw RSTs falling below zero again with Minus 1.4C Salachray and a range Minus 0.9C – 0.5C for Mid-Argyll and Lorn sensors. The following week was unsettled, with areas of low pressure pushing in from the Atlantic resulting in prolonged spells of rain and blustery winds. The 15th began dry, however that quickly changed as the overnight period saw heavy downpours, some thundery and persisted through to Wednesday 16th. It became drier on the 17th as frequent showers fed in from the west. Further bouts of rain pushed in from the Atlantic on the 18th/19th but on the 20th, the first named storm of the season – Storm Ashley – brought very strong winds gusting 60- 70mph during the day. Not only was it very windy, but torrential downpours swept in from the west too. This affected North Argyll mainly, with coastal flooding in Oban and Tobermory and tide bourn debris affecting the Slate Islands of Easdale and Luing. Many watercourses were affected by strong flows for a time but nothing as significant as Oct. 2023. The 21st saw drier and less blustery conditions, albeit with showers feeding in from the west. It was a mild week, and RSTs remained above zero. The 22nd saw sunny spells and showers, with these showers feeding in on brisk westerly winds. Further showers and longer spells of rain moved in from the Atlantic over the next few days with RSTs remaining well above zero. Whilst most of the rain was on the lighter side, a heavier band of rain pushed in from the west on the 26th, with clearing skies and colder conditions following in from behind. High pressure settled in for the rest of the period with cloudy skies and a lot of light rain and drizzle around through to Nov 1st. NOVEMBER 2024 The start of official winter standby was subject to autumnal conditions for the first week with rain of varying intensity and duration as weather fronts in mild southerly air, passed over Argyll. Minimum overnight RSTs remained in the range Plus 5C to 10C through to 16th , with a slight dip neared to zero on 11th. A change in air flow on 17th allowed RSTs and Air to fall sub-zero overnight, with precipitation turning more wintry in nature. Widespread frosts and light snow affected the area , with RSTs Minus 6C to Minus 1 C through to 20th. Continuous subzero periods developed with the highest RST at Leanach at 13:00hrs on 18th recorded as Minus 2C before dropping again overnight, with the lowest overnight RST of the season so far, Minus 8.2C recoded at Leanach at 03:00hrs on 20th. Leanach and Blaran Page 47
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sensors recorded continuous 24hr sub-zero RSTs respectively on 20th &21st and 19th & 22nd. Sleet and Snow fall, of varying intensity continued throughout this period, with the deeper accumulations on higher, inland routes. Named Storm Bert passed over the area between 22nd – 25th with maximum wind gusts of 73.2mph recorded at Ballygrant on 23rd and 74.5mph at Dervaig on 24th, before a further drop in RSTs, partially on 27th and 29th, with all sensors subzero RSTs early on 28th, in the range Minus 3.3C Ballygrant to Minus 7.2C Leanach . Named Storm Conall passed through southern England on 27th but there was little effect in Argyll, with the month ending in a dramatic increase in overnight minimum RSTs, from Minus 7.2C on 28th to Plus 6.8C by 30th, as rain returned as the prevailing weather condition. DECEMBER 2024 The mild conditions continued into December, with overnight minimum RSTs Plus 8 to 11 Deg C with rain heavy at times overnight into 2nd. Conditions changed in northerly air streams with marginal positive RSTs before developing in the range Minus 4.6Deg C Leanach to Minus 0.9C Dervaig on morning of 3rd with more sub- zero RSTs on 4th Minus 2.9C Accurrach to marginal Zero C Island sensors . Intense rain overnight 4th – 5th caused localised flooding in Bute, Cowal and Lomond, with further marginal nights into 6th and 7th before the arrival of named Storm Darrah. The storm centre passed over central England with limited effect as far north as Argyll. Kintyre and Lomond experienced intense but localised rain, with watercourses overtopping and drainage systems surcharging early on Saturday 7th, with resultant partial wash-out of two bridge foundations on B842 Campbeltown – Carradale. Snow farther north in Argyll was light, short in duration and confined to higher level sections of the network. Heavy frosts developed over the following nights, with RSTs Minus 6.5C Leanach, Minus 6.1C Blaran and Minus 5.9C Salachray through to Minus 2.7C Lochdonhead, by 06:00hrs Monday 9th with continuous 24hr sub-zero on many inland sensors through to Tuesday 10th , with the “mildest” RST at Salachray at 12:00hrs Mon 9th of Minus 3.5C before dipping again to Minus 7.3C early on Tuesday. Cloud cover allowed most sensors to partially recover by sunrise, however many places remained sub-zero in shaded sections with persisting hazards, even after repeat treatments. RSTs again stayed sub-zero over the next 24hrs at some locations with Leanach Minus 7.9C at 05:00hrs, Accurrach Minus 6.5C 02:00hrs on 11th with sensors south and east Minus 5.9 to Minus 3.6C around 22:00hrs on 10th before improving towards dawn. Island sensors stayed positive RST minimum Plus 1.8C to 3.8C. as cloud and fog conditions developed early morning. The gradual Eastward drift in improvements in overnight minimum RSTs continued into 12th , with only central mainland sensors sub-zero , Salachray Minus 1C, Haul Rd Minus 2.4C, Accurrach Minus 5.2C and Leanach Minus 6.7C, although in some areas minimum air temperatures were marginally lower in fog. By the morning of 13th only Accurrach and Leanach had gone marginally sub-zero RSTs overnight, as weather fronts moved in from the North Page 48
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West. The forecasts did however, continue to indicate long periods overnight where sub-zero RSTs and Air were possible, mainly in the northern mainland domains. Mild and wet conditions prevailed 14th – 17th , showers or longer spells of rain, as weather fronts passed over the area, in generally southerly airflows. RSTs improved From Plus 3 to 6 C on 15th to Plus 7 to 9C on 16th / 17th. Heavy rain through central Argyll recorded 24hrs totals of 30-32mm by the morning of 18th , with strong winds overnight, resulting in a maximum gust of 66mph recorded at Dervaig at 04:10hrs. There was a brief change to Northerly airflow 18th- 19th, which allowed RSTs to drop sub-zero and showers turn more wintry early morning, with marginal RSTs Minus 1.1C Haul Rd , Minus 0.9C Leanach. This trend continued on 20th with sub-zero RSTs confined to central sensor sites Minus 1.9C Leanach to Minus 0.3C Cnoc an Rath. Milder conditions prevailed as the next warm from passed over on 21st accompanied by strong winds, gusts of 70mph recorded at Dervaig 12:00hrs , before the last subzero RSTs of the year Minus2.5C morning of 22nd and Minus 2C on the morning of 23rd Dec. although generally conditions were wet and mild for the time of year. The Christmas week through to the end of the month saw RSTs drop no lower than Plus 3C and generally in the range Plus 5 to 9C. High winds returned from 27th with gusts of 74.3mph recorded at Derail 06:00hrs on 29th. This resulted in several incidents of fallen trees affecting routes , where waterlogged roots allowed overturning. JANUARY 2025 The start of the New Year heralded the end of the mild and wet conditions of the previous two weeks, Minium RSTs by 08:00hrs on 1st were marginal Plus 0.1Deg C at Accurrach to Plus 4.1 C at Ballygrant which changed over the following 24hrs with Mininum RSTs Minus 6.6C at Leanach to Minus 2.4C Lochdonhead. Overnight temperatures fluctuated for the next three days with minimum RSTs between Minus 3.6C and Minus 7C with milder conditions in intermittent clear spells early afternoons. A more widespread frost developed from Sunday 5th into Monday 6th January, with clear sunny conditions during the day and open skies overnight generally, with isolated showers. A widespread frost developed into Tue 7th but cloud cover and intermittent wintry showers allowed temperatures to fluctuate. Light snow overnight and a hard frost on Wed 8th resulted in RSTs of Minus 7.1C Leanach , Minus 5.8C Salachray , Minus 5.4C Haul Road through to Minus 1.6C Dervaig , with this sensor being the only one to retain a positive air temperature overnight, in generally northerly air flows with any showers confined mainly to western coastal areas and outer islands. All sensors dropped sub-zero by 17:00hrs, minimum RSTs of Minus 9.2 C Leanach at 08:00hrs Thu 9th with near continuous subzero for next 24hrs through to the coldest recorded RSTs of the season so far, on Friday 10th , Minus 10.2C Leanach and Minus 8.0C Accurrach at 08:00hrs , with Blaran Minus 9C at 03:00hrs and Haul Road Minus 7.4C at 05:00hhrs before slight recovery. Sat 11th saw the start of a change, with cloud developing and minimum RSTs of Minus 7.4C Accurrach , Minus 7.0C Blaran and Minus 5.9C Leanach as winds turned southerly Page 49
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through to Sunday 12th with only localised sub-zero the previous evening and all sensors marginal positive by 08:00hrs. Heavy rain affected the area, as a warm front passed over Argyll bringing mild southerly airflows, with RSTs Plus 7C to 10C by Monday 13th 08:00hrs. The following week was variable cloud and rain, before a sunny day and clearer night in parts into Thu 16th, with sub-zero RSTs Central/North sensors only, minimum Minus 0.3 to 1.1 C around 06:00hrs. The following week saw variable amounts of cloud and precipitation, with positive minimum RSTs until 22nd, Stewarton Minis 1.2C in a overnight clearance, with northern mainland domains dropping to between Zero C and Minus 1C briefly on the mornings of on 23rd and 24th. However, the more significant event in this period was the passing of Named Storm Eowyn over the area. High winds developed overnight into the early hours of Friday 24th with maximum gusts recorded from mid-morning onwards at the more exposed sites to the Westerly gales. Maximum Gusts recorded at Haul Rd-Lomond 69.1mph at 10:50hrs, Clachan Hill-Kintyre 81.0mph at 12:40hrs, Ballygrant-Islay 83.2mph at 11:40hrs, Stewarton-Kintyre 88.5mph at 12:20hrs, with the highest gust recorded at Dervaig-Mull 98.2mph at 16:30hrs, Fri. 24th. before the main storm centre passed East into central Scotland by afternoon and overnight allowing winds to ease by Saturday 25th. Winds turned northerly with overnight RSTs dropping in the range Zero C to Minus 3.8C from 25th through to 29th. The later season pattern of RSTs dropping overnight to minimum temperatures around dawn, continued with a low of Minus 4.5C at Leanach 08:20hrs on 30th, with all sensors subzero by early morning. The last 2 days of the month were variable, with clear spells bringing sun during the day and marginal frosty conditions overnigh, between bands of rain, as weather fronts moved east over the area. Localised Minus 0.7C Leanach and Minus 0.2C Blaran on the morning of 31st before a final cold snap in northern mainland and island domains, down to Minus 3.4C to Minus 1.1C up to mid-night , before all sensors improved to positive RSTs by 06:00hrs Saturday Feb 1st. FEBRUARY 2025 The remnants of a cold snap on the evening of 31st Jan had dissipated by 06:00hrs Sat 1st with a return to mild southerly airflows and frequent bands of showers passing over the area. Clear spells during the afternoons of 1st and 2nd but overnight RSTs remained positive but marginal, minimum Plus 1.4C to 1.6C evening, before improving into Mon 3rd. Marginal 50mph+ gusts and heavy rain on Monday and Tuesday led to clearer conditions , sunny periods by day and frosty nights as the week progressed, with 50mph gusts recorded daily at Dervaig sensor. All sensors were sub-zero into Friday 7th in the range, Minus 4.8C Leanach , Minus 4.6C Accurrach, through to urban sensors Lochgilphead Minus 1.2C and Minus 0.6C Helensburgh. The weather over the weekend and Monday 10th remained that of generally clear skies with sunny periods by day and frosts overnight, with very little in the way of precipitation. RSTs dropped within the range Minus 5.4C to Minus 4.7C Blaran, Leanach and Accurrach to Minus 1C at other rural sites, before partially recovering on 10th, Minium Minus 2.2C Blaran and Dervaig. Cloud cover over most Page 50
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of the area on Tue 11th kept RSTs milder than previous days, a slight dip subzero the previous evening at Northern censors, returned to positive RSTs all sites prior to midnight, with air temperatures generally 2-3 Deg C milder. This pattern of marginal conditions was repeated through to 16th, with only sensors in the north and central mainland dipping marginally sub-zero Minus 1.6C to Minus 2.4C as the lowest RSTs overnight. There was a brief milder period overnight into 17th with only Leanach dipping to minus 0.2C just before sunrise 08:00hrs. There were further dips in overnight RSTs on 18th and 19th, with associated isolated wintry showers, before all sensors showed an improvement, albeit associated with wet and windy weather. Gusts of 63.1mph were recorded at Ballygrant, 70.0mph at Dervaig on the morning of 21st. heavy rain on Friday gave way to a clearer spell Saturday 22nd before the next weather system with heavy rain, most of the day Sunday 23rd. Wind direction was southerly however, which resulted in very mild conditions overnight, air temperatures closer to daytime averages for the time of year. The mild, predominantly southerly, air flows continued through to 26th, minimum RSTs overnight fluctuating between Plus 3.5C and 2.1C, with cloud cover and spells of occasionally heavy rain throughout. On Wed 26th winds turned Northwesterly, allowing a small dip in RSTs early morning, Leanach Minus 0.5C and Accurrach Minus 0.1C around 04:00hrs before a clear sunny day, with occasional showers which cleared late afternoon. RSTs had reached double figures at some sites by mid-afternoon in clear skies, allowing a sharp drop in temperatures overnight into Thu 27th , with all sensors subzero by dawn. RSTs ranged from Minus 3.7C Leanach and Minus 3.4C Salachary , through to Minus 1 C Stewarton and Dervaig . Sunny and clear conditions on Thu 27th allowed air and surface temperatures to recover quickly. Showers developed in the afternoon , some sleety, before a further clearing overnight into 28th allowed temperatures to drop again steadily towards dawn , with minimum RSTs Minis 1.8C Cnoc-an-rath Bute ,Minus 1.6 C Salachary- Mid-Argyll , Minus 1.3C Stewarton -Kintyre and Minus 1.0C Leanach-Cowal and Blaran -Lorn E. Cloud cover in the north allowed some sensors in towns and on Mull to remain positive and the building cloud throughout the final day of the month, although dry, resulted in milder conditions overnight into 1st March. MARCH 2025 A warm front with cloud and rain ushered in the last full month of the standby period before clearing to sunny spells and a marginal drop in the north of the area in clear skies overnight. Sensors at A886 Leanach , A816 Blaran , A819 Accurrach and A817 Haul Rd all dipped to between Plus 1C and Zero but only A816 Salachary recorded a subzero RST, Minus 1.3C briefly at 06:00hrs Sun 2nd . There them followed a mild period from the night of 2nd through to 9th March. Weather conditions were a mixture of clear sunny spells and periods of occasionally heavy rain, as weather fronts passed over the area. Airflows were generally southerly and mild for the time of year. Minimum overnight RSTs were fairly constant at Plus 3 or 4 Deg C mainly centred around northern mainland sensor sites with other sensors one or two Page 51
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degrees milder. The wind direction changed to turn progressively northerly, with minimum RSTs before dawn on 10th March Plus 1.5 DegC – Leanach , Plus 1.9C - Stewarton and Haul Rd. Widespread frosty weather returned from Tuesday 11th March , with RSTs dropping early morning to Minus 3.7C - Leanach , Minus 3.2C to 3.0C Salachray , Blaran , Accurrach through to Minus 0.7C Lochdonhead-Mull , before RSTs recovered in clear sunny conditions. Variable cloud held temperatures up slightly on 12th with minimum RSTs Minus 2.2C – Leanach through to Minus 0.2C Accurrach , mainly in Northern inland areas before a further clearance overnight into the morning of 13th allowed RSTs to drop again to Minus 4.6C Salachray, Minus 4.3C Blaran, Minus 4.2C Leanach through to Minus 1.2C Dervaig-Mull , with urban sites Minus 1.2C Oban to Minus 0.4C Helensburgh. A minimum air temperature, just before dawn on 13th , was recorded as Minus 4.8C at Salachray 07:00hrs. This pattern of reduced freeze and then a return to Minus 4.5C under clear skies, was repeated Fri 14th , Sat 15th and Sun 16th with a change in wind direction over the weekend, with localised showers from time to time. This brought milder conditions, than those forecast, with Minimum RSTs 07:00hrs on Monday 17th Plus 2.5C Accurrach to Plus 5.4C Dervaig. Cloud cover was variable over the next week, with periods of rain between longer spells of clear skies. This brought sunny periods and higher temperatures to road surfaces by day but allowed RSTs to steadily drop overnight, to reach minimum temperatures in the period 05:00 to 09:00hrs daily through to 20th. Minimum RSTs developed early morning through to dawn, northern domains only on 18th Minus 2.2C – Accurrach to Minus 0.3C – Dervaig. This pattern was repeated, in clearer air on the morning of 19th , Minus 2.9C-Leanach , Minus 2.8C-Accurrach through to Minus 0.2C-Dervaig and some urban sensors. A similar, slightly milder pattern developed on the morning of 20th, Minus 2.4C-Leanach, Blaran and Accurrach, with RSTs recovering from lows around 07:00hrs, after sunrise. Precipitation was isolated and limited to small bands of rain passing over the area in predominantly Easterly winds. Conditions changed from 21st, after the Spring Equinox, with periods of more persistent rain and cloudy conditions in milder airflows from the South and East. RSTs were significantly milder with overnight minima Plus 2.5C initially, climbing to Plus 5 to 6C, with a slight dip on the morning of 24th to Minus 0.1C RST at Blaran. The clear skies allowed RSTs to recover, with highs recorded at A817 Haul Rd PLUS 29.5C at 12:40hrs, Cnoc-an-Rath, Bute PLUS 30.2C at 13:30hrs. This trend towards milder Spring like conditions returned on the morning of 25th with minimum overnight RSTs recorded as Plus 6.6C to 9.3C. around 06:30hrs. Weather fronts brough bands of rain and clear spells which gave variable conditions up to the end of the month Heavy and persistent rain arrived on the Wednesday evening 26th and continued into Thursday 27th. Air temperatures were marginal, approaching Zero Deg. C allowing Hail to develop in some showers on Fri 28th between sunny intervals. The month ended with the start of a dry period, due to the development of a high-pressure system over the country, with clear sunny conditions by day on 31st with the start of lower overnight temperatures in clear skies. Page 52
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APRIL The “unseasonably” early spring weather continued into the final weeks of the standby. A high-pressure system sat over the country and deflected southerly and westerly winds and their associated weather fronts. Conditions were generally clear and sunny throughout the day with clear skies overnight leading to sharp falls in temperature. Minimum RSTs generally developed between 06:00-08:00hrs each morning, before recovering after sun rise. RSTs were still marginal dropping to Plus 2 to 3 Deg C, generally on several nights in the first full week of April. The lack of precipitation over the period allowed road surfaces to stay generally dry, with just light dew fall and very limited seepage from verges after the dry period from the end of March. Consequently, there was little risk of the formation of road surface hazards, with none recorded at any weather sensors during the period. As the high-pressure system moved away to the South East over Europe, over the weekend 12th /13th this allowed south-westerly winds to bring weather fronts in off the Atlantic. The air temperatures were still marginal in cloudier conditions with frequent bands of showers passing over the area, including localised Hail showers on Sunday 13th in the Mid-Argyll area. Sunny spells between showers continued through the final week, towards the end of official Winter Standby mid-day on Thu 17th , change of standby shift – start of Summer Standby arrangements. The overnight temperatures continued to be marginal for the remainder of April, with Accurrach dropping briefly to Minus 0.3Deg C RST at 06:20hrs on 17th before the start of the Easter Holiday weekend but as there had been no precipitation, surfaces were dry and hazard free. Ballygrant sensor dropped to Plus 1.9Deg C on Tuesday 22nd but generally RSTs improved in mixed cloud cover through to end of April , with minimum RSTs Plus 4 - 5 Deg C before improving to double figures for minimum overnight / early morning temperatures by the end of the month. End of 2024-25 Weather Summary. Page 53
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT & INFRASTRUCTURE COMMITTEE ROADS & INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 PAVEMENT PARKING PROHIBITIONS – SERVICE PROCEDURE & EXEMPTIONS 1.0 EXECUTIVE SUMMARY 1.1 This report provides Members with an overview of the Pavement Parking Prohibition, primarily focussed on footway parking. 1.2 A service procedure has been produced which provides detail on the processes to be followed at each stage; this is attached under Appendix 1. 1.3 An application form has also been drafted to allow members of the public to apply for an exemption. 1.4 The report highlights some of the potential risks should an exemption be approved. 1.5 The report also proposes the committee reporting and approval process for Exemption Orders as per the Council’s Constitution. RECOMMENDATIONS: The Environment, Development and Infrastructure Committee are asked to:- i. Approve the Service Procedure document attached under Appendix 1, subject to any amendments the Committee wish to make. ii. Approve the application form which requests an assessment, attached under Appendix 2 and subject to style changes required for the website. iii. Note that prior to the making of any Exemption Order, they will be presented to the Environment, Development and Infrastructure Committee for approval or otherwise. Page 55 Agenda Item 5
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT & INFRASTRUCTURE COMMITTEE ROADS & INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 PAVEMENT PARKING PROHIBITIONS – SERVICE PROCEDURE & EXEMPTIONS 2.0 INTRODUCTION 2.1 This report provides Members with an overview of the Pavement Parking Prohibition, primarily focusing on footway parking. A detailed service procedure outlining the processes to be followed at each stage has been developed and is attached as Appendix 1. Additionally, an application form has been drafted to enable members of the public to apply for exemptions. The report also highlights some potential risks associated with approving exemptions and notes the committee reporting and approval process for exemption orders in accordance with the Council’s Constitution. 3.0 RECOMMENDATIONS 3.1 The Environment, Development and Infrastructure Committee are asked to:- i. Approve the document attached under Appendix 1, subject to any amendments the Committee wish to make. ii. Approve the application form which requests an assessment, attached under Appendix 2 and subject to style changes required for the website. iii. Note that prior to the making of any Exemption Order, they will be presented to the Environment, Development and Infrastructure Committee for approval or otherwise. 4.0 DETAIL 4.1 The pavement parking prohibitions were introduced by the Scottish Government via the Transport (Scotland) Act 2019 (“the Act”). The principal aim of this Act is to improve accessibility, with a particular emphasis on vulnerable road users, by affording walkers and wheelers the ability to use footways and dropped kerbs without being impeded by parked vehicles. 4.2 The Act relies on several associated regulations and guidance documents, which are vital to the interpretation and enforcement of the prohibitions, listed Page 56
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below. Section 68 of the Act states that local authorities must have regard to any written guidance given by Scottish Ministers. The key documents for the pavement parking prohibitions are: i. The Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) Regulations 2022 (“2022 Regulations”) ii. Transport Scotland “Pavement, Double & Dropped Kerb Parking Standards Guidance – Pre-Enforcement Chapters” iii. The Transport (Scotland) Act 2019 (Pavement Parking Prohibition) (Footway and Associated Carriageway Characteristics) Directions 2022 (“Ministerial Directions”) iv. The Parking Prohibitions (Enforcement and Accounts) (Scotland) Regulations 2023 (“2023 Regulations”) v. Transport Scotland “Pavement, Double & Dropped Kerb Parking Standards Guidance – Enforcement Chapters” vi. The Transport (Scotland) Act 2019 (Pavement Parking Prohibition) (Footway and Associated Carriageway Characteristics) Directions 2022 4.3 This a relatively large number of documents which would be unworkable for use on a day-to-day basis. To make this easier to digest and use, officers have drafted the “Service Procedure for Pavement, Double & Dropped Kerb Parking” as a one stop shop, however; the definitive source remains the list above should any dispute arise. It is also intended that this document is uploaded to the Council’s website to allow members of the public access to the process in as simple a way as possible and to allow clarity on officers decision making. To this end, the Service procedure is written in an easily read format, but it does lean into more technical language in numerous places to retain the meaning of the legislation and guidance documents. The document is appended under Appendix 1. 4.4 The document is split into seven sections (excluding appendices) with each section covering a specific topic. The four sections which address the most likely common issues by our communities are: i. Section 3 - Assessment Process a. Provides an overview of what is considered when assessing an exemption request. Appendix 3 within the document includes the assessment form to be used by Traffic & Development Officers. ii. Section 4 - Exemption Order Process a. Details the legal process to be followed when proposing an exemption. iii. Section 6 – Enforcement a. Covers each of the new contravention codes and ‘drive-aways’ iv. Section 7 – Processing of PCNs & Enforcement Notices. a. The processing and appeals process. 4.5 It should be noted that Part 6 of the Act also covers double parking and parking at dropped kerbs (“crossing points”). The enforcement of all three elements is expected to lead to safer streets for walkers and wheelers but, at least in the Page 57
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short term, pavement parking is likely to continue to be an issue of significant public interest.. 4.6 Before looking at pavement parking exemptions, it is important to set out some of the background essential to any consideration. Firstly, the Act also relies on other pieces of legislation regarding previously established definitions. The prime example of this is the definition of what a footway or footpath (both are the legal terms for “pavement”) which is provided within the Roads (Scotland) Act 1984, s151(2)(a). The definitions are provided below for ease of reference: • Where the right of passage “is by foot only, the road is: i. where it is associated with a carriageway, a “footway”; and ii. where it is not so associated, a “footpath”,” 4.7 The Ministerial Directions, paragraph 3, state that: “3. (1) A footway may not be specified in an exemption order unless: a. its layout or character would allow for a width of 1.5 metres of the footway to remain unobstructed when any part of a vehicle is parked on it, or b. the layout or character of the carriageway associated with the footway is such that the passage of an emergency vehicle would be impeded by the presence of a vehicle parked on the carriageway. (2) The width of 1.5 metres mentioned in paragraph 1(a) is to be measured from the footway edge which is furthest away from the centre of the carriageway (however that edge is bounded).” 4.8 The Transport Scotland guidance (ref. paragraph 4.2(ii)) interprets the Ministerial Direction as follows: “Point 1(a) allows a local authority to consider an exemption order for an area of footway where there is deemed to be sufficient space to maintain non-vehicular traffic flow whilst still allowing space for vehicles to park safely on the footway. The above directions state that a minimum of 1.5 metres of footway must be left unobstructed. Point 1(b) would allow a local authority to exempt an area of footway from the prohibition to allow the safe passage of emergency vehicles on a carriageway. For example, this could be in relation to historic/narrow streets where there are existing footways of insufficient width and access for emergency services needs to be considered.” It is worth noting that most residential developments constructed between 1950- 1987 will likely have sub-standard carriageway widths. The emergency service access exemption could probably be used in most circumstances, but this will undoubtably undermine the aims of the Act and could put pedestrians at risk. Officers position is that this will likely be the most contentious area of the legislation for Argyll and Bute Council communities, therefore it will need careful consideration but once used in one setting it may be difficult to refuse an exemption in another. Page 58
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4.9 Prior to the implementation of any Exemption Order, the Local Authority must undertake an appropriate Equality Impact Assessment to ensure the proposals do not inadvertently discriminate against any protected groups (as defined within the Equality Act 2010). This will result in an increase workload for officers which may well require an increase to staffing levels. Officers will monitor this and feed back through the Executive Director DIS should there be any requirement for extra staffing. 4.10 Pavement parking exemption orders are permitted within the Act; however, they are noted as being the measure of last resort. The document contained within Appendix 1 provides further detail on the process itself, including an assessment form to be used by the officers considering a request. In addition to this, a sample request form has been provided within Appendix 2 for use by members of the public. Subject to agreement by Members, it is intended both documents will be added to the website for ease of access by the public and to assist in clarifying officers recommendations. The form may require to be redesigned to suit the requirements of use over the internet , to ensure the form meets accessibility standards, but no substance will change (again, subject to any changes agreed by the Committee). 4.11 While the process will be completed by officers, the making, amendment and revocation of exemption orders under the Act is reserved to the Environment, Development and Infrastructure Committee within the Council’s Constitution; Part C - Scheme Of Administration And Delegations, (D) Executive Director Of Development & Infrastructure Services, Paragraph 61, extracted below: “To carry out any function conferred on the Council by or under the Transport (Scotland) Act 2019 (Part 6, Parking Prohibitions) save for the making, amendment and revocation of exemption orders under s.51 and s.52 of the said Act which shall be a function reserved to the Environment, Development and Infrastructure Committee.” 4.12 Members may also wish to note that unless a footway is exempted it remains against the law to drive onto a footway and, under the Road Traffic Act 1988 s34(1), an offence to drive onto a footway (the latter being the responsibility of Police Scotland as the enforcing agency). 4.13 Finally, officers are obligated to highlight the potential road safety and other liabilities which could occur where exemptions are promoted. The following provides an overview, but is not exhaustive, for Members to consider: i. How footway parking (in part or full width of footway) may impact visually impaired or the blind, wheelchair users, pedestrians and children. For example, if a footway is exempted over a 100m section, those in wheelchairs unfamiliar with the route may have to backtrack to find a dropped kerb and then do the same once past the footway parking section. This won’t just be in daylight during the summer months but also in the dark, potentially unlit and untreated roads during winter. This may well then cause wheelchair users, visually impaired and others to remain on a live Page 59
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carriageway for longer than required thereby placing them at potentially higher risk of being struck by a moving vehicle. This is at odds with the legislation for pavement parking. ii. The impact of footways being inaccessible to wheelchair users or visually impaired can result in such groups becoming isolated as they become more anxious or even unwilling to leave their homes. This is also at odds with the legislation for pavement parking. iii. If a vulnerable road user (see above) is injured whilst using the carriageway to bypass footway parking, this may well impose a liability on the Council which may also affect our public reputation (advice will be sought from legal colleagues). iv. If a footway is exempted, it must be signed in accordance with the Regulations. Once signage is in place, the Council will be effectively encouraging footway parking. Bearing in mind that in most cases the footways will have full height kerbs, there could be a liability implication placed on the Council (further advice will be sought from Legal Colleagues). v. A footway part-exempted may have pedestrians passing as a vehicle mounts the footway. This is likely to cause distress to the pedestrian (including potentially children) but could also pose a road safety risk. vi. In almost all cases, footways are constructed to a reduced depth (typically 350-450mm for carriageways and 210mm for footways). Vehicle loadings will (and already have) caused damage to the footways, including deformation of the ride quality, potholing, wear and tear and impacting the structural stability of the footway. vii. Roads are consulted as part of the planning process. One of the more common comments / responses submitted by roads is the provision of off-street parking for developments or conversions. On appeal, these are sometimes removed from planning permissions by PPSL, which is entirely within the agreed processes and is the right of the Committee to do so, however, it does add pressure to available on-street parking space availability and could further impact the requests for exemptions. 4.14 It may be of interest to Members that a review of complaints, enquires and Member queries has highlighted that there has been very limited correspondence relating to this matter. Officers note that this may not necessarily reflect wider public opinion,. In total, there were 26 submissions, of which 11 could be interpreted as being “against” pavement parking ban (it is more nuanced than this, of course). The 15 “for” the pavement parking ban is a mix of highlighting road safety risks of vehicles parking of footways and looking for enforcement of same. 4.15 Members may wish to note that Edinburgh City Council appear to have taken the stance that no exemptions will be considered or approved. Although almost entirely an urban setting, they do have a substantial number of Page 60
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“historical” streets which are narrow and where pavement parking has been the norm. The following links provide detail on this: • New parking rules – The City of Edinburgh Council • New parking rules – The City of Edinburgh Council 5.0 CONCLUSION 5.1 The Environment, Development and Infrastructure Committee are requested to approve the Service Procedure document attached as Appendix 1, subject to any amendments they may wish to propose. Additionally, approval is sought for the application form requesting an assessment, as set out in Appendix 2, with the understanding that any necessary stylistic modifications required for the website will be made. It is further noted that, prior to the issuance of any Exemption Order, such orders will be submitted to the Environment, Development and Infrastructure Committee for consideration. 6.0 IMPLICATIONS 6.1 Policy – New Service procedure for the application of Part 6 of the Transport (Scotland) Act 2019. 6.2 Financial – None known at this time other than staff and committee time for the assessment and consideration of exemption orders. There may however be a financial burden on the council for signage as well as damage to any exempted footways/footpaths kerbs where vehicles are either damaged or damage the kerbs themselves. 6.3 Legal – Changes to the constitution have already been made to include the Transport (Scotland) Act 2019 under Part C - Scheme Of Administration and Delegations, (D) Executive Director Of Development & Infrastructure Services, Paragraph 6.1. 6.4 HR – Depending on the increased workload this may require additional staffing to support the small team carrying out the back office work. 6.5 Customer service – Will required to be updated on Service Procedure and Assessment request form once uploaded to the website. 6.6 Risk – Potential reputational, legal and financial should an exemption order lead to injury or fatality due to pedestrian being forced to walk on live carriageway. 6.7 Climate change – None known. 6.8 Fairer Scotland Duty – Public bodies are required to carry out assessments to understand how their decisions might affect people experiencing socio- economic disadvantage. Any exemptions will require to carry out an Page 61
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assessment which may well identify that members of our community who suffer financial disadvantage or are in poverty cannot afford a vehicle and thereby walk or cycle and any exemptions may well impact their right to walking safely on our footpaths and footways. 6.9 Equalities: protected characteristics – Equality Impact Assessments are required prior to the making of any exemption order. These must be made for each case, a coverall assessment is not permitted. 6.10 Consumer duty – None known. 6.11 Island communities – None. 6.12 Children’s Rights and Wellbeing – removing vehicles from footways provides a safe refuge for children, one of the most vulnerable road user groups. Executive Director with responsibility for Roads and Infrastructure Services: Kirsty Flanagan Policy Lead for Roads, Transport and Amenity Services: Councillor John Armour July 2025 For further information contact: Stuart Watson, Assistant Network & Standards Manager stuart.watson@argyll-bute.gov.uk Hugh O’Neill – Network & Standard Manager hugh.oneill@argyll-bute.gov.uk APPENDICES Appendix 1 – Service Procedure for Pavement, Double & Dropped Kerb Parking Appendix 2 – Sample Request Form Page 62
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1 ROADS AND INFRASTRUCTURE SERVICES Service Procedure for Pavement, Double & Dropped Kerb Parking Transport (Scotland) Act 2019 Author Stuart Watson Owner Head of Roads & Infrastructure Services Date April 2025 Version Final v0.5 Page 63
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2 Document Information Title Service Procedure for Pavement, Double & Dropped Kerb Parking Author Stuart Watson Description Guidance covering the legislation Document History Version Status Date Author Changes made 0.1 Draft 15/01/2025 Stuart Watson New document for the provision set out under Part 6 (Parking Prohibitions) of the Transport (Scotland) Act 2019 0.2 DRAFT 12/02/2025 Stuart Watson Amendments – comments from Donna Lawson, Keith Tennant, Fran Millar 0.3 DRAFT 27/02/2025 Stuart Watson Typos etc. 0.4 Draft 27/02/2025 Stuart Watson Following review by Susie Sinclair 0.5 Final 16/04/25 Stuart Watson HO’N comments Page 64
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3 Contents 1.0 Introduction ........................................................................................................................................... 4 2.0 Governing Legislation ......................................................................................................................... 5 3.0 Assessment Process ........................................................................................................................... 8 4.0 Exemption Order Process ................................................................................................................ 10 5.0 Signing and Lining ............................................................................................................................. 14 6.0 Enforcement ....................................................................................................................................... 17 7.0 Processing of PCNs & Enforcement Notices ................................................................................ 19 8.0 Appendix 1 – Section 55 Exceptions to pavement parking prohibition and double-parking prohibition ......................................................................................................................................................... 22 9.0 Appendix 2 – The Transport (Scotland) Act 2019 (Pavement Parking Prohibition) (Footway and Associated Carriageway Characteristics) Directions 2022 ............................................................... 24 10.0 Appendix 3 – Assessment Form ..................................................................................................... 25 11.0 Appendix 4 – Notice of Proposals template ................................................................................... 27 12.0 Appendix 5 – Statement of Reasons template .............................................................................. 28 13.0 Appendix 6 – Form of Order and Plan ............................................................................................ 29 14.0 Appendix 7 – Notice of Making an Exemption Order template ................................................... 33 15.0 Appendix 8 - Route A – PCN Issued under Regulation 4 ............................................................ 34 16.0 Appendix 9 - Route B – PCN Issued under Regulation 5 ............................................................ 36 Page 65
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4 1.0 Introduction 1.1 The Transport (Scotland) Act 2019 received Royal Assent on 15 November 2019. Part 6 of the Act refers to the Pavement Prohibitions. This includes parking prohibitions relating to footway, dropped kerb and double parking. 1.2 The pavement prohibitions are primarily intended to improve accessibility, with a particular emphasis on vulnerable road users, by affording walkers and wheelers the ability to use footways and dropped kerbs without being impeded by parked vehicles. 1.3 This Service Procedure provides guidance on the assessment and implementation of Exemption Orders, the signing and lining requirements and the enforcement of the prohibitions (including the issue and processing of Penalty Charge Notices). 1.4 Where there is any doubt, the legislation and regulations take precedence. Page 66
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5 2.0 Governing Legislation 2.1 This guidance document is based on the following: • The Transport (Scotland) Act 2019 (“the Act”) • The Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) Regulations 2022 (“2022 Regs”) • The Parking Prohibitions (Enforcement and Accounts) (Scotland) Regulations 2023 (“2023 Regs”) • The Transport (Scotland) Act 2019 (Pavement Parking Prohibition) (Footway and Associated Carriageway Characteristics) Directions 2022 (“Ministerial Direction 2022”) • The Traffic Signs Regulations and General Directions 2016 (“TSRGD”) • The Traffic Signs Manual (“TSM”) • The Road Traffic Regulation Act 1984 (“RTRA1984”) 2.2 Recognising the following is written using legal language and may not be easy for the lay person to interpret, Section 6 of this Service Procedure sets out the enforcement of the below in plain English. 2.3 Part 6, Sections 50-69, of the Act covers the Parking Prohibitions. The following definitions are provided within Part 6, s69: • “double parking prohibition” has the meaning given by section 54(1), • “dropped footway parking prohibition” has the meaning given by section 56(2), • “exemption order” has the meaning given by section 51(1), • “footway” has the meaning given by section 50(4), • “motor vehicle” o (a)in relation to the pavement parking prohibition, has the meaning given by section 50(4), o (b) in relation to the double parking prohibition and the dropped footway parking prohibition, has the meaning given by section 54(5), • “pavement” has the meaning given by section 50(4), • “pavement parking prohibition” has the meaning given by section 50(1), • “road” has the meaning given by section 151(1) of the Roads (Scotland) Act 1984, • “traffic authority” means, in relation to a footway, the body which has the function of making Traffic Regulation Orders under section 1 of the Road Traffic Regulation Act 1984. 2.4 Within the Act, the term “pavement parking” refers to parking on a “footway” or “footpath” as defined within the Roads (Scotland) Act 1984, s151(2)(a). Paragraph 6.6 provides the definitions of footways and footpaths. Pavement Parking 2.5 Section 50 of the Act requires that a person “…must not park a motor vehicle on a pavement…”. It further states that for the purposes of the prohibition: a. a motor vehicle is parked on a pavement if: i. it is stationary, and Page 67
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6 ii. one or more of its wheels (or any part of them) is on any part of the pavement b. a stationary motor vehicle is parked whether or not: i. the driver of the vehicle is in attendance at the vehicle, ii. the engine of the vehicle is running 2.6 The Act provides a number of exceptions to this under Section 55, these are covered within Section 6 of this document. 2.7 Section 51 of the Act provides a mechanism to exempt a footway/footpath, or parts thereof, from the prohibition. This is covered in detail within Sections 3 and 4 of this document. Double Parking 2.8 Section 54 of the Act requires that a person must not park a motor vehicle in such a manner that “no part of the vehicle is within 50 centimetres of the edge of a carriageway”. The edge of the carriageway means: a. where the edge of the carriageway is marked by a painted solid white line, the edge of the painted line furthest from the centre of the carriageway, b. where the edge of the carriageway is not marked by a painted solid white line and is bounded by a kerb, the edge of the kerb closest to the centre of the carriageway, c. in any other case, where the surface of the carriageway meets the verge of the carriageway, 2.9 As with the pavement parking prohibition, S54 further states that a stationary motor vehicle is parked whether or not: a. the driver of the vehicle is in attendance at the vehicle, b. the engine of the vehicle is running. 2.10 A motor vehicle is not considered parked if it is stationary: a. due to the necessities of traffic, or b. otherwise as a result of circumstances beyond the driver's control. 2.11 Again, The Act provides for exceptions to this prohibition as set out under Section 55, these are covered within Section 6 of this document. For ease of reference, s55 is included within Appendix 1. Dropped Footway Parking 2.12 Section 56 of the Act provides that a person must not park a motor vehicle on a carriageway adjacent to a footway where, for the purpose of assisting pedestrians or cyclists to cross the carriageway: a. the footway has been lowered to meet the level of the carriageway, or b. the carriageway has been raised to meet the level of the footway. 2.13 The exceptions provided for regarding dropped footway parking, under s59 of the Act, are much more limited than that for double or pavement parking. The exceptions are: i. The dropped footway parking prohibition does not apply where: Page 68
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7 a. the person has parked the motor vehicle for the purpose of saving life or responding to another similar emergency, b. the achievement of that purpose would be likely to be hindered if the vehicle were not parked as mentioned in section 56(1), c. the vehicle is so parked for no longer than is necessary for that purpose. ii. the dropped footway parking prohibition does not apply where the footway has been lowered, or the carriageway has been raised as described in section 56(1) for the purpose of access to a driveway or to a garage (whether on commercial or residential premises). Page 69
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8 3.0 Assessment Process 3.1 The Legislation has been drafted in such a way to recognise that a one-size-fits-all may not work everywhere and allows a degree of local context. 3.2 Notwithstanding this, it is a key part of the Act, Regulations and associated guidance note that any exemptions to the pavement parking prohibition are not the norm and will, indeed, be the exception. An Exemption Order should only be used where it is necessary and no other solutions can be employed to maintain vehicular access (for example, using normal Traffic Regulation Orders to implement parking restrictions, designate bays, one ways streets, double yellows, etc.). For the sake of clarity, there should be a presumption against exemptions except where they are absolutely needed, i.e. the impact on the travelling public or emergency services is so adverse that it justifies the removal of space from the most vulnerable road users to mitigate against it. 3.3 Another item that must be considered for any exemption is the completion of a Socio-Economic Impact Assessment to ensure that no protected group is inadvertently discriminated against. These will be completed on case by case basis. 3.4 Finally, the Scottish Ministers issued Ministerial Directions under s67(1) of the Act. The Ministerial Directions 2022 is included in Appendix 2 for reference, however, the key points are: 1. A footway may not be specified in an exemption order unless: a. its layout or character would allow for a width of 1.5 metres of the footway to remain unobstructed when any part of a vehicle is parked on it, or b. the layout or character of the carriageway associated with the footway is such that the passage of an emergency vehicle would be impeded by the presence of a vehicle parked on the carriageway. 2. The width of 1.5 metres mentioned in paragraph 1(a) is to be measured from the footway edge which is furthest away from the centre of the carriageway (however that edge is bounded). 3.5 On confirmation that the exemption is needed and that the minimum characteristics outlined in 3.4 are retained, the assessment process can commence. The assessment will normally be carried out by the local Traffic & Development Officers but may be carried out by other officers with appropriate training. 3.6 The following provides the minimum assessment criteria: 1. Collation of the road layout, including the number of footways, their width and the width of the carriageway 2. Provision of street lighting 3. Are there existing restrictions (e.g. double yellow lines) 4. What is the roads primary function (shopping precinct, residential area, strategic route etc.) 5. Speed limit Page 70
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9 6. Current or future plans for the road space (e.g. is there already consultation or implementation in regard to Active Travel route) 7. Parking provision (driveways, off-street car parks, on-street parking bays) 8. Traffic flows (including general pedestrian and cyclist use) 9. Accessibility considerations for all road users (motorised and non-motorised) 10. Displacement issues 11. Road Safety 12. Both a daytime and nighttime visit to assess different use at both periods of the day 13. Collation of location of all iron works within carriageway and footway; including utility chambers and noting that, typically, covers within non- vehicular areas are not designed to take vehicles loadings (e.g. A class versus D class) 3.7 A template assessment form is provided for use in Appendix 3. 3.8 Consideration should also be given to the presence of identified “Safe Routes to school” and the impact an Exemption Order may have on the safety of school children using the route. 3.9 Once the assessment has been completed, it shall be forwarded to the Service Officer – Traffic to commence the Exemption Order process. 3.10 Note, it is not appropriate to promote widespread or blanket exemptions. Each street must be considered on its own merit. Page 71
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10 4.0 Exemption Order Process 4.1 Section 51 of the Act provides the power to a Local Authority to promote Exemption Orders. It is very clear that it may not do so unless the characteristics outlined in the Ministerial Directions 2022 are met. Section 52 of the Act permits the Scottish Ministers to make regulations in respect to Exemption Orders and, to this end, The Pavement Parking Prohibition (Exemption Orders Procedure (Scotland) Regulations 2022 came into force on 9 December 2022. In addition to the 2022 Regulations, Transport Scotland have published further guidance within their document Pavement, Double & Dropped Kerb Parking Standards Guidance”. 4.2 Furthermore, an Exemption Order: a) may apply to all or part of a footway, b) must apply: i. at all times, and ii. to all motor vehicles, c) may not be subject to conditions. 4.3 There is a need beyond what is set out above for exemptions to be carefully considered against the national ban. As noted elsewhere, the norm must be for a presumption against but balancing this beside the need for traffic flows to work (again motorised and non-motorised). The approach must be consistent across the Council area but mindful of that being carried out in other Local Authorities to ensure consistency, so that drivers and other road users can understand and comply with the pavement parking prohibition. 4.4 Once the assessment has been completed satisfactorily, the following paragraphs set out the Exemption Order process. Consultation and Publication 4.5 Unlike Orders promoted under the RTRA1984, there is no requirement to publish Notices etc. within traditional press / media. As a general rule, however, it should be done regardless to ensure best coverage. 4.6 Prior to making an Exemption Order, the Council must: a. Publish a Notice on its website (containing the information as set out in Appendix 4 – Notice of the Proposals Template) b. Publish a Statement of Reasons why the Order should be made on the Council’s website (a template is provided in Appendix 5) c. Publish, on the Council’s website, an outline of the proposals, including as a minimum: i. The section of footway, or part thereof, to which the proposal relates ii. A map showing the section of footway, or part thereof, to which the proposal relates d. A template for a draft Exemption Order has been included in Appendix 6. 4.7 In addition to publication on the website, the Notice and Statement of Reasons for the proposals should be published in paper circulating in the area affected. Page 72
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11 4.8 The Council must also make the information, outlined n para 4.6 a-c, available for inspection at the appropriate office during normal operating office hours. The Council can include additional places as it considers appropriate (for example, a post office). 4.9 The Notices must also be displayed in a prominent position at each end of the footway to which the exemption order proposal relates. Furthermore, additional Notices to be displayed as the authority thinks necessary to ensure adequate information is provided to those using the footway. The authority must also take all reasonable steps to ensure the Notice remains legible and is displayed until the end of the representation period. 4.10 Beyond the publication and display of Notices etc. as outlined above, the Council must also consult with the following persons: (REG2(3)) • The Chief Constable of the Police Service of Scotland • Any Transport Partnership (where the proposal is within the region represented) • The appropriate Crown Authority where the proposal relates to a Crown Road • Any Health Board (where the proposal is within the region represented) • The Scottish Fire and Rescue Service (where it appears to the Council that proposals(s) are likely to affect the passage of fire fighting vehicles) • The Traffic Authority (where the proposal relates to a road which is not under the control of the Council, e.g. a trunk road) • Other person as the Council considers appropriate. This is similar to that included within the normal Traffic Regulation Order consultation. Officers will need to make a judgement on the extent of this on each case but, as a minimum, properties situated on the road affected by the proposals should be consulted with; this could take the form of a letter drop with the Notice etc. included or pointing to the website. Publishing in traditional media outlets (e.g. newpapers) would also satisfy this part. 4.11 Although not mandated within the Legislation, the related guidance document does state that it would be good practice for a Local Authority to retain an accessible archive of all Exemption Orders on its archive to allow members of the public to view them as needed. It also notes that this may be useful for the public to review alongside new proposals as mooted. 4.12 Finally, the consultation period must be at least 28 days commencing from the publication of the Notice (2022 Regs, Schedule 1, Part 1, paragraph 5). The Local Authority can extend this period as it considers necessary. Representations 4.13 Representations can be made by any person before the end of the period specified in the Notice. 4.14 Representations must, however: Page 73
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12 i. Contain a statement of the grounds on which representations are made, and ii. Be intimated to the Authority as set out within the Notice (i.e. within the timescale and to the address listed in the Notice). 4.15 The Council may consider representations received after the closing date as it considers appropriate. Hearings 4.16 The Local Authority can choose to conduct a hearing prior to making an Exemption Order. The Legislation does not impose this as a mandatory function, however, in some cases in may be reasonable to hold a hearing. For example, if the Local Authority proposes an Exemption Order and the proposal received hundreds of representations against it, it could be considered maladministration not to hold a hearing. 4.17 Notwithstanding the above, where a hearing is proposed, the following applies: i. A “Reporter” will be appointed to conduct the hearing. ii. The hearing can look at the whole Order or any part thereof. iii. A Reporter must be either a member of staff of the Scottish Ministers or selected from a panel provided by the Scottish Ministers. iv. The hearing must be held in public. 4.18 The Reporter must give notice in writing to: i. Those consulted under Regulation 2(3). ii. Those whose submitted representations. iii. Any other person from whom the Reporter wishes to hear in relation to specified matters. 4.19 The Notice issued must note that those wishing to be heard must respond in writing to the Reporter within 14 days of receiving the Notice. The Notice must also clearly outline that if they do not reply, then they will not be entitled to appear at the hearing. The Reporter must also provide the date, time and location of the hearing, however; these can be altered and, where this is the case, the Reporter must confirm amendments to those persons entitled to appear. 4.20 The procedure at hearing is outlined under Regulation 8. One of the key points to note is that the procedure at hearing is as the Reporter determines, within the bounds of the Regulations. Making of the Order 4.21 Part 4 of the 2022 Regulations sets out the process of the making of an Exemption Order. 4.22 Prior to making an Order, the Local Authority must consider any representations made and, where a hearing has been held, the recommendations made by the Reporter. 4.23 Analogous to the normal TRO process, the Local Authority may: i. Make the Order without modification Page 74
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13 ii. Make the Order with modification iii. Decide to not make the Order 4.24 Where the Local Authority agrees to make the Order with modification(s) which amount to a substantial change to the proposals; there is a requirement to notify each person who is likely to be affected by the change, to allow a period to respond and to, again, consider any representations made. The substantial change element is subject to the opinion of the Local Authority, i.e. that it is the Local Authority’s view that any changes are substantial. This must be an objective assessment, and the reasons recorded, particularly where the decision is that it is not a substantial change. 4.25 The Form of the Exemption Order (Regulation 11) must: i. Specify the footway, or part thereof, to which it relates ii. Provide a map indicating the footway, or part thereof, to which the order relates iii. Specify the date on which the Order comes into effect. 4.26 Within 14 days of making an Exemption Order, the Local Authority must: a. Give notice in writing of the making of the Exemption Order to the Chief Constable of the Police Service of Scotland, b. Give notice in writing to each person consulted under regulation 2(3), and to each person who made representations under regulation 3(1), of the Local Authority’s reasons for making the Exemption Order, c. Publish on the Local Authority’s website a notice of the making of the Exemption Order containing the information specified in Part 2 of schedule 1, (template provided in Appendix 7) d. Publish the Exemption Order and accompanying map and, where applicable, the report following the holding of a hearing under regulation 4, on the Local Authority’s website, e. Make a copy of everything mentioned in sub-paragraphs (a) to (d) available for inspection at their offices during normal office hours, and (if the Local Authority thinks fit) at such other places within its area and during such times at those places as it may determine, f. Display notices containing the information set out in Part 2 of schedule 1, displayed in accordance with paragraphs 1 and 3 of schedule 2, in any footway to which the Exemption Order relates, g. Take such other steps as it considers appropriate for ensuring that adequate publicity about the making of the Exemption Order is given to persons likely to be affected by it. 4.27 Exemption Orders can be amended or revoked. The process for doing either of these requires that the full process is followed, as outlined from paragraph 4.6 onwards. Within the 2022 Regulations, this includes r2-r12. 4.28 An archive of Exemption Orders will be maintained on the Local Authority’s website. Page 75
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14 5.0 Signing and Lining 5.1 Once the Exemption Order process is complete, it will be a requirement to mark the appropriate signs and lines. These must be installed in compliance with the Traffic Signs Regulations and General Directions and The Traffic Signs Manual. The Traffic Signs Manual, Chapter 3, s13.19 refers. 5.2 The TSRGD and TSM, Chapter 3 permits footway parking to have time period. As noted earlier, in Scotland under the 2019 Act this is not permitted. A pavement parking exemption must apply at all times. 5.3 Where a footway or section of a footway has been exempted by Order, the area must be clearly marked with signs and lines. The signs and lines used must make it clear to both drivers and pedestrians that the footway is subject to a pavement parking Exemption Order. 5.4 It is particularly important, in the interest of fairness, that the markings and signs are clear to drivers as they may be subject to a Penalty Charge Notice (PCN) if they park out with the exempted area. The maintenance of the signs and lines in good order is vital to the success of any exemption. 5.5 Table 1, below, provides an overview of the signs which may be used. Table 1 TSRGD Ref. Sign image Schedule 7, Part 2, Item 12, Diag. 667 Vehicles may be parked partially on the footway An arrow pointing to the left or to the right may be added Schedule 7, Part 2, Item 13, Diag. 668 Vehicles may be parked wholly on the footway An arrow pointing to the left or to the right may be added Schedule 7, Part 2, Item 14, Diag. 667.1 Vehicles may be parked partially on the footway. Note: the time period is not permitted in Scotland. Page 76
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15 The lower panel can be amended to include with an arrow pointing to the left or to the right may be added in the lower panel; or, amended to the text “in marked bays”. Schedule 7, Part 2, Item 15, Diag. 668.1 Vehicles may be parked wholly on the footway. Note: the time period is not permitted in Scotland. The lower panel can be amended to include with an arrow pointing to the left or to the right may be added in the lower panel; or, amended to the text “in marked bays”. Schedule 7, Part 2, Item 16, Diag. 667.2 End of area where vehicles may be parked partially on the footway. Schedule 7, Part 2, Item 17, Diag. 668.2 End of area where vehicles may be parked wholly on the footway. 5.6 The TSM, Chapter 3, s13.19, Figure13.59 provides indicative layout markings (as shown below). Page 77
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16 5.7 These markings are made in accordance with the TSRGD, Schedule 7, Part 4, Item 6: Diagram 1028.4, Table 2 below refers: Table 2 TSRGD Ref. Sign image Schedule 7, Part 4, Item 6, Diag. 1028.4 a) at the edge of the carriageway and situated wholly on the footway; or b) partly on the carriageway and partly on the footway Refer to TSM, Ch3, Figure13.59. 5.8 The TSM, Ch3, Figure 13.60 also provides an indicative layout for footway parking, extract below for ease of reference: Page 78
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17 6.0 Enforcement 6.1 The 2019 Act differs from slightly from the Road Traffic Act 1991 and the DPE powers. One of the main differences is the ability to issue PCNs to “drive aways” but there are also some changes to terminology 6.2 Under the 2023 Regulations, enforcement officers may issue a PCN under either R4 or R5. 6.3 Regulation 4 is similar to a PCN issued under DPE in that, where the officer has reason to believe that a breach has occurred, a PCN may be fixed to the vehicle or handed to the person appearing to be in charge of the vehicle. 6.4 Regulation 5, however, permits a PCN to be issued for one of two reasons: i. Where either the enforcement officer has attempted to issue a PCN under Reg 4 but was prevented from doing so by any person, or ii. Where an enforcement officer has begun to prepare a PCN, but the vehicle was driven away before the officer had finished preparing the Notice or being able to issue under R4. 6.5 Neither Scottish Ministers nor Transport Scotland have powers to undertake parking enforcement. The Local Authority are able, however, to carry out enforcement on the Trunk Road Network (those section of it within the Local Authority area). For the most part, this is likely to be within urban areas but could impact both the trunk and local road rural networks. Where there are requests or identified demands for rural enforcement, a risk assessment and method statement may be needed to ensure the safety of the enforcement staff (e.g. working on high-speed roads). 6.6 The 2019 Act defined footways and footpaths in accordance with the Roads (Scotland) Act 1984, s151(2)(a) (extracted below for ease of reference). This definition is not limited to adopted footways or footpaths only but to where there is a public right of passage. This means that the Pavement Parking Ban applies to both adopted and private roads. For the purpose of this Act, where over a road the public right of passage referred to in the definition of “road” in subsection (1) above— a) is by foot only, the road is: i. where it is associated with a carriageway, a “footway”; and ii. where it is not so associated, a “footpath”. 6.7 It may also be possible to enforce the Pavement Parking Ban for vehicles parking on a verge. This is limited to very specific conditions, namely that the verge is located between a carriageway and a footway. It is not possible to enforce parking on a verge in any other circumstance. 6.8 Neither the 2019 Act nor the 2023 Regulations appear to limit the number of PCNs that can be issued in a 24-hour period, however, one per calendar day is reasonable and should be the norm. One exception to this may be where a vehicle Page 79
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18 has received a PCN but has then moved to another location where it is once again breaching the 2019 Act. In these situations, it is appropriate to issue a further PCN. 6.9 The contravention codes to be used under the 2019 Act are: Code Description 100 Parked on a pavement 101 Parked adjacent to dropped kerb at a known crossing point 102 Parked where no part of the vehicle is within 50 centimetres of the edge of the carriageway 6.10 Section 2 Governing Legislation provides the legal definitions for each of the prohibitions. 6.11 The assessment for contravention 100 is the simplest of the three new codes. If a vehicle is parked on a footway or footpath, that has not been subject to an Exemption Order, then a PCN may be issued. There may also be grounds for appeal if the keeper of the vehicle has been subject to criminal proceedings, however, this is covered under Section 7.0 Processing of PCNs. 6.12 For contravention 101, the crossing point (note, kerbs can be raised or dropped to facilitate crossing) must be a crossing point and not, for example, a dropped kerb for a vehicular access. There may be circumstances where there is no dropped kerb on the one side of the crossing but could still be considered a “crossing point”. 6.13 Within contravention 102, “double parking”, the edge of the carriageway means: a. Where the edge of the carriageway is marked by a painted solid white line, the edge of the painted line furthest from the centre of the carriageway b. Where the edge of the carriageway is not marked by a painted solid white line and is bounded by a kerb, the edge of the kerb closest to the centre of the carriageway c. In any other case, where the surface of the carriageway meets the verge of the carriageway. Page 80
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19 7.0 Processing of PCNs & Enforcement Notices PCNs issued by enforcement officer 7.1 The following process shall be used for PCNs issued under Regulation 4 of the 2023 Regulations: 7.1.1 This is where the PCN has been issued by the enforcement officer and either affixed to the vehicle or handed to the person appearing to be in charge of the vehicle. A PCN is paid without representation being made 7.1.2 If the payment is received within 14 days, the 50% discount is applied. 7.1.3 If payment is received within 28 days but after the 14 days, the charge is at the normal undiscounted rate. Where Payment is not made within 28 days 7.1.4 If no payment is made within 28 days, an enquiry to the DVLA seeking keeper details is made. Within 14 days of receipt of the DVLA information, an Enforcement Notice is issued. 7.1.5 If payment is made within 28 days of the Enforcement Notice, the case is closed, if not, the Charge is increase by 50% and a Charge Certificate is issued. 7.1.6 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. Where Representation is made (within 28 days) 7.1.7 If the Appeal is accepted, the case is closed. 7.1.8 If the Appeal is rejected, a Notice of Rejection (NoR) is issued. 7.1.9 If no subsequent Appeal is made within 28 days of NoR, the Charge is increased by 50% and a Charge Certificate is issued. 7.1.10 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. Where subsequent Representation is made to First-tier or Upper Tribunal 7.1.11 If an Appeal is Upheld by the First-Tier Tribunal then the case is closed. 7.1.12 If an Appeal to the First-tier Tribunal is made (must be within 28 days of NoR) and the Appeal is withdrawn and no payment is made within 14 days of the appellant withdrawing the Appeal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.1.13 If an Appeal to the First-tier Tribunal is made (must be within 28 days of NoR) and the Appeal is rejected and no further Appeal is made to the Upper Tribunal or no payment is made within 28 days of the appellant being sent the decision of the First-tier Tribunal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.1.14 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. 7.1.15 Where a further Appeal is made to the Upper Tribunal and Upheld, the case is closed. Page 81
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20 7.1.16 If an Appeal is rejected by the Upper Tribunal and payment is made, the case is closed. 7.1.17 If an Appeal is rejected by the Upper Tribunal and no payment has been made within 28 days of the appellant being sent the decision of the Upper Tribunal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.1.18 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. 7.2 A workflow is contained under Appendix 8 for the PCNs issued under Regulation 4. Enforcement Notices where PCN could not be issued by enforcement officer 7.3 The following processed shall be used for Enforcement Notices issued under Regulation 5 of the 2023 Regs: 7.3.1 This is where the enforcement officer has started preparing a PCN but has either been prevented from affixing it to the vehicle or the vehicle has been driven away before it could be completed. 7.3.2 An Enforcement Notice must be issued before the end of the 28-day period beginning with contravention date. There is one exception to this, where a request for keeper details has been made to the DVLA within 14 days of the contravention, but this not been received within the 28-day period. Where this is the case, an Enforcement Notice must be issued within 14 days, commencing from the date the requested information is received. Enforcement Notice is paid without Representation being made 7.3.3 If the payment is received within 14 days, the 50% discount is applied. 7.3.4 If payment is received within 28 days but after the 14 days, the charge is at the normal undiscounted rate. Where Payment is not made within 28 days 7.3.5 If no payment is made within 28 days, the Charge is increase by 50% and a Charge Certificate is issued. 7.3.6 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. Where Representation is made (within 28 days) 7.3.7 If the Appeal is accepted, the case is closed. 7.3.8 If the Appeal is rejected, a Notice of Rejection is issued. 7.3.9 If no subsequent Appeal is made within 28 days of NoR, the Charge is increased by 50% and a Charge Certificate is issued. 7.3.10 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. Where subsequent Representation is made to First-tier or Upper Tribunal 7.3.11 If an Appeal is Upheld by the First-Tier Tribunal then the case is closed. 7.3.12 If an Appeal to the First-tier Tribunal is made (must be within 28 days of NoR) and the Appeal is withdrawn and no payment is made within 14 days of the Page 82
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21 appellant withdrawing the Appeal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.3.13 If an Appeal to the First-tier Tribunal is made (must be within 28 days of NoR) and the Appeal is rejected and no further Appeal is made to the Upper Tribunal or no payment is made within 28 days of the appellant being sent the decision of the First-tier Tribunal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.3.14 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. 7.3.15 Where a further Appeal is made to the Upper Tribunal and Upheld, the case is closed. 7.3.16 If an Appeal is Rejected by the Upper Tribunal and payment is made, the case is closed. 7.3.17 If an Appeal is Rejected by the Upper Tribunal and no payment has been made within 28 days of the appellant being sent the decision of the Upper Tribunal, then the Charge is increased by 50% and a Charge Certificate is issued. 7.3.18 On issue of the Charge Certificate, if payment is received within 28 days then the case is closed, if not, the case is referred for collective action. 7.4 A workflow is contained under Appendix 9 for the PCNs issued under Regulation 5. Circumstances where a PCN is not payable 7.5 The 2023 Regulations, Regulation 8 states: 1. No penalty charge is payable in relation to a contravention where the conduct in respect of which the penalty charge is imposed is the subject of: a) criminal proceedings, b) a fixed penalty notice (within the meaning of section 52(1) (fixed penalty notices) of the Road Traffic Offenders Act 1988), or c) a penalty charge notice issued under section 66(1) (parking penalties in London) of the Road Traffic Act 1991(as applied by an order under paragraph 1 or 2 of schedule 3 of that Act). 2. Where, despite paragraph (1): a) a penalty charge is paid in respect of a contravention, and b) the conduct in respect of which the penalty charge is imposed is the subject of proceedings or a notice as mentioned in paragraph (1)(a) to (c), the local authority must, as soon as reasonably practicable after the circumstances in sub-paragraph (b) come to its notice, refund the amount of the penalty charge which has been paid. 7.6 In the above circumstances a PCN should not be issued (when the circumstances are known) but, where a PCN has been issued, the amount must be refunded. Page 83
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22 8.0 Appendix 1 – Section 55 Exceptions to pavement parking prohibition and double-parking prohibition 1) This section sets out exceptions to the Pavement Parking Prohibition and the Double Parking Prohibition. 2) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where the motor vehicle: a) is being used: i. For police purposes, including for the purposes of the National Crime Agency, ii. For ambulance purposes or for the purpose of providing a response to an emergency at the request of the Scottish Ambulance Service Board, iii. For or in connection with the exercise of any function of the Scottish Fire and Rescue Service or Her Majesty’s Coastguard, or iv. For naval, military or air force purposes, b) The achievement of the purposes, or the exercise of the function, would be likely to be hindered if the vehicle were not parked on a pavement or, as the case may be, as mentioned in section 54(1), and c) No part of the vehicle is within 1.5 metres of the pavement edge which is furthest away from the centre of the carriageway (however that edge is bounded). 3) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where the motor vehicle: a. Is being used for or in connection with: i. The undertaking of works in roads, ii. The removal of an obstruction to traffic, iii. The collection of waste by or on behalf of a Local Authority, iv. Postal services (within the meaning of section 125(1) of the Postal Services Act 2000), b. Cannot reasonably be so used without being parked on a pavement or, as the case may be, as mentioned in section 54(1), c. Is so parked for no longer than is necessary for that use, and d. No part of the vehicle is within 1.5 metres of the pavement edge which is furthest away from the centre of the carriageway (however that edge is bounded). 4) In subsection (3)(a)(i), “works in roads” includes: a. Road works within the meaning given by section 107(3) of the New Roads and Street Works Act 1991, b. Works for roads purposes within the meaning given by section 145(2) of that Act, c. Major works for roads purposes with the meaning given by section 145(3) of that Act, d. Cleaning, placing, removing or adjusting by or on behalf of a Roads Authority (within the meaning given by section 151(1) of the Roads (Scotland) Act 1984) of any equipment or structure which is placed on or over a road. 5) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where: a. The motor vehicle is being used by a registered medical practitioner, registered nurse or registered midwife for or in connection with the provision of urgent or emergency health care, b. The provision of the care would be likely to be hindered if the vehicle were not parked on a pavement or, as the case may be, as mentioned in section 54(1), c. The vehicle is so parked for no longer than is reasonable in connection with the provision of the care, and Page 84
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23 d. No part of the vehicle is within 1.5 metres of the pavement edge which is furthest away from the centre of the carriageway (however that edge is bounded). 6) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where: a. The motor vehicle is, in the course of business i. Being used for the purpose of delivering goods to, or collecting goods from, any premises, or ii. Being loaded from or unloaded to any premises, b. The delivery, collection, loading or unloading cannot reasonably be carried out without the vehicle being parked on a pavement or, as the case may be, as mentioned in section 54(1), c. No part of the vehicle is within 1.5 metres of the pavement edge which is furthest away from the centre of the carriageway (however that edge is bounded), d. The vehicle is so parked for no longer than is necessary for the delivery, collection, loading or unloading and in any event for no more than a continuous period of 20 minutes. 7) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where the motor vehicle is parked wholly within a parking place that is: a. Authorised by order under section 32(1)(b) of the Road Traffic Regulation Act 1984, or b. Designated by order under section 45 of that Act. 8) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where the motor vehicle is parked in accordance with permission given by a constable (within the meaning given by section 99(1) of the Police and Fire Reform (Scotland) Act 2012) in uniform. 9) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where: a. The person has parked the motor vehicle for the purpose of saving life or responding to another similar emergency, b. The achievement of that purpose would be likely to be hindered if the vehicle were not parked on a pavement or, as the case may be, as mentioned in section 54(1), and c. The vehicle is so parked for no longer than is necessary for that purpose. 10) The Pavement Parking Prohibition and the Double Parking Prohibition do not apply where: a. The person has parked the motor vehicle for the purpose of providing assistance at an accident or breakdown, b. The assistance could not be safely or reasonably provided if the vehicle were not parked on a pavement or, as the case may be, as mentioned in section 54(1), c. The vehicle is so parked for no longer than is necessary for that purpose, and d. No part of the vehicle is within 1.5 metres of the pavement edge which is furthest away from the centre of the carriageway (however that edge is bounded). 11) In this section, “carriageway” has the meaning given by section 51(6). 12) The Scottish Ministers may by regulations modify this section. Page 85
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24 9.0 Appendix 2 – The Transport (Scotland) Act 2019 (Pavement Parking Prohibition) (Footway and Associated Carriageway Characteristics) Directions 2022 Page 86
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25 10.0 Appendix 3 – Assessment Form Parking Standards - Road Assessments Data Requirements/Checklist Day Visit Night Visit (after 1900 preferably) Date: Time: General Width (m) Minimum Width (if different) (m) Carriageway Town: Footway North or West (delete as applicable) Street: Footway South or East (delete as applicable) Feature Yes No Bus Stops School vicinity Residential Only Shopping / Commerical Mix of Residential/Other Cycle Lane(s) (please provide details e.g location and if continuous) Speed Limit (mph) Traffic Calming (please provide details e.g. speed bumps,vehicle activated sign) Two Way or One Way Current waiting restrictions Single Yellow Double Yellow Double Yellow at Junction White H-Bars None North or West South or East No. of Bays North or West South or East North or West South or East North or West South or East Parking Bays Loading Bays Disabled Bays Functionality of Road Nature of road (e.g. local access road, distributor road) Road Characteristics Restriction Current Footway Furniture & Ironwork (please specify e.g. post box, electricity box, bins, A-boards, Class of manhole covers) Comments/Details Comments Page 87
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26 North or West South or East North or West South or East No Safe Route to School (eis this an assessed route, if so, details of sue and impact of any cahnge) Double Parking (parking more than 50cm from edge of carriageway) No. of Instances Where <1.5m Usuable Due to Footway Parking Minimum Clear Footway (m) Minimum Clear Footway (m) General Comments Following Night Visit (e.g. decrease in parking likely due to opening hours of industrial park) Additional Comments on Observations (e.g. presence of vulnerable road users) Please indicate if any of the above vehicles were parked on/across a dropped kerb (please specify type of parking and no. of instances) Pedestrian Crossing Point No. of Vehicles Type of Vehicles Driver in Attendance Impact of Footway Parking Legislation (e.g. need for displacement of vehicles onto neighbouring roads) Potential Options (e.g. waiting restrictions, formalise parking, maintain status quo and exempt) Is there available capacity to accommodate vehicle displacement? (If yes, please provide details e.g. location(s), capacity and if pay and display) Day Parking No. of Observed Vehicles Type of Vehicle(s) No. of Instances Where <1.5m Usuable Due to Footway Parking Two-wheel Footway Parking Night Commerical Access Day Night Potential Options Do Parked Vehicles Currently Affect Traffic Flow? (e.g. restricts two way flow) Yes (please, provide details) Nature of Observed Traffic Flow (e.g. too low to observe two way flow or free-flowing but need to giveway at pinchpoints) Residential Driveway Type of Vehicle(s) No. of Observed Vehicles Four-wheel Footway Parking Usage Page 88
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27 11.0 Appendix 4 – Notice of Proposals template DEVELOPMENT AND INFRASTRUCTURE SERVICES Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025 Argyll and Bute Council propose to make an Exemption Order, the effect of which will be to exempt the southern footway on the C62 Oban road from the Pavement Parking Prohibition. The proposed exemption would permit footway parking from a point 75 metres west of the extended kerbline of the C62 Argyll Street to a point 125 metres west of the extended kerbline of the C62 Argyll Street, a distance of 50 metres or thereby. Full details of the proposal together with a Plan, and a Statement of Reasons for proposing to make the Exemption Order can be viewed by logging on to the Council’s website at www.argyll-bute.gov.uk or viewed during normal office hours at the following locations: 1. Customer Service Point, 1a Manse Brae, Lochgilphead, between the hours of 0900 and 1200 2. Argyll and Bute Council Offices, Kilmory Castle, Kilmory, Lochgilphead, between the hours of 0900 and 1700 Any person wishing to make representations to the proposed exemption may do so by sending details of the grounds for representation, in writing, providing their name and address, to the Head of Legal & Regulatory Support, Argyll and Bute Council, Kilmory, Lochgilphead, Argyll, PA31 8RT, by [28 days minimum from date of publication of notice] Head of Roads & Infrastructure Services, Kilmory Castle, Kilmory, Lochgilphead, PA31 8RT Page 89
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28 12.0 Appendix 5 – Statement of Reasons template DEVELOPMENT AND INFRASTRUCTURE SERVICES Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025_ Statement of Reasons for proposing to make the Exemption Order The above-named Exemption Order is proposed for facilitating the free flow of vehicular traffic on the road to which the order relates. Head of Roads & Infrastructure Services, Kilmory Castle, Kilmory, Lochgilphead, PA31 8RT Page 90
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29 13.0 Appendix 6 – Form of Order and Plan Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025 Argyll and Bute Council in exercise of the powers conferred on them by the Transport (Scotland) Act 2019, Part 6 and having complied with The Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) regulations 2022, hereby make the following Order: 1. This Exemption Order may be cited as “Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025” and shall come into operation on Monday the twenty fourth of March Two Thousand and Twenty-Five. 2. Interpretation a. The Interpretation Act 1978 shall apply for the interpretation of this Order as it applies for the interpretation of an Act of Parliament. b. In this Order, except where the context otherwise requires, the following expressions have the meanings hereby respectively assigned to them: ▪ “the 2019 Act” means the Transport (Scotland) Act 2019; ▪ “the 1984 Act” means the Road Traffic Regulation Act 1984; ▪ “the 1991 Act” means the Road Traffic Act 1991; ▪ “the 2022 Regulations” means The Pavement Parking Prohibition (Exemption Orders Procedure) (Scotland) Regulations 2022; ▪ “the 2023 Regulations” means The Parking Prohibitions (Enforcement and Accounts) (Scotland) Regulations 2023; ▪ “authorised enforcement officer” has the same meaning as in Section 58(6) of the 2019 Act; ▪ “contravention” means, as the case may be, a contravention of the pavement parking prohibition, as s50(1) of the 2019 Act; ▪ “Council” means Argyll and Bute Council constituted under the provisions of the Local Government etc (Scotland) Act 1994 and having its Chief Office at Kilmory, Lochgilphead, Argyll, PA31 8RT; ▪ “driver” means the person driving or having control or charge of the vehicle at any given time and in particular in relation to a vehicle waiting on a road the person driving at the time it was left in that location; ▪ “enforcement notice” means a notice served under regulation 5 or 6 of the 2023 Regulations; ▪ “pavement parking” means a footway as defined with s151(2) of the Roads (Scotland) Act 1984; Page 91
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30 ▪ “plan” means the plan annexed to this Exemption Order and which forms part of this Exemption Order. ▪ “registered keeper” means, in relation to a penalty charge imposed in connection with a motor vehicle, the person in whose name the vehicle is registered under the Vehicle Excise and Registration Act 1994 at the time of the contravention to which the penalty charge relates. ▪ “relevant vehicle” means the motor vehicle in respect of which the contravention occurred. ▪ “schedule” means the schedule annexed to this Exemption Order and which forms part of this Exemption Order. c. In so far as any provision of this Exemption Order conflicts with any provision which is contained in an Exemption Order made or having effect as if made under the 2019 Act or by or under any other enactment, then the provisions of this Exemption Order shall prevail. Pavement Parking Exemption 3. The section of footway specified in the Schedule to this Exemption Order is exempted from the pavement parking prohibition. 4. The limits of the exempted footway shall be indicated in such manner as the Council may determine by lines or other indications. Markings and signs shall be compliant with The Traffic Signs Regulations and General Directions 2016. Manner of standing within the exempted areas 5. A vehicle parked on an exempted footway shall park within the marked area. No part of the vehicle shall park on the marked lines or beyond the permitted parking area. Responsibility of Registered Keeper 6. The responsibility for payment of any penalty charge rests with the registered keeper. If the registered keeper was not the driver at the time when it was parked out with the permitted parking area specified in the schedule in contravention of any of the provisions of this Order it remains her/his responsibility to pay the penalty charge. Contravention of this Order 7. If a vehicle is parked in contravention of any of the Articles, provisions and requirements of this Order then a contravention shall have occurred, and a penalty charge shall be payable. A penalty charge notice may then be issued by a parking attendant. 8. Where a vehicle remains in a position so as to incur a penalty charge on the issue of a penalty charge notice, a further penalty charge notice may be issued on each calendar day thereafter. Sealed with the Common Seal of the Argyll and Bute Council and subscribed for them and on their behalf by David Logan, Head of Legal & Regulatory Support, Argyll and Bute Council, Page 92
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31 Kilmory, Lochgilphead, Argyll, PA31 8RT at Lochgilphead on Monday Twenty Fourth day of March 2025 Signed ……………………………………………… Date ……………………………………………… This is the Schedule referred to in the foregoing Exemption Order the “Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Exemption Order 2025“ SCHEDULE PAVEMENT PARKING PROHIBITION EXEMPTION Length of Road in Lochgilphead Side of road to which the restriction applies From a point 75 metres west of the extended kerbline of the C62 Argyll Street to a point 125 metres west of the extended kerbline of the C62 Argyll Street, a distance of 50 metres or thereby. South Signed ……………………………………………… Date ……………………………………………… Page 93
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32 This is the Schedule referred to in the foregoing Exemption Order the “Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025” Page 94
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33 14.0 Appendix 7 – Notice of Making an Exemption Order template DEVELOPMENT AND INFRASTRUCTURE SERVICES Argyll and Bute Council (C62 Oban Road) (Southern Footway) Pavement Parking Prohibition Exemption Order 2025 On Monday 24 February 2025, Argyll and Bute Council made the above named Exemption Order in terms of the Transport (Scotland) Act 2019. The Exemption Order, which comes into effect on Monday 24 March 2025, permits motor vehicles to park on the southern footway of the C62 Oban Road. The exemption is from a point 75 metres west of the extended kerbline of the C62 Argyll Street to a point 125 metres west of the extended kerbline of the C62 Argyll Street, a distance of 50 metres or thereby. A copy of the Exemption Order and companying plan [where there has been a Hearing, add also the report] can be inspected by logging on to the Council’s website at www.argyll-bute.gov.uk or viewed during normal office hours at the following locations: 1. Customer Service Point, 1a Manse Brae, Lochgilphead, between the hours of 0900 and 1200 2. Argyll and Bute Council Offices, Kilmory Castle, Kilmory, Lochgilphead, between the hours of 0900 and 1700 Head of Roads & Infrastructure Services, Kilmory Castle, Kilmory, Lochgilphead, PA31 8RT Page 95
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34 15.0 Appendix 8 - Route A – PCN Issued under Regulation 4 PCN issued by enforcement officer No payment received within 28 days Representation correspondence received (within 28 days) Payment received - (if within 14 days 50% discount applied) - Case Ended DVLA enquiry for keeper details Accept Representation Reject Representation Issue Enforcement Notice (within 28 days of contravention or within 14 days of DVL supplying relative information Issue Notice of Acceptance - Case Closed Issue Notice of Rejection Payment Received - Case Closed If no response within 28 days increase Charge and issue Charge Certificate If no appeal within 28 days increase Charge and issue Charge Certificate Appeal to First-tier Tribunal within 28 days Payment Received - Case Ended Payment Received - Case Closed If no payment received within 28 day, proceed to collective action If no payment received within 28 day, proceed to collective action Appeal rejected / withdrawn & no further appeal to Upper Tribunal within 28 days Appeal Rejected & Further appeal to Upper Tribunal Appeal Upheld - Case Ended Increase Charge and issue Charge Certificate Upper Tribunal Appeal Rejected Upper Tribunal Appeal Upheld - Case Ended If no payment received within 28 day, proceed to collective action Payment Received - Case Ended Increase Charge and issue Charge Certificate If no payment received within 28 day, proceed to collective action Payment Received - Case Ended Page 96
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36 16.0 Appendix 9 - Route B – PCN Issued under Regulation 5 Prevented from issuing PCN when preparation already underway DVLA application for keeper details (within 14 days of contravention) Issue Enforcement Notice by recorded delivery (within 28 days of contravention or within 14 days of DVLA supplying relative information No payment received within 28 days Representation correspondence received within 28 days Payment Received - Case Ended Increase Charge and issue Charge Certificate Accept Representation Reject Representation Payment Received - Case Ended If no Payment Received within 28 days, proceed to collective action Issue Notice of Acceptance - Case Ended Issue Notice of Rejection If no appeal within 28 days increase Charge and issue Charge Certificate Appeal to First-tier Tribunal within 28 days Payment Received - Case Ended If no Payment Received within 28 days, proceed to collective action Appeal rejected / withdrawn & no further appeal to Upper Tribunal within 28 days Appeal Rejected & further appeal to Upper Tribunal Appeal Upheld - Case Ended Increase Charge and issue Charge Certificate Upper Tribunal Appeal Rejected Upper Tribunal Appeal Upheld - Case Ended If no Payment Received within 28 days, proceed to collective action Payment Received - Case Ended Increase Charge and issue Charge Certificate If no Payment Received within 28 days, proceed to collective action Payment Received - Case Ended Page 98
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Appendix 2 – Sample Request Form Argyll and Bute Council - Request a pavement parking exemption assessment Part 6 of the Transport (Scotland) Act 2019 introduced the statutory framework for a national ban on pavement parking, double parking and parking at dropped kerbs (at known crossing places) to make it easier for local authorities to ensure our pavements and roads are safer and more accessible to all. Some exemptions apply to the pavement parking ban, such as: • To allow for the normal operation of the emergency services, or medical practitioners in emergency situations • To allow the response to an emergency or accident • To allow for certain deliveries and collections • Vehicles used for undertaking works on roads or removal of obstructions These exceptions are only valid if specific criteria is met and there is no other reasonable parking available. Full details of the exceptions are contained within the 2019 Act. Local Authority Exemptions The Local Authorities in Scotland have powers to exempt certain areas of pavement from the national ban, should they feel it necessary. In general, local authorities can consider an exemption only where one of two criteria are met. An area of pavement can only be considered for exemption if: 1. its layout or character would allow for a width of 1.5 metres of the footway to remain unobstructed when any part of a vehicle is parked on it, or 2. the layout or character of the carriageway associated with the footway is such that the passage of an emergency vehicle would be impeded by the presence of a vehicle parked on the carriageway. Be aware that an exemption must apply at all times and for any class of vehicle. Please use this form to request an assessment for an exemption from the pavement parking ban for a pavement or section of a pavement within Argyll and Bute Council area. In order to consider an assessment, we require you to provide the following details. We are requesting a contact phone number and/or email to allow staff to contact you should the details provided be insufficient to identify the requested location. 1. Where would you like an assessment for an exemption to be carried out? 2. Please provide street name, if known: 3. Please provide a location description: Page 101
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Appendix 2 – Sample Request Form 4. As noted above, an area of pavement can only be considered for exemption if: i. its layout or character would allow for a width of 1.5 metres of the footway to remain unobstructed when any part of a vehicle is parked on it, or ii. the layout or character of the carriageway associated with the footway is such that the passage of an emergency vehicle would be impeded by the presence of a vehicle parked on the carriageway. Does the area of pavement you are requesting be assessed allow for a width of 1.5 metres of the footway to remain unobstructed when any part of a vehicle is parked on it? (tick as appropriate) Yes No Maybe Page 102
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 SEPTEMBER 2025 TRUNK ROAD LITTER MANAGEMENT RESPONSIBILITIES A82, A83, A85, A828 1.0 EXECUTIVE SUMMARY 1.1 This report has been drafted following correspondence received from East Lothian Council seeking support from COSLA and other local authorities with truck roads within their areas for a national review of trunk road litter management responsibilities. This report recommends that Argyll and Bute Council support the concept of a national review. 1.2 It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) Agree that the Chief Executive writes to Scottish Ministers requesting a review of litter management responsibilities for the trunk roads within Argyll and Bute (A82, A83, A85, A828) b) Agree that the Chief Executive confirms to those other local authorities with trunk road litter management responsibilities and COSLA that Argyll and Bute Council support the proposal initially raised by East Lothian Council that there should be a review of litter management responsibilities for trunk roads across Scotland. Page 103 Agenda Item 6
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 September 2025 TRUNK ROAD LITTER MANAGEMENT RESPONSIBILITIES A82, A83, A85, A828 2.0 INTRODUCTION 2.1 This report has been drafted following correspondence received from East Lothian Council seeking support from COSLA and other local authorities with truck roads within their areas for a national review of trunk road litter management responsibilities. 2.2 East Lothian Council, at it’s meeting on 29th April 2025, agreed recommendations in relation to the trunk road within their area as follows: 1) That the Chief Executive writes to Scottish Ministers requesting a review of litter management responsibilities for the full section of the A1 and a move towards consistency with areas part of the special roads order to allow the Council to focus resources on population centres, local road network and area of ownership/responsibility. 2) That the Chief Executive writes to other local authorities with trunk road litter management responsibilities and COSLA, providing information on the local context and seeking support for the requested review. 2.3 In response to the request from the Chief Executive of East Lothian Council that Argyll and Bute consider supporting the request for a national review of trunk litter management responsibilities officers have considered the issues and are now seeking Member support to the recommendations set out this report. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) Agree that the Chief Executive writes to Scottish Ministers requesting a review of litter management responsibilities for the trunk roads within Argyll and Bute (A82, A83, A85, A828) Page 104
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b) Agree that the Chief Executive confirms to those other local authorities with trunk road litter management responsibilities and COSLA that Argyll and Bute Council support the proposal initially raised by East Lothian Council that there should be a review of litter management responsibilities for trunk roads across Scotland. 4.0 DETAIL 4.1 Council resource relating to cleansing and litter management is contained within the Operations, Roads and Infrastructure Services budgets. There is no specific allocation of budget explicitly for litter prevention or collection along the trunk road network. Litter is not caused by the Council but by the behaviour of individuals. This contributes to the pressures on local services. 4.2 Cleansing and litter picking services prioritise areas based on the factors identified in the Act with a focus on population centres and areas of highest footfall. 4.3 Due to the speed and volume of traffic litter picking at the side of trunk roads presents a generally higher level of safety risk to Council staff than does litter picking at the side of Council managed roads, many of which have slower average traffic speeds and where litter picking is almost entirely focused on the points that these roads travel through centres of population. As a consequence the measures required to ensure the safety of Council staff during these activities are more costly. As the Council only undertakes litter picking and not any other maintenance activities it is not often possible to co- ordinate litter picking with other maintenance activities that could be done jointly under one set of traffic management and thereby increase the efficiency and cost effectiveness of the operations overall. 4.4 A national review of litter picking responsibilities in relation to trunk roads would create the opportunity to consider whether the current approach whereby local Councils undertake this duty offers the best value for money overall to the public purse. Or whether transferring this duty to the companies contracted by Transport Scotland to manage and maintain the truck road network could offer improved efficiencies while also enabling Councils to focus our available resources on local priorities. 4.5 The Council has received correspondence that demonstrates at least one other Council, Dumfries and Galloway, have written to Scottish Ministers supporting a request for a national review of litter picking responsibilities in relation to trunk roads. Page 105
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5.0 CONCLUSION 5.1 This Report seeks to approval to request of Scottish Ministers a national review of duties in relation to litter picking at trunk roads. 6.0 IMPLICATIONS 6.1 Policy – The recommendations in this report aim to support the Council to better fulfil duties under the Environmental Protection Act 1990: Code of Practice on Litter and Refuse (CoPLAR). 6.2 Financial – The recommendations in this report are unlikely to lead to budget savings. 6.3 Legal – Any legal implications would be required to be considered as part of the proposed national review. 6.4 HR – None identified at this time. 6.5 Customer service – None identified at this time. 6.6 Risk – None identified at this time. 6.7 Climate change – None identified at this time. 6.8 Fairer Scotland Duty - None identified at this time. 6.9 Equalities: protected characteristics – None identified at this time. 6.10 Consumer duty – None identified at this time. 6.11 Island communities – None identified at this time. 6.12 Children’s Rights and Wellbeing – None arising directly from this report. Kirsty Flanagan, Executive Director with responsibility for Roads and Infrastructure Councillor John Armour, Policy Lead for Roads, Transport and Amenity Services June 2025 For further information contact: Andy Summers, Head of Roads and Infrastructure Service Andy.Summers@argyll-bute.gov.uk Appendix 1 – Letter from East Lothian Council to Cabinet Secretary for Transport Page 106
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John Muir House Haddington East Lothian EH41 3HA Tel 01620 827827 eastlothian.gov.uk Our Ref: LR/EH/090525 9 May 2025 Ms F Hyslop MSP Cabinet Secretary for Transport The Scottish Parliament Edinburgh Via email: Fiona.Hyslop.msp@parliament.scot Dear Ms Hyslop Re: A1 Road Network – Litter Management Responsibilities Under the Environmental Protection Act 1990: Code of Practice on Litter and Refuse (CoPLAR), the Council understands its duty to ensure land under our control is kept clear of litter and ensure public roads, for which the Council are responsible, are kept clean, so far as is practicable. At East Lothian Council on 29th April 2025, a report regarding Litter Management Responsibilities on the A1 Road Network was considered and available here - A1 Road Network - Litter Management Responsibilities. The majority of the A1 in East Lothian has been delivered under special orders with Scottish Ministers (and their appointed contractor currently BEAR Scotland) responsible under the Act. There are two sections not part of the special roads order: a. From the border with Edinburgh Council to Old Craighall. b. From Thistly Cross to the border with Scottish Borders Council. The Council has maintenance responsibility of section a. above as Roads Authority. Section b. is not held in Council ownership and there is no responsibility for roads maintenance, repairs or grass cutting which is undertaken by BEAR Scotland. This section has therefore not been zoned by the Council; however, the Council undertakes litter management by default as it has not been included in the special order contract. Council resource relating to cleansing and litter management is contained within the Amenity Services, Environmental Health and Community Protection budgets. There is no specific allocation of budget explicitly for litter prevention strategies and the Council will determine priority of spend from within available resource on a case-by- case basis. Litter is not caused by the Council but by the behaviour of individuals. This contributes towards the pressures on local services. Page 107
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As a local authority experiencing significant housing and population growth set in National Planning Frameworks, the demand for our Services continue to grow. This is expected to impact our future capacity required to adhere to the standards identified based on the range of priorities and areas requiring attention under the act. We prioritise areas based on the factors identified in the act with a focus on population centres of high footfall. The provision of additional local resource is extremely challenging within the current backdrop of public sector finance, and it is therefore likely that any future expenditure on litter prevention and clearance will be required to be managed within existing resource. The Council is part of an A1 Litter Coordination Group organised in conjunction with BEAR Scotland, Transport Scotland, City of Edinburgh Council and Scottish Borders Council. We have worked in collaboration to undertake litter picks of section b. (above) in March 2023, April 2024 and April 2025. The Council has a regularly reviewed risk assessment for litter picking and a Safe Operating Procedure (SOP) for this task on the A1. Bins are strategically located in laybys and cleared daily by Council staff. Litter picking verges adjacent to the A1 carriageway carries a higher risk to staff than other areas due to the proximity to and speed of traffic. Measures including lane closures have been identified as required mitigations under the Council SOP. Transport Scotland have funded lane closures solely for the purpose of litter management to allow the Council’s safe operating procedure to be adhered to. BEAR Scotland undertake litter management on the rest of the A1 between Old Craighall and Thistly Cross. The BEAR risk assessment allows the specialist road contractor to undertake litter picking on other sections without the need for a lane closure or in conjunction with other cyclical maintenance and planned closures for other purposes. At Council on 29th April, it was agreed to write requesting a review of responsibilities for the full section of the A1. We would welcome a move towards consistency with areas part of the special roads order and the transfer of litter management to the specialist road contractor BEAR. This would allow the Council to focus resources on population centres, local road network and area of ownership and responsibility. Under the current arrangements, having different operators on the trunk road presents logistical and practical challenges. A Review may wish to consider whether the current model and responsibilities creates a higher combined cost across public sector agencies and best use of resources. Sections of the A1, and other trunk roads sit within Scottish Local Authority boundaries. A review may consider a consistent approach across all trunk roads. I have therefore copied this letter to other Local Authority Chief Executives and COSLA who may wish to consider their local context and provide additional information regarding this subject. Page 108
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I trust that the information contained within this letter helps provide the context. We are happy to engage in further dialogue with partners to consider this matter and look forward to your response. Yours sincerely Laurence Rockey Chief Executive c.c Councillor Norman Hampshire, Council Leader Paul McLennan, MSP Colin Beattie, MSP Martin Whitfield, MSP Craig Hoy, MSP Chief Executives – Scottish Local Authorities Chief Executive - COSLA Chief Executive – Transport Scotland Page 109
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT & INFRASTRUCTURE COMMITTEE ROADS & INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 TEMPORARY TRAFFIC REGULATION ORDERS – REVIEW OF CHARGING AND ADVERTISING 1.0 EXECUTIVE SUMMARY 1.1 The Environment, Development and Infrastructure Committee, at its meeting held on 19 June 2025 agreed: I. that officers carry out a review of the event application costs associated with Temporary Traffic Regulation Order (TTRO) charges and advertising. II. that a report outlining the scope and methodology of that review, including engagement with event organisers, would be reported to the next Environment, Development and Infrastructure Committee; and III. that the current Fees and Charges in relation to TTROs for events are suspended and the loss of income estimated to be up to £45,000 in 2025/26 is funded from the Priorities Investment Fund 1.2 This report provides Members with an update on the above decision including a background on the current TTRO charges and setting out two options as the basis for engagement with event organisers. 1.3 The report provides an initial “desktop” options appraisal for Members to consider and sets out a questionnaire for the engagement exercise. RECOMMENDATIONS 1.4 The Committee are asked to: - i. agree to the outline options as the basis for consultation with event organisers and community councils. ii. agree that the questionnaire attached in Appendix 2 is used to gather the organisers and community councils views on these options. iii. Agree that the consultation period is a minimum of six weeks. iv. Note that the results are expected to be reported to the Committee by March 2026; however, subject to analysis being completed sooner, may be reported to the Committee by December 2025. v. agree that the minimum timescales for application for TTROs or Temporary Restriction by Traffic Notice (TRTNs) are those listed in the end columns of Appendix 3. Page 111 Agenda Item 7
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vi. agree that the list below are the newspapers which will be used to advertise the notice of TTROs. a. Argyllshire Advertiser b. Dunoon Observer c. Helensburgh Advertiser d. Oban Times e. Campbeltown Courier Page 112
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT & INFRASTRUCTURE COMMITTEE ROADS & INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 TEMPORARY TRAFFIC REGULATION ORDERS – REVIEW OF CHARGING AND ADVERTISING 2.0 INTRODUCTION 2.1 This report provides Members with a background on the current TTRO charges and sets out two options as the basis for engagement with event organisers. 2.2 The report provides an initial “desktop” options appraisal for Members to consider and sets out a questionnaire for the engagement exercise. 3.0 RECOMMENDATIONS 3.1 The Environment, Development and Infrastructure Committee are asked to: - i. agree to the outline options as the basis for consultation with event organisers and community councils. ii. agree that the questionnaire attached in Appendix 2 is used to gather the organisers and community councils views on these options. iii. Agree that the consultation period is a minimum of six weeks. iv. Note that the results are expected to be reported to the Committee by March 2026; however, subject to analysis being completed sooner, may be reported to the Committee by December 2025. v. agree that the minimum timescales for application for TTROs or Temporary Restriction by Traffic Notice (TRTNs) are those listed in the end columns of Appendix 3. vi. agree that the list below are the newspapers which will be used to advertise the notice of TTROs. a. Argyllshire Advertiser b. Dunoon Observer c. Helensburgh Advertiser d. Oban Times e. Campbeltown Courier Page 113
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4.0 DETAIL 4.1 The Environment, Development and Infrastructure Committee, at its meeting held on 19 June 2025 agreed: i. that officers carry out a review of the event application costs associated with TTRO charges and advertising. ii. that a report outlining the scope and methodology of that review, including engagement with event organisers, would be reported to the next Environment, Development and Infrastructure Committee; and iii. that the current Fees and Charges in relation to TTROs for events are suspended and the loss of income estimated to be up to £45,000 in 2025/26 is funded from the Priorities Investment Fund. 4.2 The last point above has been introduced already and is in place for this financial year, the remainder of this report focusses on points (i) and (ii). The report aims to: • set out the current level of charges • the impact of events on staff resource • outline information pertinent to any further review of charges and • to offer initial options for consideration by the Committee. 4.3 Officers have carried out a “desktop” review of the current level of charges. This includes a benchmarking exercise, comparing our current level of charges to 12 other Local Authorities. It should be noted that from the information gathered from other local authorities there is no single approach to how TTRO charges are set and there is no ‘national guidance’ or regulations regarding this. 4.4 The team responsible for Traffic Regulation Orders (TROs), Temporary Traffic Regulation Order (TTROs) and Temporary Restriction by Traffic Notice (TRTNs) has only two members of staff. The senior officer is graded at LGE11 and the assistant is graded at LGE7. The gross cost to the Council (excluding departmental overheads), including Superannuation and National Insurance, for the team is £100,219 per annum. Excluding advertisement fees, the income from TTROs and TRTNs (averaged over the period 2022-2024) is £80,486. Advertisement fees are excluded from this calculation as the service charges these to applicants at net cost (i.e. they pay what we are charged by the newspapers). 4.5 The Road Traffic Regulation Act 1984 (RTRA 1984) provides power to roads/traffic authorities to place temporary restrictions on the road under S14 and S16A. Broadly, these are implemented through either a TRTN or a TTRO. A TRTN is restricted to a maximum 5-day duration and are used for road works. A TTRO can be used to implement restrictions for either roadworks or an event (the first under s14, the second under s16A). 4.6 Whilst the RTRA 1984 provides the power to restrict or prohibit use of a road, roads authorities use these for several purposes. This includes assuring safe passage of traffic (including pedestrians) and ensuring road safety is maintained through effective and proportionate traffic management. The roads authority Page 114
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must be satisfied that any TTRO, for events, is provided to allow the event to proceed with sufficient measures in place to ensure the safety of those attending the events and those affected by the event. 4.6 Benchmarking Argyll and Bute Council to 12 other Local Authorities which had charging details readily available on their websites, we have averaged the charges and highlighted them in Table 1, below. Also included, in the bottom line, is an adjustment made for advertisements (3 of the 12 benchmarked LAs absorb the advertisement charges within their costs). The adjustment figure is £270, which is the average cost of advertisement within Argyll and Bute area in 2024 (note, adverts are only charged for TTROs). Finally, Argyll and Bute Council appear to be the only LA (certainly within the group compared against) which offers a discount for annual events in their 2nd year, and thereafter. Table 1 TTRO TTRO for Annual Events (2nd year and thereafter) Extension of TTRO TRTN Argyll and Bute Council £1,180 £591 £591 £591 Average charges comparator £1,429 - £858 £659 Average charges comparator with advertisement adjustment £1,367 - - - 4.7 There are some standouts, however, that should be highlighted. • Moray Council offer a unique set of charges to events. o Commercial events £252 o Community events £120 o Street parties / parades £27 o Remembrance Day Services are free o It’s not clear if advertisements are charges for separately or absorbed by the council. • Edinburgh City Council offer the highest charges across the comparison group o Small event £2,500 o Medium event £3,000 o Large event £4,000 o Complex event £6,000 o Advertisements are charged in a similar way to Glasgow City Council and ABC • Glasgow City o Events £3,009 o The above figure is not inclusive of adverts 4.8 Organisations requesting the waiving of charges for their event often cite that they are a Registered Charity. The Scottish Charity Regulator (OSCR, OSCR | Home) notes that all charities in Scotland must meet the “charity test”, including the fulfilment of defined “charitable purposes”. Appendix 1 contains detail on what these are but can also be found on the OSCR website. Page 115
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4.9 Appendix 1 highlights the breadth of activities which Registered Charities can carry out. Should a view be taken that fees should be waived for charities, very few or no events would be subject to any charge. In this case, to fully recover staff costs, s14 TRTNs & TTROs would need to be increased by 192.5%. Officers view is that this would place an unfair burden to Statutory Undertakers and others, and as such no option regarding this has been proposed. The other point to be aware of is that if events charges are reduced to nil or close to nil, it is likely the service would receive an upsurge in the number of events. While this might be beneficial to the economy and communities, it would be unachievable for the existing staff resource to deliver, as it has been resourced to meet current demand. 4.10 There has also been correspondence submitted to the Council over the use of community newspapers / newsletters rather than the traditional local newspapers. It remains the view of officers that the recognised local papers (listed below) continue to be used but note that, where appropriate, the community newspapers and newsletters may be used in addition to them dependent on the scale and impact of the proposed event. While community newpapers/letters may be more widely read within a community, the local newspapers cover a much wider geographical area. A good example of this is the Helensburgh Advertiser which covers Arrochar, Luss, Rosneath, Garelochhead as well as Helensburgh and its close environs. An event with closures held in Helensburgh could impact these outlying areas, as residents may shop or work within Helensburgh and need to be aware of any closures or restrictions which may affect their journey. • Local newspaper: o Argyllshire Advertiser o Dunoon Observer o Helensburgh Advertiser o Oban Times o Campbeltown Courier 4.11 The initial desktop review of charging proposes two options, as outlined below. It is proposed that these models form the basis of the further review with event organisers and community councils. The questionnaire, under Appendix 2, is used to garner views on the proposals. 4.12 Option 1 is to maintain the status quo but amending the fees & charges to clarify no events are exempt (including Oban Charities Day). 4.13 Option 2 seeks to rebalance costs and clarify timescales. The detail is contained within Appendix 3, but briefly, where proper notice is given by the applicants (4 weeks for TRTN, 6 weeks for a s14 TTRO and 12 weeks for a s16A TTRO), they pay the minimum cost, however; each weekly reduction in the application period for the event date results in a 25% increase in the charge. Note, there are minimum timescales which officers cannot reduce further without placing an unreasonable pressure on a very small staff resource (two officers) or risking a breach of the legislative requirements for advertisement, Notice and consultation. The 25% increase is on the baseline figure (not 25% on each subsequent Page 116
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increase) but is for illustrative purposes only, i.e. this figure is not set in stone but is open for discussion. The principal reason for the weekly increase is to encourage applicants to apply for restriction as early as possible to allow a limited staff resource to manage the workload effectively and to minimise the risk of refusal by the Council due to legislative restrictions. The charges are all exclusive of advertisement charges. 4.14 Subject to the approval of the Committee, it is intended to commence the consultation by the end of September 2025. The consultation is expected to last for a minimum of six weeks inline with advice from the Communications team. Following the consultation, a full analysis of submissions will be carried out and the results are expected to be reported back to the Committee by March 2026. If analysis is complete sooner, the results may be reported to the Committee at its meeting in December 2025. 4.15 Lastly, s16A (events) TTROs sometimes require consent from Scottish Ministers (with Transport Scotland acting on their behalf). This is set out in the Road Traffic Regulation Act 1984 but is summarised in the list below but “iv” is the most common reason for application. Transport Scotland require a minimum of 4 weeks to consider the application. i. When the closure includes a request to restrict a trunk road or motorway, for which the Scottish Ministers are the traffic authority. ii. When the order will be in force for more than three days. iii. When an existing order is required to continue for longer than the anticipated period, Scottish Ministers may direct that an order can continue in force. iv. When the closure relates to the same length of road which has been subject to a previous section 16 order, within the same calendar year 5.0 CONCLUSION 5.1 The Environment, Development and Infrastructure Committee are requested to agree to the outline options as the basis for consultation with event organisers and community councils, note the consultation period & reporting timescales, and agree that the questionnaire attached in Appendix 2 is used to gather the organisers views of the same. 5.2 The Environment, Development and Infrastructure Committee are requested to agree that while additional community based newspaper / newsletters may be used from time to time as additional media, the list below contains the newspapers used for advertisement for notices of TTROs. o Argyllshire Advertiser o Dunoon Observer o Helensburgh Advertiser o Oban Times o Campbeltown Courier Page 117
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6.0 IMPLICATIONS 6.1 Policy – No current policy for TTROs or TRTNs. There is a procedural document (“Traffic Regulation Orders Procedural Document”) which may require amendments to reflect changes over the last number of years (including legislative amendments). 6.2 Financial – The Service needs to ensure staff and third party costs are recovered as far as practicable. 6.3 Legal – None. 6.4 HR – None, provided any loss of income is covered by other funding, however if this is not covered then staff costs will not be met for the relevant post(s) 6.5 Customer service – Fees & Charges, events guidance and websites will need to be amended following the conclusion of the review. 6.6 Risk – Potential financial damage to the Council through loss of income, should costs not be recovered. Reputational damage is also possible from both event organiser and statutory undertakers should they consider they are being treated unfairly or carrying disproportionate charges. 6.7 Climate change – n/a. 6.8 Fairer Scotland Duty – None known. 6.9 Equalities: protected characteristics – None known. 6.10 Consumer duty – None. 6.11 Island communities – None. 6.12 Children’s Rights and Wellbeing – None known. Executive Director with responsibility for Roads and Infrastructure Services: Kirsty Flanagan Policy Lead for Roads, Transport and Amenity Services: Councillor John Armour July 2025 For further information contact: Stuart Watson, Assistant Network & Standards Manager stuart.watson@argyll-bute.gov.uk Hugh O’Neill – Network & Standard Manager Page 118
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hugh.oneill@argyll-bute.gov.uk APPENDICES Appendix 1 – Charity Test and Purposes Appendix 2 – Questionnaire Appendix 3 – Option 2, Fees & Charges Page 119
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Appendix 1 – Charity Test and Purposes Charity Test: • Have only charitable purposes • Provide public benefit • Use their funds and property only for charitable purposes • Allow fair access to the benefit they provide • Not be, or exist to advance, a political party. Charitable Purposes: a. The prevention or relief of poverty b. The advancement of education c. The advancement of religion d. The advancement of health e. The saving of lives f. The advancement of citizenship or community development g. The advancement of the arts, heritage, culture or science h. The advancement of public participation in sport i. The provision of recreational facilities, or the organisation of recreational activities, with the object of improving the conditions of life for the persons for whom the facilities or activities are primarily intended j. The advancement of human rights, conflict resolution or reconciliation k. The promotion of religious or racial harmony l. The promotion of equality and diversity m. The advancement of environmental protection or improvement n. The relief of those in need by reason of age, ill health, disability, financial hardship or other disadvantage o. The advancement of animal welfare p. Any other purpose that may reasonably be regarded as analogous to any of the preceding purposes Page 120
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Appendix 2 - Questionnaire Argyll & Bute Council Roads & Infrastructure Services Review of Fees & Charges for Events The Environment, Development & Infrastructure Committee, at its meeting held on 11 September 2025 agreed to review the fees & charges structure for events (charges for Temporary Traffic Regulation Orders (TTROs)) This questionnaire seeks to gather views on the options outlined below and your response is vital to allow a thorough and robust exercise to be completed. Note – the charges outlined below are based on the published Network Management Fees and Charges for 2025/26 (Network management and public transport fees and charges | Argyll and Bute Council) Option 1 Maintain the current suite of charges (refer to Annex 1) with clarification that no events are exempted, and media advertisement fees are in addition to the Councils Fees & Charges. Option 2 Introduces a tiered structure for charges, separating out events with or without commercial elements. This option highlights preferred and minimal timelines and introduces an increase per week for less notice to encourage early engagement. This allows the workstream to be better managed within a limited staff resource. The increase per week has been set at 25% (on baseline not subsequent weeks) but is an indicative figure at this point. Full detail is laid out in Annex 2. Organisation responding: Address: Name of representative: Telephone Number: Email: Q1 How many events does your organisation hold per year in the Argyll and Bute area? Q2 How many of these events are held on the road or otherwise require a TTRO? Q3 Do you agree that Option 1 is the best way to manage TTROs for events? Yes / No If no, please set out your reasons for this: Page 121
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Q4 Do you agree that, under Option 1, all events should be charged? Yes / No If no, please set out your reasons for this: Q5 Do you agree that Option 2 is best to manage TTROs for events? Yes / No If no, please set out your reasons for this: Q6 Do you agree that increasing charges per less week of notice to the Council is fair, bearing in mind the limited staff resource in the team that manages TTROs? Yes / No If no, please set out your reasons for this: Q7 Do you agree that events which are commercial or partly commercial should pay more than events that are solely community benefit? Yes / No If no, please set out your reasons for this: Q8 Is there anything else you would like to add? Q9 Are there any events you would expect to be exempt from requiring a TTRO? Q9a Can you provide your reasoning for the above? Page 122
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Annex 1 – Option 1, current Fees & Charges Description Net VAT Rate VAT Gross £ Notes/Comments £ £ £ Temporary Traffic Regulation Orders - Provision of Temporary TRO 1,180.00 Outwith the Scope 0 1,180.00 67 Plus cost of advert plus cost of traffic management Temporary Traffic Regulation Orders - Provision of Temporary TRO for Annual Events (2nd year and thereafter) 591 Outwith the Scope 0 591 33 1 - Temporary Traffic Regulation Orders (TTRO) costs should be met in full by the organiser promoting the event. Fees include minimal administration costs from the Council and advertising costs from local newspapers. Temporary Traffic Regulation Orders - Provision of Extension of Temporary TRO 591 Outwith the Scope 0 591 33 Temporary Traffic Regulation Orders - Provision of Emergency Notice TRO 591 Outwith the Scope 0 591 33 2 - Cost of adverts will vary depending on the publication in which they are placed. In some circumstances, events may require to be advertised in multiple publications, where this is the case the applicant will be required to meet these costs. Page 123
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Annex 2 – Option 2 Restrictions required for Emergencies (RTRA, s14) 3-weeks advance notice 2-weeks advance notice 1-weeks advance notice Temporary Restriction by Emergency Notice (21 day max. duration, can be extended once only) £591 £739 £887 Extend Temporary Restriction by Emergency Notice (21 day max. duration) £591 £739 £887 Extend Temporary Restriction by Emergency Notice by TTRO (advertising costs not included) as Temporary Traffic Regulation Order charges below Restrictions required for Planned Works (RTRA, s14) 10- weeks advance notice 9-weeks advance notice 8-weeks advance notice 7-weeks advance notice 6-weeks advance notice 5-weeks advance notice 4-weeks advance notice Temporary Restriction by Traffic Notice (5-day day max. duration) - - - - £591 £739 £887 Temporary Traffic Regulation Order (advertising costs not included) £1,180 £1,475 £1,770 £2,065 £2,655 n/a n/a Extend Temporary Traffic Regulation Order (advertising costs not included) £591 £739 £887 £1,034 £1,182 - - Restrictions requested for Events (RTRA, s16A) 16- weeks advance notice 15- weeks advance notice 14- weeks advance notice 13- weeks advance notice 12- weeks advance notice Commercial or partly commercial purposes (advertising costs not included), first year £1,400 £1,750 £2,100 £2,450 £2,800 Commercial or partly commercial purposes (advertising costs not included), second year and thereafter £700 £875 £1,050 £1,225 £1,400 Community benefit events but with no commercial elements (advertising costs not included), first year £800 £1,000 £1,200 £1,400 £1,600 Community benefit events but with no commercial elements (advertising costs not included), second year and thereafter £400 £500 £600 £700 £800 Page 124
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Appendix 3 – Option 2, Fees & Charges Restrictions required for Emergencies (RTRA, s14) 3-weeks advance notice 2-weeks advance notice 1-weeks advance notice Temporary Restriction by Emergency Notice (21 day max. duration, can be extended once only) £591 £739 £887 Extend Temporary Restriction by Emergency Notice (21 day max. duration) £591 £739 £887 Extend Temporary Restriction by Emergency Notice by TTRO (advertising costs not included) as Temporary Traffic Regulation Order charges below Restrictions required for Planned Works (RTRA, s14) 10- weeks advance notice 9-weeks advance notice 8-weeks advance notice 7-weeks advance notice 6-weeks advance notice 5-weeks advance notice 4-weeks advance notice Temporary Restriction by Traffic Notice (5-day day max. duration) - - - - £591 £739 £887 Temporary Traffic Regulation Order (advertising costs not included) £1,180 £1,475 £1,770 £2,065 £2,655 n/a n/a Extend Temporary Traffic Regulation Order (advertising costs not included) £591 £739 £887 £1,034 £1,182 - - Restrictions requested for Events (RTRA, s16A) 16- weeks advance notice 15- weeks advance notice 14- weeks advance notice 13- weeks advance notice 12- weeks advance notice Commercial or partly commercial purposes (advertising costs not included), first year £1,400 £1,750 £2,100 £2,450 £2,800 Commercial or partly commercial purposes (advertising costs not included), second year and thereafter £700 £875 £1,050 £1,225 £1,400 Community benefit events but with no commercial elements (advertising costs not included), first year £800 £1,000 £1,200 £1,400 £1,600 Community benefit events but with no commercial elements (advertising costs not included), second year and thereafter £400 £500 £600 £700 £800 Page 125
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 WASTE COLLECTION POLICY AND OPERATIONAL UPDATES 1.0 EXECUTIVE SUMMARY Over recent months a number of operational and policy areas of the waste collection service have been progressing with a view to improving consistency of customer experience and efficiency of service delivery. These activities have previously been reported to this Committee under three separate projects: • Route Optimisation, • Second Domestic Bin Review, and • Assisted Bin Uplift Review. As these projects have progressed it has become increasingly clear that they are better reviewed together as this provides a clearer picture of change within the waste collection service. In particular the route optimisation project is an important enabler for both these other projects and for wider changes in the waste collection service, including some which are outlined in the Roads and Infrastructure Service Review Update Report being considered by this Committee today. The purpose of this report is to provide and update on the progress of the three projects listed above, to seek approval of revised policies in relation to the approval of second domestic waste bins and assisted bin uplifts and to seek approval to a re- naming of the route optimisation project to better reflect the anticipated outcomes from this work. Page 127 Agenda Item 8
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE SERVICES 11 SEPTEMBER 2025 WASTE COLLECTION POLICY AND OPERATIONAL UPDATES 2.0 INTRODUCTION 2.1 Over recent months a number of operational and policy areas of the waste collection service have been progressing with a view to improving consistency of customer experience and efficiency of service delivery. These activities have previously been reported to this Committee under three separate projects: • Route Optimisation, • Second Domestic Bin Review, and • Assisted Bin Uplift Review. As these projects have progressed it has become increasingly clear that they are better reviewed together as this provides a clearer picture of change within the waste collection service. In particular the route optimisation project is an important enabler for both these other projects and for wider changes in the waste collection service, including some which are outlined in the Roads and Infrastructure Service Review Update Report being considered by this Committee today. The purpose of this report is to provide and update on the progress of the three projects listed above, to seek approval of revised policies in relation to the approval of second domestic waste bins and assisted bin uplifts, to seek endorsement that the existing policy requiring all waste and recycling bins be clearly identified with the property number / name be robustly implemented Page 128
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and to seek approval to a re-naming of the route optimisation project to better reflect the anticipated outcomes from this work. 3.0 RECOMMENDATIONS It is recommended that members of the Environment, Development and Infrastructure Committee: 3.1 Approve the revised Second Domestic Waste Bin Policy set out at 4.4. 3.2 Approve the revised Assisted Bin Uplift Policy set out at 4.10. 3.3 Endorse that officers commence the activity outlined at 4.12 – 4.14 to ensure full implementation of the agreed policy that all household waste and recycling bins are clearly marked to identify the house name / number to which they belong including endorsing that following a suitable period of pro-active communication bins will no longer be uplifted where they are not identified with the house name / number. 3.4 Agree to rename the Route Optimisation Project as the Digitally Enabled Operational Services Project and note the changes in anticipated project benefits and project timeline set out at 4.15 to 4.18. 4.0 DETAIL Second Domestic Bin Review 4.1 In December 2024 this Committee approved a proposal that the Council should consult with the public in relation to the criteria that should be in place to determine eligibility for a second domestic waste bin. 4.2 The public consultation commenced on the 3rd April 2025 and ran for a period of 6 weeks with a closing date of the 15th May 2025. In total 821 responses were received to the consultation, providing valuable feedback from communities. In addition to the public engagement officers undertook a survey of the approach taken by other Councils in Scotland receiving 13 returns on a questionnaire sent to all 32 Councils. Table 1 below sets out a summary of the responses received to the public consultation; these are illustrated in graphic format at appendix 1. Page 129
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Table 1: Question Yes No Depends Don’t Know Blank Summary of Results Some local authorities charge for a second green bin for general waste. Do you think that Argyll and Bute Council should charge for this service to offset additional costs? 106 (12.91%) 573 (69.79%) 136 (16.56%) 0 6 (0.73%) A significant majority of respondents would not support the Council charging for this service. Do you think the criteria below for providing an additional general waste bin, free of charge, are correct? Households of 5+ people 566 (68.94%) 201 (24.48%) 0 30 (3.65%) 24 (2.92%) A significant majority of respondents support the current policy of households with over 5 residents can access a second green bin free of charge. Do you think the criteria below for providing an additional general waste bin, free of charge, are correct? Households with a child / children in nappies 633 (77.10%) 137 (16.68%) 0 27 (3.28%) 24 (2.92%) A significant majority of respondents support that households with a child / children in nappies can access a second green bin free of charge. Do you think the criteria below for providing an additional general waste bin, free of charge, are correct?: Medical conditions that result in increased household waste 733 (89.28%) 59 (7.18%) 0 16 (1.94%) 13 (1.58%) A significant majority of respondents support that households with a resident with a medical condition resulting in increased waste should be able to access a second green bin free of charge. We propose asking you every two years if you still require your second green bin. Do agree with this? 588 (71.61%) 191 (23.26%) 0 31 (3.77%) 11 (1.33%) A significant majority of respondents agreed that the Council should check every 2- years if households still Page 130
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require a second green bin. 4.3 The results of the benchmarking with other Councils is illustrated in table 2 below. Table 2: Question Responses Do you collect more than one general waste wheel bin from domestic properties? 8 offer a second domestic waste bin. 5 offer increased capacity of 360L as opposed to 240L. Does your approval criteria include medical requirements? 7 requested medical certificates. Does your approval criteria include babies in nappies, if so, how many babies 1 or 2? 1 based on 1 or more. 11 based on 2 or more. How often do you review approved bins? 2 authorities review annually. 6 authorities review bi-annually. 2 authorities review every three years. 3 don’t review. Do you charge for a second domestic general waste wheel bin? None of the responding Councils charge for an additional general waste bin. 4.4 The proposed policy for the approval of a second domestic waste (green) bins is set out below: “Argyll and Bute Council aim to deliver a household waste collection service that appropriately balances the needs of households with our responsibilities to the environment. To do this the Council works with residents and communities to reduce waste and maximise recycling. While it is important that households have access to domestic waste collection that meets their needs it is also important that we work to continuously reduce the amount of residual waste and increase our rates of recycling. The Council’s Second Domestic Waste Bin Policy is intended to strike this balance. Where a household requests a second domestic waste bin the first step will be for the Council to provide information around how to recycle as much as possible, while at the same time informing the household of the eligibility criteria they must meet to be approved to receive a second domestic waste bin. This will help identify any additional actions that can be taken to increase recycling or to make better use of the bin capacity available. As part of this advice household will be offered an additional recycling bin if they consistently have more Page 131
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recyclable material than will fit in the standard recycling bin. This additional recycling bin will be supplied free of charge. For households that still require an additional domestic waste bin the following qualifying criteria will apply: • For those households with children using disposable nappies there must be 2 or more children under the age of 4 years of age for whom the household is their home address. Once the number drops below 2 then the second bin should be removed or replaced with a standard 240 litre wheeled bin. The Council will review the additional bins every 24 months. • One or more resident in the household, for whom it is their home address, has a medical condition that results in increased volumes of domestic waste as a result of clinical/medical waste. In the case of a resident with clinical or medical waste needs the Authority would require a form filled out by a medical professional. There will be no requirement for the medical professional to disclose the nature of the condition, simply to confirm that the individual has a condition that necessitates additional domestic waste disposal. The form should be filled out by a G.P., Consultant or other registered health professional. • There are 6 or more people resident in the household for whom this is their home address. A Council Environment Warden may be required to visit the customer to see if there is any further recycling that the household can carry out, this may include a waste analysis of the current non-recyclable waste bin. The Council will review the provision of additional domestic waste bin with the household every 2 years. The Council reserves the right to remove the additional non-recyclable waste bin, where the above criteria no longer applies or if the household is not fully recycling. Additional non-recyclable waste bins will be recorded in the Council’s back-office system which highlights to the crew on the in-cab system those properties with an authorised additional bin. Additional bins will only be collected from those properties identified on this system.” 4.5 Implementing the policy set out above will ensure the Council provides a consistent approach to the authorisation and provision of additional domestic waste bins in all areas. Once approved the new policy will immediately be applied to all new requests for additional domestic waste bins. 4.6 A study carried out by the Operations team, and highlighted to this Committee in June 2024 set out that at that time there were approximately 3,380 additional domestic bins across all areas, amounting to an additional 57,494 uplifts of domestic waste per annum. Unfortunately the information on the reasons for second bins having been approved only goes back to 2021 meaning that we do not hold records for all these additional bins that enable us to determine the Page 132
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reasons they were authorised and thereby compare that reason to the policy set out at 4.4. Therefore a rolling programme of contact by email or letter with the circa 3,380 households which have these bins will take place over the remainder of 2025 to ensure the bins are being provided in line with the new policy. Where a second bin is no longer required or the household does not meet the qualifying criteria set out at 4.4 the additional bin will cease to be collected, a minimum of 1-months’ notice will be provided to the household where this is the case. Assisted Bin Uplift Policy 4.7 At present the Council provides an assisted uplift service for 1,860 customers. While a defined list of questions is asked to determine eligibility for an assisted uplift the interpretation of these is open to a level of interpretation that risks causing inconsistencies in customer service. As part of work to standardise and improve our customer service offer an opportunity to clarify the eligibility criteria exists. 4.8 The existing assessment of eligibility for an assisted uplift asks the following questions: • Reason for the request? • Do you live alone? • Do you have a neighbour or relative who could help on a regular basis? • Where is bin situated? • Is it more than 30m from the kerbside? • What are the types of bins at the property? 4.9 In order to inform the adoption of a clear set of criteria the service carried out a benchmarking exercise on the assisted pull-out collection services being offered by other local authorities, fifteen of the thirty-two local authorities in Scotland responded to our questionnaire. The questions asked and summary responses were as set out in table 3 below. Table 3 Question Yes No Number Do you offer an assisted uplift 15 0 N/A Do you require a medical certificate, or supporting evidence 4 11 N/A How often do you review this service Annual - 2 2 years – 6 3 years - 6 Is there an age limit for applicants 4 11 Page 133
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Do you ask the applicants if they have anybody who can assist? 12 3 Is there a maximum distance from the kerbside for uplift? 5 10 If yes how far? Varies from 10m to 100m 4.10 Based on the review of our existing assisted bin pull out service and benchmarking with other Councils it is proposed that a new assisted bin uplift policy is adopted as set out below: “Argyll and Bute Council aim to provide assistance to those customers who are physically unable to present their waste and recycling bins at kerbside for collection. The following criteria will be used to determine eligibility for this service: • The householder is not physically able to present their bin for collection at kerbside as a result of age, poor health or disability. The Council reserves the right to request documentary proof for example a medical certificate in order to ensure eligibility and will seek this where reasonable need for further evidence of eligibility is believed to exist. • The collection point for the bin within the property is within 30 metres of the kerbside. • A risk assessment, where deemed necessary, determines there are no unacceptable safety risks, for example significant slopes / uneven surfaces / high friction surfaces within the property that would impede the safe collection and return of the bin to and from kerbside by our staff. • That the household can enable unimpeded access to the bin on collection day. • That the household confirm there is no other householder, neighbour or social care assistant who could assist them in placing and retrieving the bin from kerbside. • That the household consent to being contacted every two years to enquire as to whether they continue to need the service and undertake to contact the Council at the earliest opportunity should they no longer require the service.” 4.11 Implementing the policy set out above will ensure the Council provides a consistent approach to the authorisation and provision of additional domestic waste bins in all areas. Once approved the new policy will immediately be applied to all new requests for assisted bin uplifts and a rolling programme of contact will be made with all households at the 2-year anniversary of the assisted uplift being approved to check that they still require the service as per the eligibility criteria set out in the policy. As there are currently a high number of assisted uplifts that have been in place for over 2-years it will be necessary to stage contact with residents in relation to these historic agreements due to resource availability. Page 134
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Identification of Waste and Recycling Bins 4.12 It is an existing requirement that households clearly mark their waste and recycling bins with the property name / number. This has been a requirement since 2016. It is however a requirement that has not been strictly enforced with refuse collection teams continuing to collect bins that are not clearly identified with a property name / number. 4.13 The lack of strict enforcement of this requirement over the years has been done with the best of intentions in order to provide a good quality of service to our communities. However not enforcing this requirement leads to a number of unintended consequences that make it much more difficult and potentially impossible to ensure agreed Council policy is being properly implemented. Examples of this include the correct implementation of the proposed second domestic waste bin and assisted bin uplift policies contained within this report. In order to ensure these services are delivered in line with the policies set out above it is essential that refuse collection crews can identify each waste and recycling bin to the specific property to which it belongs. In addition our efforts to improve the commercial waste collection service, which is set out within the Roads and Infrastructure Service Review Update report being considered by this committee today are in part reliant on being able to identify with certainty those bins which belong to non-domestic properties and for which a commercial waste service agreement is required. Without enforcing the existing policy of all waste and recycling bins being clearly identified to the property it is impossible to be certain that bins which belong to commercial entities are not being inadvertently collected free of charge as part of the domestic waste collection service, thereby resulting in the Council losing out on valuable income and creating lack of equity. 4.14 Should Members endorse this change in practice a communication campaign will be developed to communicate the requirement to clearly identify waste and recycling bins which provides plenty of time for households to do this prior to the operational change being implemented whereby unidentified bins will not be uplifted. It is anticipated that it would be approximately 3-months before this operational change is implemented, with the exact date being dependent upon progress of the route optimisation project as it is important that the in-cab technology is operational prior to this change being implemented. Route Optimisation Project 4.15 The intent behind the route optimisation project is to improve the efficiency of a range of cyclic maintenance tasks by replacing existing paper-based systems for planning and recording activities with a digital solution that can be modified and updated far more easily and efficiently. The work has, to date, been focused within the waste collection service. The digital solution which is being implemented is a product called Routeware. This system has the ability to optimise the journey planning of waste collection routes and it was initially Page 135
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the intention of the project that journey optimisation would be a major beneficial outcome of the work, hence the naming of the “Route Optmisation Project”. As the project has progressed it has become increasingly clear that the efficiency gains from the journey optimisation element are likely to be marginal. This results from two key factors: firstly the nature of the road network means that in many areas there are limited options for alternative routes to be planned, secondly the experience of local teams means that over the years they have already worked hard to develop routes which are the most efficient that they can be. While it was initially hoped that this could lead to tangible improvements in journey efficiency (reduced mileage and travel times) and thereby deliver financial savings experience now suggests any savings as a result of journey efficiency will be limited. 4.16 The implementation of the system is, however, still a priority as it is key digital enabler for systematic service improvements that will positively impact both customer service and financial efficiency. Through the installation of in-cab digital devices to manage waste collection activity the system is key to delivering the following service improvements: • The delivery of assisted bin uplifts: the system will identify to collection crews those properties in receipt of an assisted bin uplift and also enable refuse collection staff to record that this service has been delivered in real time during the collection round. Thereby improving the consistency of this service. This will improve customer service. • The implementation of the second domestic waste bin policy. By having those properties approved to be in receipt of a second waste bin identified in the system this information will be available to collection crews in real time helping ensure that only authorised additional bins are uplifted. This will improve both customer service and efficiency. • Improvements in the commercial waste service resulting in significant increases in income to the Council. Further detail on the changes that have and continue to be implemented in the commercial waste collection service are outlined in a separate report “Roads and Infrastructure Service Review Update” being considered by Committee today. To fully realise the benefits outlined in relation to that work it is essential that refuse collection crews have accurate live information in relation to which commercial waste bins have contracts in place for their collection. This digital system will ensure this information is recorded and available to collections crews via the in-cab device and will enable them to record exactly which bins have been collected. This supports the delivery of significant financial benefits and improvements in customer service. • Through use of the in-cab device collection crews will record in real time those bins that have been uplifted. This will improve customer service in relation to instances where customers complain that their bins have not been uplifted as an accurate real time record will be available. Page 136
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4.17 Given the greater understanding that now exists of the benefits to be derived form this work it is proposed to re-name this project as the “Digitally Enabled Operational Services Project”. 4.18 Progress of this project has been delayed due a number of factors including: limited 4G connectivity increasing the amount of manual uploading of information required, weaknesses in existing information and discrepancies in different data sets, delays in the installation of in-cab technology particularly in more remote locations. As a result of these delays a revised set of target milestones is illustrated in table 4 below: Table 4 Activity Previous Timescale Updated Estimated Timescale In-cab installations December/January 2025 Complete (to all areas other than Tiree – which is imminent) Completion of design files November/December 2024 Complete Training and familiarisation June 2023 Complete System go live in pilot area February/March 2025 Complete Revised design files based on learning from Pilot. April/May 2025 August 2025 Wider rollout From May 2025 onwards September 2025 5.0 CONCLUSION 5.1 This report proposes that Operations continue to provide second domestic bins free of charge to households where there are medical conditions that result in increased household waste. It is also recommended that the service continues to provide second domestic bins to households with 2 or more children in nappies. 5.2 It is also proposed that the service ceases to provide second domestic bins to households of 5 or less. Page 137
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6.0 IMPLICATIONS 6.1 Policy – This report seeks approval to 2 refreshed policies. 6.2 Financial – This report contains details of projects that will over time improve the financial efficiency of existing services and that are important to the maximisation of income from commercial activities. 6.3 Legal – There are no known legal implications. 6.4 HR – Projects outlines within this report will require minor changes to day-to- day activities in some roles but these are not regarded as significant. 6.5 Customer Service – A number of the projects outlined within this report aim to improve the standard and consistency of customer service. 6.6 Risk – There a number of risks to the activities outlines in this report. These include: people who are no longer eligible for a second domestic waste bin raise complaints, people who are no longer eligible for an assisted uplift raise complaints, that households that do not clearly identify their bins are unhappy at the point in time that these cease to be collected. 6.7 Climate Change – Projects outlined in this report aim to maximise recycling and minimise residual waste which is positive for the environment and climate change. Projects also aim to ensure operational driving is undertaken with the maximum efficiency thereby minimising the emission of greenhouse gases. 6.8 Fairer Scotland Duty – None Known. 6.9 Equalities - protected characteristics – The changes to the second domestic bin policy and assisted uplift policy have been designed to be fair and transparent and aim to promote equitable access to waste collection services. An Integrated Equalities Impact Assessment has been undertaken. 6.10 Consumer Duty – None known. 6.11 Island Communities – None known. 6.12 Children’s Rights and Wellbeing – refuse collection and recycling can have environmental benefits and contribute to the positive future of young people. Kirsy Flanagan Executive Director with responsibility for Roads and Infrastructure Services Policy Lead, Councillor John Armour May 2025 Page 138
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For further information contact: Stephen Hall Roads and Infrastructure Service Review Lead Stephen.hall@argyll-bute.gov.uk Tom Murphy Operations Manager Tom.Murphy@argyll-bute.gov.uk Page 139
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Appendix 1 Q.1. Some local authorities charge for a second green bin for general waste. Do you think Argyll and Bute Council should charge for this service to offset the additional costs? Q.2 Would you like to comment? Recurring themes in comments made: • 22% - Council Tax should cover the 2nd bin • 17% - 2nd green bins not needed if waste uplift was more frequent • 14% - No to charging for bins needed due to medical conditions Q.3. Do you think the criteria below for providing an additional general waste bin, free of charge, are correct? Page 140
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Q.4. Would you like to comment on the criteria for additional green bins? Recurring themes: • 19% - Increase bin uplift - then no need for extra bins • 12% - Criteria is fair and reasonable • 12% - Households 5+ - comments split on whether criteria should be households of 4 or 6. Q.5 We propose asking you every two years if you still require your second green bin. Do agree with this? Q.6 Would you like to comment on us contacting you every two years? Comments are split between contacting every 2 years and annually Q.7 Is there any other information [in addition to Rubbish and Recycling] we could provide that would help you recycle more? Page 141
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Q.8 What other information about recycling would you find useful? - Make it easier to get information about what and where to recycle: o Regular social media promotion o Stickers for bins with up-to-date information o What plastics can be recycled o Make the bin calendar on the website easier for mobile phones o What can we recycle at supermarkets? - Give incentives to recycle o Tell us about the benefits of recycling – why we should o Show that it’s worth our efforts i.e show us that the council recycles what we recycle; tell us what the council does with the recycling you collect from us o Collect recycling bins more often than general waste bins, and tell us about disruptions to our bin collections o Make it possible to recycle more: glass, food, garden waste Q.9 Longer term, we propose replacing two green bins, where people have this, with one larger bin to make bin uplifts more efficient. Do you have any comments? Recurring comments: • 47% - Too Heavy – for older people / bin men. Difficult to move up and down steps and rural tracks / longer drives. Will lead to increase in assisted uplifts • 30% - Good idea • 19% - Storage an issue – difficult to fit through gates, won’t fit existing bin storage, may have to stay permanently on the streets • 7.5% - More bin uplifts rather than bigger / 2nd bins Page 142
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 SEPTEMBER 2025 REVIEW OF ROADS AND INFRASTRUCTURE SERVICES - UPDATE 1.0 EXECUTIVE SUMMARY 1.1 The purpose of this report is to provide Members of the Environment, Development and Infrastructure Committee with an update on progress and next steps in relation to the Roads and Infrastructure Service Review (RIS Review). 1.2 In providing this update reference is made to information contained in the previous report to this Committee in relation to the RIS Review in June 2025 and to the actions taken in the intervening period. 1.3 It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) consider the progress made in relation to the priority improvement actions, including the financial impacts of these, and; b) agree to receive a further report on progress of the RIS Review in December 2025. Page 145 Agenda Item 9
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 SEPTEMBER 2025 REVIEW OF ROADS AND INFRASTRUCTURE SERVICES - UPDATE 2.0 INTRODUCTION 2.1 This report provides an update to Members of this Committee on progress of the Roads and Infrastructure Service Review (RIS Review), since the last update in June 2025. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) consider the progress made in relation to the priority improvement actions, including the financial impacts of these, and; b) agree to receive a further report on progress of the RIS Review in December 2025. 4.0 DETAIL 4.1 The RIS Review has been structured around 4 stages of activity as illustrated below: Page 146
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4.2 As set out in previous reports to this Committee the opportunity is being taken to deliver the planned improvement activities from stages 3 and 4 concurrently. This results in a number of priority improvement actions being progressed at the same time as the development and implementation of the revised target operating model and organisation structure for the service. 4.3 Appendix 1 provides a comprehensive update on progress with each of the current 12 priority improvement actions. As set out in the previous update to this Committee a staged approach is being taken to the implementation of the approved priority improvement actions in order to ensure that the service improvement activity does not place an unsustainable burden on an already busy service. In addition senior leadership capacity for the RIS Review has been limited over the past 8 months as a result of the external resource appointed to lead this process covering the role of Head of Service on an interim basis. This limitation on leadership capacity has now been overcome with the commencement in post on 11th August of the new Head of Roads and Infrastructure, Andy Summers. This enables the external resource to now focus specifically on moving the implementation of the RIS Review forward and is anticipated to lead to accelerated progress being made over the coming months. A summary of the key areas of strategic progress since the last update in June are set out below: • Organisation Re-shape: The first phase of the reshaping, which affects posts at tier 3 in the structure is nearing completion with an agreed structure and job descriptions finalised. The final step is the implementation of the appointment process which will be completed in early September. A draft organisation structure for all other tiers 3 has been produced and is in the state of maturity necessary to enable staff engagement on this third stage of the re-shaping to commence shortly after the appointment of the tier 3 roles has been concluded. • Waste Disposal Post-PPP Arrangements: This has been an extensive area of activity over the last 3 months. The key aims of this work are to Page 147
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ensure service continuity of the waste disposal service at the end of the term of this major contract and to do so in a manner that ensures future arrangements are compliant with the upcoming ban on municipal waste going to landfill. Key areas of progress include: o Work to convert the existing mechanical and biological treatment plants to waste transfer stations has, following extensive negotiations between the Council and BIFFA been contractually concluded with works commencing. This is an essential change to support the required change in waste disposal methodology from the current model of producing “Compost Like Output” material and landfilling residual waste to the bio-ban compliant solution of closing the landfill sites and transporting waste to energy from waste plants. o Two significant historic contractual matters that exist between the Council and the PPP Project Company have been brought to commercial conclusion subject to final approvals required for one element from the Scottish Environmental Protection Agency. Once received this will enable these matters to be contractually closed between the parties. o Procurement for the new services required at the end of the PPP- contract has continued to progress with initial market engagement informing the final specifications and contracting approach which will go live for bidders at the end of September tender returns are due at the start of November with contract award programmed for January. o The Council is making good progress to secure energy from waste off-take for the period from January 2026 onwards to ensure municipal bio-ban compliance. • Roads Information and Asset Management Improvement Project: As set out in the June update the highest priority of this project has been to secure the replacement of an existing tool that is essential to the process of budgeting for road maintenance works, with the existing tool becoming unsupported in March next year. An alternative product has been sourced and work has now commenced to undertake the necessary development to ensure this is available and functioning by March 2026. The key outcomes of this work will be improved back-office efficiency, implementation of the digital systems needed for future service improvements, sustainability of the existing systems and improvements in customer service. • Waste Collection Projects: In the June update report two projects were described which aim to improve the efficiency and customer experience of the waste collection service. These were the “Route Optimisation Project” and the “Second Domestic Waste Bin Review”. Over the last 3 months through the RIS Review these projects have been taken forward with the anticipated project benefits subjected to further due diligence. This process Page 148
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has resulted in a report being reviewed by this Committee today entitled “Waste Collection Policy and Operational Updates” which seeks support for a number of changes in policy and operational practice designed to improve customer experience, encourage further recycling and reduce residual waste and support work to ensure the Council maximises the legitimate income it receives through the commercial waste collection service. The key aims of this work is to improve and standardise customer service and reduce cost to the Council by further encouraging recycling. • Review of Commercial Waste Income: this has been another significant area of activity over the last 3 months. In June the first of two projects intended to ensure the Council recovers all legitimate income from the collection of commercial waste was just beginning. That project has now led to additional contracts being entered into resulting in a projected increase in income of over £270k. Since then a second project has been mobilised which involves contacting all properties across Argyll and Bute paying non-domestic rates to determine if they require a contract for commercial waste. This is a significant task which due to resource constraints is being progressed on a progressive basis i.e. not all properties can be contacted at the same time. To date indications suggest an increase in income of over £500k should be anticipated in the current financial year. Over the next period further work will be undertaken, as a priority, to assess further activities that might further improve the Councils financial return on this commercial service. The key outcomes of this work are to increase the income of the Council, thereby contributing to financial sustainability in the long term and to ensure that all customers receive an equitable service. 4.5 In addition to the priority improvement actions approved by this Committee in March of this year, work has continued where possible to take forward other service improvements and to seek new opportunities for improvement where they arise. A brief review suggests that of the total of the 129 recommendations from stage 1 a total of 29 have now been implemented or in small number of cases have been rejected as not representing good return on the effort required to implement them. 4.6 One of the recommendations from stage 1 that does not yet feature as a priority improvement action is the recommendation to “Develop a robust asset management data base for the grounds maintenance activities, street cleansing activities and for the cleansing of public conveniences, to ensure the work requirements can be accurately measured, operational resources can be designed, and a clear budget envelope agreed.” A particular area of focus over recent months has been in relation to the public convenience estate with a review being conducted by officers which has looked at the condition of the public conveniences, the level of use, the cost of maintaining these on an annual basis and locational factors such as proximity to key transport hubs or key tourist destinations. The review proposes a future categorisation of public Page 149
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conveniences based on their level of usage and strategic importance that would result in differentiated levels of future investment and proposals being developed for Member consideration in relation to a programme of community asset transfers or potential closure of those facilities which offer very poor value for money as a result of having a very low level of use, not being strategically located, or having other and better quality public conveniences closely located to them. The intention is to bring forward a further report as part of the future budget development process to set out how the Council could enhance strategically important facilities while lowering the overall financial burden. 4.7 The savings budgeted from the RIS Review consist of £200k for 24/25 which was not achieved and rolled forward and a further £300k in 25/26 resulting in a total of £500k. With an additional £700k of increased income from improvements in the commercial waste service also budgeted for 25/26. Income from commercial waste is on track to achieve or slightly exceed this target but to date the RIS review has not yet delivered the savings budgeted. Further work is ongoing to determine areas of savings that can be implemented to contribute to the achievement of these budgeted savings. 5.0 CONCLUSION 5.1 This report provides an update on the implementation of the 12 Priority Improvement Actions as developed under Stage 4 of the RIS Review process. 6.0 IMPLICATIONS 6.1 Policy – No direct policy implications within this report. A number of the priority improvement actions result in changes to existing policies, where this is the case further reports are being considered by Committee in relation to these. 6.2 Financial – A number of the priority improvement actions aim to increase efficiency and deliver financial benefits to the Council. 6.3 Legal – Legal aspects are being reviewed as part of each of the priority improvement actions. 6.4 HR – The proposals to reshape the organisation structure of the Roads and Infrastructure Service have implications for staff. All relevant Council policies and procedures are being followed in this regard. 6.5 Customer Service – A number of the priority improvement actions aim to improve customer experience. 6.6 Risk – Risks are being managed in relation to each of the priority improvement actions. 6.7 Climate Change – None identified at this time. 6.8 Fairer Scotland Duty: None identified at this time. Page 150
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6.9 Equalities – Will be considered as part of each of the priority improvement actions as these progress. 6.10 Consumer Duties – None identified at this time. 6.11 Islands – None identified at this time. 6.12 Children’s Rights and Wellbeing – None arising directly from this report. Kirsty Flanagan, Executive Director with responsibility for Roads and Infrastructure Councillor John Armour, Policy Lead for Roads, Transport and Amenity Services June 2025 For further information contact: Stephen Hall, Consultant, Roads and Infrastructure Service Review Stephen.hall@argyll-bute.gov.uk APPENDICES Appendix 1 – Summary of Priority Improvement Actions Page 151
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Appendix 1 Roads and Infrastructure Service Review – Priority Workstream Update Organisational Design and People Priority Improvement Action Rationale and Detail Status Progress Update Organisational Reshape: Develop and implement a revised organisation structure for RIS This action will deliver Stage 3 of the RIS Review process and is fundamental to enabling the success of all other improvement related activities and will form the foundations for a refreshed Roads and Infrastructure Service. The existing organisation structure does not provide optimal levels of clarity and accountability and in some areas, it appears to lack the capacity required to effectively respond to near-term challenges. The need for change to the Management structure is not universal with some teams requiring only limited change. In progress Phase 1: On course to be complete during September 2026. Phase 2: Draft organisation structure has been completed ready for finalisation in draft once tier 3 managers are appointed to enable engagement with the affected staff. Waste Post PPP Arrangements: Drive forward the section and development, by the Council, of the organisational arrangements to come into place for waste disposal at the With the current PPP contract expiring in September 2026, a key area of focus is to increase the pace at which the organisational arrangements that will be required after the end of the contract are developed and put into operation. In the short-term additional capacity is being added to the Council’s existing waste team through external specialist consultants. As the future arrangements become clearer the In Progress There has been a high level of activity over the last 3 months and this is summarised below: • Conversion of the MBT plants: Deed of Variation signed 07.08.25. BIFFA have awarded contracts with the contractors to undertake the MBT conversion works with mobilisation now commenced. This work is on track to ensure bio-ban compliance by January 2026. Page 153
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end of the current PPP contract. capacity of the Council’s waste team will be further reviewed. • Historic CLO: BIFFA have reached commercial agreement with an off taker. Providing required level of assurance on the content of the material to the regulator (SEPA) is required to finally conclude this matter. • Procurement programme progressing well for formal tender to commence in September leading to contract award in January 2026. • Work has started to develop the specification of works required for capping and closure of the existing landfill sites both within and out with the PPP area. Infrastructure Capital Programme Management: Improve consistency of approach to project management. While there is a strong emphasis on managing the design and construction phases of projects, the process of business case development and assurance within RIS can be improved and strengthened and brought into better alignment with the Council wide approach of the Project Pipeline and adoption of best practice through the Treasury Green Book business case approach. In Progress Work is ongoing to align project management within RIS with the corporate Project Pipeline Approach. As new projects are coming through these are adopting the refreshed corporate approach e.g. A816 Ardfern project being considered by Committee at this meeting. Respond to Reduced Roads Asset Maintenance Budget: Review the impact of the reduction in roads maintenance capital This action was initially developed in response to the anticipated significant reduction in the level of capital funding for 2025/26. The decision at Council to award a capital budget of £10m for roads reconstruction in 2025/26 has reduced the urgency of this action. However, with ongoing pressure to Council budgets and no guarantee Timeframe to be aligned with timetable for wider Council Savings and This is not being progressed at the current time until a clearer indication of likely future capital maintenance budget is available. Page 154
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budget on the overall staffing structure - with particular emphasis on the impact of front-line operational staffing (due to existing approach to capital recharging of a proportion of operative staff time). that the current level of capital funding can be maintained in future years, it remains necessary for the service to review how a potential future reduction in the capital budget would impact on the current operating model and balance between activities delivered by in-house resource and those delivered by contractors. Budgets options process Helensburgh Waste Transfer Station (WTS) Project: subject to project gateway review to re- baseline the benefits in the context of whether it can offer opportunities to increase efficiency in waste collection and resilience in waste disposal of sufficient magnitude to justify the required capital investment. The proposed Helensburgh WTS is no longer required to ensure the Council has a bio-ban compliant disposal solution in this area. The project does however offer benefits in terms of resilience of waste disposal by enabling the Council to bulk waste and therefore being at less risk if it has to take waste further than at present for disposal. Construction of the WTS may also enable revised and lower cost shift patterns to be adopted by the waste collection teams. However it is not clear that these efficiency and resilience gains are sufficient to justify £3.6m of capital investment. Complete Following agreement of the Environment, Development and Infrastructure Committee on 20th March 2025 that officers should not progress further with the development and delivery of the Helensburgh WTS and the subsequent agreement of the Policy & Resources Committee on 8th May 2025 that the remainder of the £3m of budget earmarked for this project could be retained for other funding related pressures within the Waste Service, this Priority Improvement Action has now been concluded. Page 155
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Roads and Infrastructure Service Review – Priority Improvement Workstream Data, Digital and Customer Priority Improvement Action Rationale and Detail Status Progress Update RIAMS Improvement: Establish cross service project team with involvement from corporate, digital and finance to fundamentally review WDM and Total systems to determine and drive forward a plan to either re- configure it replace both (recognising existing Total product must be replaced due to product soon to become unsupported). Stage 1 and 2 of the review process identified that the core asset and information management system used by the service in relation to roads, amenities and environmental assets is not optimally configured and is not offering the maximum value possible. This system also interacts with a service specific finance system which is coming to its end of life and with the corporate customer relationship management system. This Priority Improvement Action will see these systems reviewed with targeted improvements made to maximise benefit and ensure a replacement for the finance element is in place prior to the expiry of the existing product. This work will include reviewing the opportunities for artificial intelligence to add greater value and enable staff to spend a greater proportion of their time on higher value-added activities. In Progress Finance Module: As set out in the June update the highest priority of this project has been to secure the replacement of an existing tool that is essential to the process of budgeting for road maintenance works, with the existing tool becoming unsupported in March next year. An alternative product has been sourced, and work has now commenced to undertake the necessary development to ensure this is available and functioning by March 2026. The key outcomes of this work will be improved back-office efficiency, implementation of the digital systems needed for future service improvements, sustainability of the existing systems and improvements in customer service. CRM: Work has been underway on making some improvements to WDM aimed at enhancing the customer experience and improving efficiencies for our inspectors. A key improvement is that faults can no longer be Page 156
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logged on non-adopted roads and trunk roads as of Monday 7th July. ELM: This work has progressed at the pace anticipated due to staff prioritising other activities. A review of the plan for this work will be undertaken shortly. Page 157
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Roads and Infrastructure Service Review – Priority Workstreams Policy and Procedure Priority Improvement Action Rationale and Detail Status Progress Update Commence program of strategic change to parking and enforcement related activity. A strategic review of parking services and options for change should be developed for consideration by Members as a coordinated package of service changes. Not yet commenced Resource availability and other parking related priorities such as pavement parking ban and events TTRO review has meant that progress has not begun with priority action. Implement a Package of changes to school transport including ASN transport. Significant financial strain for a number of years as a result of increases in demand. A package of changes will be developed including: • Reviewing the approach to procurement in targeted areas. • Strengthening co-ordination between council services in Education and RIS in relation to planning for the transport requirements of children and young with ASN. In Progress Work has begun to improve the co-ordination of decision making and information sharing between education officer and the RIS transportation team. A key staff resource gap within RIS has held up progress in this area. Household Residual Waste Collection Reduction This project has been triggered as part of the RIS Review. This project brings together two existing related but separate projects into a single project. In doing so this project subsumes its predecessors and provides a greater level of aspiration for the outcomes and benefits of the project. The existing projects replaced by this project are: In Progress A report is being considered by EDI committee today setting out progress and recommendations in relation to this priority improvement action. The report includes: • A new second domestic waste bin policy, • A new assisted bin uplift policy, Page 158
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1)Second Domestic Bin Review 2)Waste Service Route Optimisation Project • A review and re-positioning of the route optimisation project, • Requests members endorse a programme to require and enforce mandatory identification of household bins. Page 159
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Roads and Infrastructure Services Review – Priority Workstreams Commercial Opportunities Priority Improvement Action Rationale and Detail Status Progress Update Further review the options for increased commercial activity in the fleet maintenance workshops. Stage 1 of the review reached conclusions in relation to the potential to generate additional income through fleet services. The Stage 2 due diligence did not fully support the conclusion as they did not take account of the local context of Argyll and Bute including our highly rural nature, topography and long distances between vehicle operating centres (depots). However, opportunities are believed to exist to further review medium to long term options to increase efficiency and / or generate additional commercial income. A further and more detailed review of capacity that involves looking at both existing capacity available for commercial work will be progressed. Not yet commenced Resourcing challenges within the fleet and transport team have resulted in challenges in progressing this workstream. Progress the initial review of commercial waste income to ensure that all commercial waste services are charged for the service of The initial work suggests a very significant amount of income is not being collected. The data also suggests significant disparities with some businesses paying appropriately while others are not and are in effect in receipt of a service free of charge. In Progress This has been another significant area of activity over the last 3-months. In June the first of two projects intended to ensure the Council recovers all legitimate income from the collection of commercial waste was just beginning. That project has now led to additional contracts being entered into resulting in a projected increase in income of Page 160
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which they are in receipt. over £270k. Since then, a second project has been mobilised which involves contacting all properties across Argyll and Bute paying non- domestic rates to determine if they require a contract for commercial waste. This is a significant task which due to resource constraints is being progressed on a progressive basis i.e. not all properties can be contacted at the same time. To date indications, suggest an increase in income of over £500k should be anticipated in the current financial year. Over the next period further work will be undertaken, as a priority, to assess further activities that might further improve the Councils financial return on this commercial service. The key outcomes of this work are to increase the income of the Council, thereby contributing to financial sustainability in the long term and to ensure that all customers receive an equitable service. Page 161
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 SEPTEMBER 2025 A816 ARDFERN PERMANENT REPAIR SOLUTION UPDATE 1.0 EXECUTIVE SUMMARY 1.1 This report provides an update on progress towards a permanent repair of the A816 at Ardfern which was damaged during the severe weather event in October 2023. RECOMMENDATIONS It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) Agree that the existing budget allocation of £1.1m be used to progress the next phase of detailed business case development required to provide a recommended option with a further and more highly developed budget estimate and outline delivery programme. b) Note the difference in the current cost estimate and that originally produced and reported to Members in February 2024 and the reasons for this set out in the body of the report. Page 163 Agenda Item 11
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE ROADS AND INFRASTRUCTURE 11 SEPTEMBER 2025 A816 ARDFERN PERMANENT REPAIR SOLUTION UPDATE 2.0 INTRODUCTION 2.1 This report provides an update on progress towards a permanent repair of the A816 at Ardfern which was damaged during the severe weather event in October 2023. 2.2 This report sets out the findings of an options assessment commissioned by the Council and undertaken by specialist consultants. The options assessment provides a number of potential options for a re-constructed road which have been further reviewed by Council officers to create a shortlist of preferred options that it is now proposed are subjected to further more detailed review in order to arrive at a single option which can be recommended to be taken forward. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee:- a) Agree that the existing budget allocation of £1.1m be used to progress the next phase of detailed business case development required to provide a recommended option with a further and more highly developed budget estimate and outline delivery programme. b) Note the difference in the current cost estimate and that originally produced and reported to Members in February 2024 and the reasons for this set out in the body of the report. 4.0 DETAIL 4.1 The A816 through Bealach Mor is a main ‘A’ class road and is the main connection route between Oban and Lochgilphead. The road runs along the northern slope of Creag nam Fitheach (214m), A’ Bheinn (246m). Page 164
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4.2 On the 7th October 2023 as a result of exceptional rainfall, the wettest 2-days in series from 1891, with 100-150mm rain falling widely across Southern and Central Highlands (Kendon, 2023). Approximately a month of rainfall fell in a 36- hour period in a number of areas within Argyll and Bute. 4.3 The heavy rainfall fell onto already saturated ground and triggered 3no. separate but closely spaced debris flow events (wet saturated landslides that flow) from the steep slope immediately adjacent to the A816. This deposited approximately 6000 tonnes of material over nearly 200m length of road, with more debris on the surrounding slopes and fields. 4.4 Clearance works removed an estimated 10,000 tonnes of debris, from the original event and subsequent debris from later smaller events and erosion / wash out of material remaining on the slope. 4.5 Owing to the ongoing movement and potential for further blocks and/or debris to impact the road a temporary bypass route was constructed as the fastest and safest way to reopen the A816. The bypass opened to the public on the 16th December 2023, following 6 weeks of construction (Figure 1). Due to landowner, environmental, engineering and archaeological challenges and constraints the temporary road is built in a restricted narrow corridor resulting in a single lane with passing places, open ditches with steep side drops, a sharp corner and very steep incline at the western side. Built as a temporary road, i.e., not to highway standard, the road is approximately 320m length and the alignment was chosen to follow existing track and foundation of the military road to minimise foundation and subsidence issues. The road is constructed to Forestry Land Scotland specification (as a floating road), as far as practicable, with a covering of asphalt. 4.6 Following the completion of clearance works, construction of protective barrier systems and the implementation of a temporary traffic light system to control single lane running traffic was returned to the original route of the A816 and the temporary diversion road closed on 13th September 2024. Page 165
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4.7 In order to investigate the options available for a permanent road re-instatement the Council commissioned a consultant to undertake an options assessment and report. The study examined numerous potential route options with nine options were taken forward for assessment. These range from a do minimum approach, utilising the existing A816 and bypass through to a complete realignment of the road. 4.8 The consultants have used cost data from recent upgrades of trunk road schemes in similar environments to produce initial cost estimates. It is only possible at this stage without detailed route ground investigation and design to provide outline costings and these are likely to be subject to change as further design development takes place. It is noted that the A816 may not be constructed to the same standard as the projects used for cost comparison but at the current point in time utilizing cost data from recently completed trunk road schemes is believed to provide the best available comparison. 4.9 Prior to the Options Assessment to which this report relates an initial and very early cost estimating exercise was undertaken in early 2024 in order to provide a broad order of cost magnitude. This exercise suggested a cost of £1.1m and this was identified as a requirement for the project in the Council Budget Pack in February 2024 where on page 166 at 3.5.6 it was stated “As a result of a significant weather event on 7 October 2023, Argyll and Bute Council activated the Bellwin scheme in relation to the recovery costs associated with the incident. The funding from this scheme is welcomed however eligibility criteria of costs are restrictive. Capital expenditure does not qualify therefore any long term replacements to infrastructure such as bridges cannot be claimed through the scheme. Works to the value of £3.248m have been identified in the short term with future long term works costing circa £1.1m being identified, both will require capital funding.” Without the benefit of a full options study this provisional estimate was based on widening the temporary bypass road from circa 3m to 6m (to allow two-way traffic) along an approximately 320m length. At this earlier stage an indicative cost of £1,500/m plus additional costs for consents, licenses, ground investigations, design fees, plus a contingency allowance of 20% to produce a high-level estimated cost of £1.1m. 4.10 In the course of developing the options report the external consultants identified two further significant geotechnical issues that will need to be addressed as part of the works to construct a permanent repair to the A816. These additional issues, which were not known at the time of the initial budget estimated in February 2024, and consist of: • The risk of failure of steep ground on the lower embankment of the A816 just to the north of the area immediately impacted by the landslip in October 2023. The cost of repairing this is estimated at up to £2m. • A large tension crack (around 25m in length) on the slope above the A816 where the existing bypass meets the A816 i.e. just to the south of the area directly impacted by the landslip in October 2023. This is a surface expression of a larger instability, thought to be a larger slip feature affecting the carriageway Page 166
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which will need to be remediated to prevent ongoing damage to the road foundation and surface. The cost of repairing this issue is estimated at up to £1.5m. 4.11 The options put forward within the consultants report have been reviewed by officers and a shortlist of options for further consideration has been produced. These options and a summary of the rationale is set out in Table 1 below (numbering and naming are as per the consultants report at Appendix 1): Table 1 - Options for Further Consideration: Option Description Estimated Cost – Option plus Additional Described at 2.9 Status and Rationale Option 3: Pink Route Move the A816 approximately 5- 10m to the north and construct a large pit/bund structure (potentially with additional rock fall barriers on top) to protect the road. Length: Approx. 525 m £7m - £8.75m Not preferred at this stage due to ongoing maintenance liabilities. Option 4: Yellow Route Widening and upgrade of the existing temporary bypass route with removal of the £7.25m - £8.5m Preferred at this stage due to relocating road away from residual hazard. Page 167
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sharp, steep corner and realignment of the joining to the A816. Length: Approx. 460 m Option 5: Blue Route Widening and upgrade of the existing temporary bypass route with removal of the sharp, steep corner by realigning the eastern side of the bypass to the south. Length: Approx. 405m £6.5m - £7.5m Not preferred due to risk from future landslips, archaeological risks and poor road alignment. Page 168
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Option 6: Green Route Widening and upgrade of the existing temporary bypass route for the eastern section of the route. A new western section would be constructed from the corner of the A816 north of the bypass Length: Approx. 580m (approximately 190m of new road construction) £8.5m - £10m Not preferred due to high cost. Page 169
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4.12 Due to the level of investment estimated to be required it is important that the shortlisted options are subjected to further review and business case development in line with the Councils Project Pipeline approach. With a large number of significant infrastructure projects currently either in design or delivery the Council does not have available the personnel with the correct experience and knowledge to do this. Therefore it will be necessary to procure the services of a specialist consultancy to take forward the business case development initially to Strategic Outline Business Case and preferred option stage and then subsequently, subject to further Member approvals and budget allocation to Outline Business Case and Final Business Case. Consultants will be procured such that they can be retained for the full project life-cycle from the current point through to final completion to augment the capacity of Council staff to manage this project. 5.0 CONCLUSION 5.1 This report recommends next steps in relation to the delivery of a permanent repair to the section of the A816 at Ardfern damaged during the October 2023 severe weather event. 6.0 IMPLICATIONS 6.1 Policy – None identified. 6.2 Financial - The estimated costs of this project are outlined in the body of the report. It is estimated that the current capital allocation of £1.1m will be insufficient to enable completion of this project. The current budget of £1.1m is estimated to be sufficient for the next phase of project development included in the recommendations. 6.3 Legal - There will be a range of legal matters related to this project including land ownership and contractual matters. 6.4 HR – None identified. Page 170
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6.5 Customer Service – None identified at this time. 6.6 Risk - A range of risks are related to this project in terms of affordability, timescale, land related and issues related to regulatory approvals. There is a risk of further landslips at this location due to the topography and geology – this is an important consideration in finalizing the preferred route option in order to mitigate as far as reasonably practicable future risks to the travelling public and future risks to transport connectivity. 6.7 Climate Change - By removing the need for traffic lights at this location this project should lead to minor lowering of transport related CO2 outputs through removing vehicle idling. The construction of the project will however represent embodied CO2 as do all construction projects. 6.8 Fairer Scotland Duty – None identified at this time. 6.9 Equalities - protected characteristics – None identified at this time. 6.10 Consumer Duty – None identified at this time. 6.11 Island Communities - The A816 is an important transport corridor that links points of connection to the islands by ferry services. 6.12 Children’s Rights and Wellbeing – None arising directly from this report. Kirsty Flanagan, Executive Director with responsibility for Roads and Infrastructure Councillor John Armour, Policy Lead for Roads, Transport and Amenity Services September 2025 For further information contact: Andy Summers, Head of Roads and Infrastructure Service Andrew.Summers@argyll-bute.gov.uk Elsa Simoes, Infrastructure Design Manager Elsa.simoes@argyll-bute.gov.uk Hugh O’Neill, Network and Standards Manager Hugh.oneill@argyll-bute.gov.uk APPENDICES Appendix 1 – Options Assessment Report A816 Page 171
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Options Assessment Report A816 Bealach Mor February 2025 Page 173
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2 Options Assessment Report A816 Bealach Mor Project no: GLJ620 Document Title: Options Assessment Report; A816 Bealach Mor Revision: Rev1 Document Status: DRAFT – For comment Date: 03/04/25 Client: Argyll and Bute Council Project Manager/Director: N. McLean Author: N. Horsburgh Document history and status Revision Date Description Author Checked Approved Draft Rev 0 17/02/2025 Draft for Client Comment N.H N.M N.M Draft Rev 1 03/04/2025 Draft for Client Comment N.H N.M N.M Contents 1. Introduction ................................................................................................................... 3 2. Existing Conditions ...................................................................................................... 6 3 Option Generation ...................................................................................................... 15 References .............................................................................................................................. 32 APPENDIX A ......................................................................................................................... 33 Page 174
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3 Options Assessment Report A816 Bealach Mor 1. Introduction 1.1 Background The A816 through Bealach Mor is a main A class road in Argyll and Bute on the west coast of the Scottish Highlands. The road is the main connection route between Oban and Lochgilphead. The road runs along the northern slope of Creag nam Fitheach (214m), A’ Bheinn (246m). On the 7th October 2013 as a result of exceptional rainfall, the wettest 2-days in series from 1891, with 100-150mm rain falling widely across Southern and Central Highlands (Kendon, 2023). Approximately a month of rainfall fell in a 36-hour period in a number of areas within Argyll and Bute. The heavy rainfall fell onto already saturated ground and triggered 3no. separate but closely spaced debris flow events (wet saturated landslides that flow) from the steep slope immediately adjacent to the A816. This deposited approximately 6000 tonnes of material over nearly 200m length of road, with more debris on the surrounding slopes and fields. Clearance works removed an estimated 10,000 tonnes of debris, from the original event and subsequent debris from later smaller events and erosion / wash out of material remaining on the slope. Further assessments of the slope during and following clearance highlighted an ongoing risk of further movement in the landslide areas and a hazard from precarious boulders and potential for rock fall from previously and newly exposed rock scarps high above the road. Scaling works (removal of loose rock and boulders) was undertaken on the slope above the road as far as practicable, but the works required to lower the rockfall risk further involved significant engineering works. More boulders continue to be exposed and weather out from the landslide scarps and deposits following rainfall which washes out soil covering them and holding them in place. Owing to the ongoing movement and potential for further blocks and/or debris to impact the road a temporary bypass route was constructed as the fastest and safest way to reopen the A816. The bypass as opened to the public on the 16th December 2023, following 6 weeks of construction (Figure 1). Due to landowner, environmental, engineering and archaeological challenges and constraints the temporary road is built in a restricted narrow corridor resulting in a single lane with passing places, open ditches with steep side drops, a sharp corner and very steep incline at the western side. Built as a temporary road, i.e., not to highway standard, the road is approximately 320m length and the alignment was chosen to follow existing track and foundation of the military road to minimise foundation and subsidence issues. The road is constructed to Forestry Land Scotland specification (as a floating road), as far as practicable, with a covering of asphalt. Page 175
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4 Options Assessment Report A816 Bealach Mor Figure 1 – Aerial image of the temporary bypass and A816 (south), taken 17/07/24. 1.2 Purpose of this report The purpose of this report is to document the development and assessment of options for the permanent road and to consider the scheme objectives, value, engineering/geohazards, environmental/archaeological, advantages, disadvantages and constraints of the options considered. The DMRB is a collection of documents used to provide requirements and advice for works and developments of motorways and trunk roads. Although not strictly applicable to the replacement/upgrade of the section of the A816 at Bealach Mor, it is useful guidance for Argyll and Bute Council road schemes, although not all of the documents may be applicable. The DMRB guidance TD 37/93 ‘Scheme Assessment Reporting’ has been withdrawn, and while is no longer formally used the three stages of assessment are still commonly referred to as a useful points of reference. This report aims to include the main elements form Stage 1 (Strategic assessment) and Stage 2 (Route option assessment). As many of the environmental, engineering and economic constraints for the area were investigated (along with consultation of SEPA, HES/WoSAS, Argyll and Bute Council, Landowners, Tillhill) during the temporary bypass route the knowledge was utilised for the gathering of the options assessment. It is suggested that once the options are identified in this report and preferred option is determined, that further consultation will be required with the relevant bodies/parties as well as wider public consultation. This report is restricted to the assessment of the proposed route areas, it should be noted that geotechnical hazards remain outwith the immediate study area, particularly along the A816 westwards from Kintaraw towards Salachary. 1.3 Strategic decisions The A816 is a main arterial route in Argyll, local communities and deliveries etc., facing large detours with social and economic impacts to communities of the road being closed. Page 176
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5 Options Assessment Report A816 Bealach Mor Following assessment of the landslide site it became clear that a prolonged closure was going to be required to remediate the landslide site. The temporary bypass was the preferred option chosen by Argyll and Bute Council to allow traffic to bypass the works and for stabilisation works to continue unhindered. The route was chosen as the fastest to deliver with minimal preparatory works. Transport Scotland’s vision for Scotland’s transport system for the next 20 years includes four interconnected priorities: Reduces Inequalities, Takes Climate Action, Helps Deliver Inclusive Economic Growth and Improves our Health and Wellbeing. Argyll and Bute Council’s economic strategy and climate action plans address environmental challenges, including those related to climate change and natural disasters, such as landslides. Argyll and Bute Council’s refreshed economic strategy for 2024-2034 focuses on resilience and adaptation to climate change, which includes mitigating risks from severe weather events. The STPR2 report (Jacobs, 2020) documents and discusses the current planning and transport strategy for transport in detail, the reader is referred to this document for further reading. Page 177
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6 Options Assessment Report A816 Bealach Mor 2. Existing Conditions 2.1 A816 Bealach Mor Scottish Government 6-fold Urban Rural Classification 2016 and 8-fold Urban Rural Classification 2016 classes the Bealach Mor area as Remote Rural and Very Remote Rural respectively. 2.2 Land use • Residential The area for all options considered is rural with no residential properties within the assessment area. • Commercial (Agricultural) Land The area is shown on the Land Capability for Agriculture in Scotland mapping (1:250,000) as Class 6.1: Land is capable of only rough grazing due to intractable physical limitations; the semi-natural vegetation provides grazing of high value. There is a commercial forestry planation managed by Tillhill to the north of the existing A816. The temporary bypass follows an existing forestry road through the south side of the plantation. • Development Land There are no areas of development or active planning applications within the assessment area. 2.2 Environment SNH Landscape Character Type lists the area as Type 43 upland parallel ridges – Argyll. The landscape comprises a distinctive series of linear ridges aligned in parallel with the south- west/north-east grain of the coast with key characteristics listed below: • Upland landscape of long, parallel ridges and narrow, linear lochs and glens. • Tightly packed ridges follow a south-west/north-east alignment. • Steep, sharp ridge-tops, with dramatic rocky outcrops. • Extensive conifer forests. • Deciduous, largely ancient oak woodland on steep, sheltered slopes of ridges and on loch edges. • Small marginal pastures or moorland in isolated patches between the un- forested ridges. • Dramatic, scenic upland landscape. Habitats within the wider area are mixed with large areas of woodlands and open moorland / grazing. The limit of the desktop search for protected species including badger, otter, pine marten and red squirrel has been kept at 2 km from the site. Bats and trees and their foraging routes are more complex. The zone of influence for bats has been set at 10 km as Page 178
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7 Options Assessment Report A816 Bealach Mor they are a mobile species which can be influenced by habitat fragmentation. Otters have been scoped out of the surveys as there are no watercourses (streams, ditches) nearby. Designated sites will not be affected by the proposed development due to the topography and surrounding habitats adjacent to the site however the zone of influence has been set at 2 km for a desktop search. There are no protective designations within 2 km of the bypass, this would include the areas for all route options assessed. A search of the National Biodiversity Network Gateway (NBN) was made for protected species within 2km of the bypass (10km for bats), the results are presented in Table 1 below. Table 1 – NBN protected species results Common Name Scientific Name Badger Meles meles Otter Lutra lutra Pine marten Martes martes Red squirrel Sciurus vulgaris Soprano pipistrelle Pipistrellus pymaeus • Phase 1 Habitat Survey A Preliminary Ecological Appraisal report, including a Phase 1 Habitat Survey was undertaken for the proposed area (Preston, R., 2025). The standard methodologies (as found in the ‘Handbook for Phase 1 habitat survey - a technique for environmental audit, 2010 JNCC) was used. A map was produced at a scale of 1:1,000 (Appendix I, Phase I Habitat Survey). The Phase 1 Habitat Classification and associated field survey technique provide a standardised system to record semi-natural vegetation and other wildlife habitats. The approach is designed to cover large areas of countryside relatively rapidly. It presents the user with a basic assessment of habitat type and potential importance for nature conservation. Each habitat type/feature is identified by way of a brief description of its defining features. It is then allocated a specific name, an alpha-numeric code, and unique mapping colour. Important findings are recorded as target notes and may identify areas which require more in-depth study. Page 179
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8 Options Assessment Report A816 Bealach Mor Figure 2 – Phase 1 Habitat results and Route Options (Preston, R., 2025). Phase 1 Habitat Survey Results Results are summarised in Figure 2, the full Preliminary Ecological Appraisal report is attached within Appendix A A1.1.2 Plantation broadleaved woodland This habitat is found at the eastern extent of the route adjacent to the A816 on the east side of the route and contains young sessile oak (Quercus petraea). A1.2.2 Conifer plantation Approximately halfway along the proposed grey route it is bounded on either side by commercial conifer forests with predominantly Sitka spruce (Picea sitchensis), occasional Japanese larch (Larix japonica), occasional Scots pine (Pinus sylvestris) and edged with Goat willow (Salix caprea), Grey willow (Salix cinerea) and Downy birch (Betula pubescens). The age of the forest is at pole stage with severe windblow after the recent storm. The forest is dense with no understorey. A2.1 Dense continuous scrub The area between the A816 and the western end of the route has a band of continuous scrub including; Downy birch, Hawthorn (Crataegus monogyna), Rowan (Sorbus aucuparia), Bramble, Bracken and Gorse (Ulex europaeus). B1.2 Semi-improved acid grassland This habitat is found from the western edge of the conifer plantation to where it meets the dense scrub adjacent to the A816 and from the eastern edge of the conifer plantation along the wayleave and has the following species present; Bracken (Pteridium aquilinum), Bramble (Rubus fruticosus), Creeping buttercup (Ranunculus repens), Foxglove (Digitalis Page 180
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9 Options Assessment Report A816 Bealach Mor purpurea), Purple moor grass (Molinia caerulea), Scaly male fern (Dryotperis affinis), Sharp-flowered rush (Juncus acutiflorus), Soft rush (Juncus effuses), Tormentil (Potentilla erecta), and Tufted hairgrass (Deschampsia cespitosa). B5 Marshy grassland This habitat is found at the east end of the route next to the A816 and ends at the bottom of a slope to the north west where the land rises to the wayleave and has scattered small scrubby trees. The wetness likely results from seepage from the stream. The National Vegetation Classification for this habitat is M28 Iris pseudacorus - Filipendula ulmaria mire. Blunt-leaved bogmoss (Sphagnum palustre), Bracken (Pteridium aquilinum), Bramble (Rubus fruticosus), Creeping buttercup (Ranunculus repens), Flag iris (Iris pseudacorus), Foxglove (Digitalis purpurea), Goat willow (Salix caprea), Hawthorn (Crataegus monogyna), Purple moor grass (Molinia caerulea), Sitka spruce (Picea sitchensis), Soft rush (Juncus effuses), Tormentil (Potentilla erecta), Tufted hairgrass (Deschampsia cespitosa) and Wild angelica (Angelica sylvestris). D5 Dry heath / acid grassland mosaic This habitat is found on the ride going through the conifer plantation. Bank haircap moss (Polytrichum formosum), Blaeberry (Vaccinium myrtillus), Bracken (Pteridium aquilinum), Common heather (Calluna vulgaris), Downy birch (Betula pubescens), Goat willow (Salix caprea), Greater wood-rush (Luzula sylvatica), Hard fern (Blechnum spicant) and Purple moor grass (Molinia caerulea). No invasive species were observed in any of the survey areas. Further detail on the habitats found in each route area are included with the route options for ease of reference. Protected Species Results • Otter No otter holts or rest ups were found within the survey areas. • Badger No signs of badger were found. • Pine marten No pine marten dens were found. • Red squirrel No signs of red squirrel including dreys were found. • Bats All trees within the survey areas have negligible roost potential. Page 181
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10 Options Assessment Report A816 Bealach Mor 2.3 Geology • A fault is marked on the map running along the east-west line of the existing A816, from the coast to Salachary, through Bealach Mor. Further faults are shown to the south as splay faults originating from the main fault orientated towards the southeast. Figure 3 – BGS geology map of the study area. Figure contains British Geological Survey materials © UKRI 2025 The geology though Bealach Mor differs notably to the north and the south of the A816 (Figure 3), due to the presence of the fault. The area is dominate by metamorphic rocks from the Tayvallich Volcanic and Slate and limestone Formations, and Crinnin Grit Formation Page 182
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11 Options Assessment Report A816 Bealach Mor (Neoproteozoic Era). Crosscut by Dalradian Supergroup - metagabbro and metamicrogabbro and North Britain Siluro-Devonian calc-alkaline andesite dykes. No mass movement, artificial ground or borehole records are recorded for the area. 2.4 Superficial deposits Figure 4 – BGS superficial map of the study area. Note the three landslides recorded for the 7th October 2023 event. Figure contains British Geological Survey materials © UKRI 2025. Page 183
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12 Options Assessment Report A816 Bealach Mor The BGS GeoIndex superficial layer (1:50,000) shows peat deposits in the lower lying areas within the valleys of the study area (Figure 4), the depth of these is not recorded but that they are present indicates they are substantial and likely to exceed 5m depth. There is also a deposit of raised marine deposit of sands and gravels on the former raised beach at the western end of the site. Alluvium deposits are indicated in the vicinity of the Kintraw Burn and from Lochan na Goirt. The majority of the soils within the area are shown on the Macaulay Institute for Soil Research (1:250,000) map as brown forest soils, humic gleys; some peaty gleys and peaty podzols, while there is a small band of soils close to the coastline shown as humus-iron podzols, peaty podzols. 2.5 Rockfall and landslide history No rockfall or landslide records were found for the area. There are three landslides recorded on the BGS GeoIndex (Figure 4), but these all relate to the 7th October 2023 event, no prior incidents are recorded from the site or nearby. 2.6 Archaeology Historic Environment Scotland records a Scheduled Monument (NM 83046 04974, Figure 5) for Kintraw Standing stone and cairns to the west side of the site and the east of the A816 in a field to the south of the Kintraw burn. Further protected sites are listed on Canmore within the area and are listed in Table 2 below. Figure 5 – Scheduled Monument site recorded by historic Environment Scotland shown in the red highlighted area. The red location pin denotes the location of the prehistoric fort recorded at the site on Canmore (Canmore ID 22850). Page 184
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13 Options Assessment Report A816 Bealach Mor Table 2 – Canmore / RCAHMS listed sites within the assessment area. Listed/ Protected Site Position relative to proposed routes Kintraw Farmstead (Period Unassigned), Lime Kiln (Period Unassigned) North of all proposed works areas Kintraw Bridge Road Bridge (18th Century) North of all proposed works areas Kintraw Ring Cairn (Neolithic) - (Bronze Age) Within the Scheduled Monument Designation Kintraw Cairn (Period Unassigned) Within the Scheduled Monument Designation Kintraw Platform (Period Unassigned) Within the Scheduled Monument Designation Kintraw Cairn(s) (Prehistoric), Enclosure (Period Unknown), Standing Stone (Prehistoric) Within the Scheduled Monument Designation Kintraw Fort (Prehistoric) Within area of the works – All routes widening the west end of the temporary bypass and routes around fort – Yellow, orange, green, red, grey. Kintraw Rig And Furrow (Medieval) - (Post Medieval) Close to A816, covered/destroyed by 2023 landslide. Barbreck (Farmstead) (Period Unassigned) Close to Grey Route Dun Na Ban-Oige Fort (Prehistoric) Close to Grey Route Kintraw Cairn (Period Unassigned), Cremation (Period Unassigned), Field System (Period Unassigned)(Possible) Out with area 2.7 Waterbodies • The Kintraw Burn to the north of the site is the main watercourse thought the site. All watercourses for the area drain to Loch Craignish, a sea loch located to the west of the site which opens to the Sound of Jura. • Loch Craignish (15.37km2) is a former designated shellfish growing waterbody, de- designated in 2012. • No designated waters are located within the study area. 2.8 Traffic data AADT values are provided in Table 3 below. Page 185
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14 Options Assessment Report A816 Bealach Mor Table 3 – AADT values for the A816. direction_of_travel pedal_cycles two_wheeled_motor_vehicles cars_and_taxis buses_and_coaches lgvs hgvs_2_rigid_axle hgvs_3_rigid_axle hgvs_4_or_more_rigid_axle hgvs_3_or_4_articulated_axle hgvs_5_articulated_axle hgvs_6_articulated_axle all_hgvs all_motor_vehicles 2013 Manual Count N 1 12 765 5 140 38 3 11 2 15 3 72 994 2013 Manual Count S 0 6 740 6 147 32 5 6 5 3 9 60 959 2022 Estimate N 1 11 680 4 211 44 4 15 3 13 3 82 988 2022 Estimate S 0 6 657 5 221 37 6 8 7 3 10 71 960 2.9 Social and economic context A recent report by Jacobs / AECOM for Transport Scotland :STPR2: Initial Appraisal: Case for Change - Argyll & Bute Region 2020 details much of the social and economic context for the area and the reader is referred to this more in-depth document for further information. Page 186
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15 Options Assessment Report A816 Bealach Mor 3 Option Generation 3.1 Overview This study examined numerous potential route options. Route corridors utilising long and/or remote areas from the A816 were rejected for further investigation and the option process since these did not meet the objectives of the project. The anticipated costs and potential environmental impacts of each route were considered disproportionate to the problems faced by the existing alignment of the A816. Eight options were taken forward for assessment. These range from a do minimum approach, utilising the existing A816 and bypass to a complete realignment of the road. Initially longer (>10km) options were proposed that would bypass the slopes and other potential future issues along the Bealach Mor stretch of the A816. These were discounted for further assessment in discussion with Argyll and Bute Council as beyond the scope and remit of the project. The following section summarises the options and presents the best assumptions of a route path / alignment, but it should be noted that changes or refinements may be required at a later stage of assessment. • Option 1: A816 (Purple Route) • Option 2 & 2a: A816 and bypass (Orange Route) • Option 3: A816 Realigned and bunded (Pink Route) • Option 4: Bypass with retaining wall/revetment (Yellow Route) • Option 5: Bypass with realigned turn (Blue route) • Option 6: Bypass and lower field (Green Route) • Option 7: Bypass around fort (Red Route) • Option 8: Alternative bypass (Grey Route) The last two of the options (Red and Grey Routes) considered require to passing through or very close to sites of archaeological significance (Scheduled Monument and Fort), these were deemed unlikely to gain necessary permissions and to carry a large risk of impact to programme or budget should works uncover archaeological significant finds, these were discounted from further assessment but remain included for completeness. An overview of the route option locations is provided on Figure 6 and individual routes are shown within the relevant tables below. 3.2 Cost estimates Previous upgrades of trunk road schemes recently completed in similar environments are listed below for comparison to the current proposed routes Costs are based on the available information and cover geotechnical investigation, design and construction. It is only possible at this stage without detailed route ground investigation and design to provide outline costings, these have been based on relatively pessimistic ground conditions. Land acquisition costs would be additional to the costs provided. Relocation of services are not factored within the cost estimates and may attract significant additional costs where required. Page 187
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16 Options Assessment Report A816 Bealach Mor Additional estimates have been provided to address further potential geotechnical hazards which if not addressed may result in road closure of the A816. There are two areas identified: • The lower embankment below the existing A816 (Figure 7) is overstep made ground with potential for failure and assessment is recommended with remediation if required, estimated at £1.5 - £2M. All the options pass over this area (with the exception of Green Route – Option 6). • There is a large tension crack (around 25m in length) noted on the slope above the A816 where the existing bypass meets the A816 (Figure 8). This is a surface expression of a larger instability, thought to be a larger slip feature affecting the carriageway. This will need to be stabilised/remediated to prevent ongoing damage to the road foundation and surface. There is also potential for further slope failure above the road at this location, remediation works is estimated at £1.5M. Figure 6 – Overview of the eight route options displayed on aerial imagery for the area. Purple (Option 1), Orange (Option 2), Pink (Option 3), Yellow (Option 4), Blue (Option 5), Green (Option 6), Red (Option 7) and Grey (Option 8). The location of the lower embankment discussed above is shown by the no1. while the tension crack/slip location is shown by the no2. Page 188
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17 Options Assessment Report A816 Bealach Mor Figure 7 – Aerial photograph (taken on the 17/07/24) showing the embankment below the A816 discussed in the text. Figure 8 – Aerial photograph (taken on the 17/07/24) showing the tension crack and slip area. Inset photograph of the tension crack from the bypass tie in looking south (taken 26/08/24). Lower embankment Page 189
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18 Options Assessment Report A816 Bealach Mor Detailed descriptions of the route options, cost estimates, engineering requirements, geotechnical considerations are included for each option in Tables 4 to 12 below: Table 4 – Purple Route, Option 1. Route Option 1: A816 – Do nothing (Purple Route) Description Keep existing arrangement (i.e. use of the A816 under single lane traffic controlled by traffic lights with on-road barrier in place and move traffic to the temporary bypass during adverse weather or events). • 460 m length Cost Estimate • £17,000 per month (£204,000 PA), dropping to £10,000 (£120,000 PA) after mains power is installed. Operational costs for A816 / bypass only any event clearance/remediation would be additional. • Not including repairs (if required) for below road steep embankment at north side and deep-seated slip to the west. Engineering Assessment • The existing and temporary road surfacing will need upgrading and the risk of closure of the A816 remains high. Increasing instability may result in closure and/or increasing risk to road users. • Ongoing TM / Install of permanent TM required. • Maintenance / clearance will be required following events. • Impact to the public on an ongoing basis with no resolution is highly likely. • The barrier installed was placed in the road to quickly resolve landowner consent issues, this is not the optimal placement, and the barrier placed was the largest appropriate for the availability of space and function. The barrier does not provide full protection of the area covered and the residual risk remains moderate. • Topography and road layout is such that the option would be of ongoing substantial cost, especially if repeated events occur. • High risk to keep open during heavy rainfall / storms or slope instability – move to bypass. Geotechnical Hazard • Hazard from the slope above remains, it is likely that ongoing maintenance costs will be high if ongoing from the geohazards of landslides and rock fall. There will be additional maintenance and clearance costs following events. • The on-road barrier offers protection only to a section approximately 100m in length. The remaining road to the east has Page 190
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19 Options Assessment Report A816 Bealach Mor no mitigation and may be impacted by landslide/debris flow or rock fall from above. • Impact to the public on an ongoing basis with no resolution is highly likely. • There is a large tension crack (around 25m in length) noted on the slope above the A816 where the existing bypass meets the A816. This is a surface expression of a larger instability, thought to be a larger slip feature affecting the carriageway. This will need to be stabilised/remediated to prevent ongoing damage to the road foundation and surface. There is also potential for further slope failure at this location. • Assessment of the lower embankment of the existing A816 is recommended is recommended due to this being overstep made ground with potential for failure. Environmental Assessment Minimal environmental impact as this utilises the existing road layout. Discussion/ recommendation Future events from the slope are highly likely. Incidents of intense rainfall are likely to increase because of climate change, this is expected to lead to more frequent and larger volume events. This is what has been observed at other landslide prone sites in Scotland, e.g. Rest and Be Thankful. The area is only partially protected from rock fall and landslide/debris flow as the in-road barrier does not run the full length of the slope vulnerable to instability. This option and the orange options have the highest ongoing costs. Table 5 – Orange Route 1, Option 2. Route Option 2: A816 and bypass (Orange Route 1) Description Move to gyratory flow arrangement (northbound traffic on bypass/ southbound traffic on A816) with roads as existing. • 890 m length Cost Estimate £5M - £6M Page 191
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20 Options Assessment Report A816 Bealach Mor Not including repairs (if required) for below road and west deep-seated slip Engineering Assessment • There are space restrictions at the north joining point and complications due to significant height differences from the bypass/A816. • To allow turning of HGV/long vehicles would need the whole road width. Roundabouts would potentially provide a logistical way to transition to the gyratory flow and allow the larger vehicles the space required. • In order to build to the west, significant volume of fill would be required to accommodate any widening. • Further acquisition of grazing land would be required. • Impact to the public on an ongoing basis with no resolution is highly likely. • Topography and road layout is such that the option would be of ongoing substantial cost, especially if repeated events occur. • Difficult to keep open during heavy rainfall / storms – move to bypass. • The barrier installed was placed in the road to quickly resolve landowner consent issues, this is not the optimal placement, and the barrier placed was the largest appropriate for the availability of space and function. The barrier does not provide full protection of the area covered and the residual risk remains moderate. • High risk to keep A816 open during heavy rainfall / storms or slope instability – move to bypass. If there are weather forecasts or events impacting the A816 traffic may need to be moved to the bypass (as Purple Route – Option 1). • Road closure or further temporary bypass would be required to accommodate the construction works. • Construction programme estimated at 8 months. Geotechnical Hazard • Hazard from the slope above remains, it is likely that ongoing maintenance costs will be high if ongoing from the geohazards of landslides and rock fall. There will be additional maintenance and clearance costs following events. • The on-road barrier offers protection only to a section approximately 100m in length. The remaining road to the east has no mitigation and may be impacted by landslide/debris flow or rock fall from above. • Impact to the public on an ongoing basis with no resolution is highly likely. • Assessment of the lower embankment of the existing A816 is recommended is recommended due to this being overstep made ground with potential for failure. • There is a large tension crack (around 25m in length) noted on the slope above the A816 where the existing bypass meets the A816. This is a surface expression of a larger instability, thought to be a larger slip feature affecting the carriageway. This will need to be stabilised/remediated to prevent ongoing damage to the road foundation and surface. There is also potential for further slope failure at this location. Environmental Assessment The orange route follows the previous by-pass road and at the western extent bends slightly southwest through a patch of semi- Page 192
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21 Options Assessment Report A816 Bealach Mor improved acid grassland and roadside scrub. The impact of the route would be low, with works restricted to the tie in sections. Discussion/ Recommendation Flow in this direction requires crossing of vehicles at both end tie ins. Roundabouts would be the best option to allow space for turning vehicles (especially HGV) southbound onto the bypass as a large swing is required. Roundabouts could also accommodate the crossing of traffic back onto the left at the east tie in. Future events from the slope are highly likely. Incidents of intense rainfall are likely to increase because of climate change leading to more frequent and larger volume events. There is a risk of injury, fatality to the travelling public or vehicle damage from landslide/debris flow or rock fall. The barrier in place lowers the hazard at locations covered but does not fully negate the potential for a serious incident at the site. The area is only partially protected from rock fall and landslide/debris flow as the in-road barrier does not run the full length of the slope vulnerable to instability. This option and the Purple Route have the highest ongoing costs. It is considered high risk to maintain the A816 open during potential instability if, as in Purple Route move to bypass is required, a method of switching traffic to two-way on bypass should be considered. Table 6 – Orange Route, Option 2a. Route Option 2a: A816 and bypass (Orange Route 2) Description Move to gyratory flow arrangement (northbound traffic on A816 / southbound traffic on bypass) with bypass & A816 upgraded at joining points to mitigate issues at northbound end of bypass. • 890m length Cost Estimate • £5 – 6.5M Page 193
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22 Options Assessment Report A816 Bealach Mor • Not including repairs (if required) for below road and west deep- seated slip Engineering Assessment • There are space restrictions at the north joining point and complications due to significant height differences and tight corner from the bypass/A816. • To allow turning of HGV/long vehicles southbound on the bypass at the north corner they need greater road width. Flow in these directions would be difficult to manage as HGV or longer vehicles need to swing out onto the opposite lane to make the turn. Road widening would be required to the west and/or traffic lights or similar installed to manage priorities. • In order to build to the west, significant volume of fill would be required to support any widening to accommodate widening. • Further acquisition of grazing land would be required. • Road closure or further temporary bypass would be required to accommodate the construction works. • Construction programme estimated at 8 months. Geotechnical Hazard • Hazard from the slope above remains, it is likely that ongoing maintenance costs will be high if ongoing from the geohazards of landslides and rock fall. There will be additional maintenance and clearance costs following events. • The on-road barrier offers protection only to a section approximately 100m in length. The remaining road to the east has no mitigation and may be impacted by landslide/debris flow or rock fall from above. • Impact to the public on an ongoing basis with no resolution is highly likely. • Lower slope and deep-seated slip are recommended to assessment / remediation. Environmental Assessment • The orange route follows the previous by-pass road and at the western extent bends slightly southwest through a patch of semi- improved acid grassland and roadside scrub. The impact of the route would be low, with works restricted to the tie in sections. Discussion/ Recommendation Flow in this direction is optimal at the east side of the route as it allows vehicles to remain on the ‘correct’ side of the road. At the west side without road widening, it requires traffic lights to holding northbound traffic to allow space for turning vehicles (especially HGV) southbound onto the bypass as a large swing is required. Future events from the slope are highly likely. Incidents of intense rainfall are likely to increase because of climate change leading to more frequent and larger volume events. The area is only partially protected from rock fall and landslide/debris flow as the in-road barrier does not run the full length of the slope vulnerable to instability. There is a risk of injury, fatality to the travelling public or vehicle damage from landslide/debris flow or rock fall. The barrier in place lowers the hazard at locations covered but does not fully negate the potential for a serious incident at the site. This option and the Purple Route have the highest ongoing costs. Page 194
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23 Options Assessment Report A816 Bealach Mor It is considered high risk to maintain the A816 open during potential instability if, as in Purple Route move to bypass is required, a method of switching traffic to two-way on bypass should be considered. Table 7 – Pink Route, Option 3. Route Option 3: A816 Realigned and bunded (Pink Route) Description • Move of the A816 approximately 5-10m to the north and construction of a large pit/bund structure (potentially with additional rock fall barriers on top) to protect the road. • 525 m length Cost Estimate • £5.5 - £6.75M • Not including repairs (if required) for below road £1.5M for additional deep-seated slip Engineering Assessment • The road would be moved north approximately 5-10m and a large bund constructed, approximately on the current A816 alignment. • Traffic flows could be maintained on the temporary road to assist the construction program. • Landslide/debris flow and rock fall risk will be lowered but may not be removed entirely. • There is an overhead power line that would require relocation that runs 205m along the approximate line of the proposed road to the south of the most southerly plantation block shown on the aerial image above. • Rock excavation required though the existing rock cut. • Construction programme estimated at 8 months Geotechnical Hazard • There is potential for rock fall and landslide/debris flow to impact the A816 and modelling would be required to determine if additional mitigation measures, such as rock fall/debris barriers were required in addition to the bund. • Peat deposits are shown on the BGS mapping (Figure 4) in the alignment, this may require additional foundation • Lower slope and deep-seated slip are recommended for assessment / remediation. Page 195
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24 Options Assessment Report A816 Bealach Mor Environmental Assessment The habitats adjacent to the pink route are semi-improved acid grassland and scattered trees including rowan (Sorbus aucuparia), Goat willow and Downy birch. Discussion/ Recommendation The relocation of the road to the north would allow space to construct bunds large enough to prevent debris from reaching the A816. There is an additional hazard of potential rock fall from the slope, this is from rock crags and rock pillars high on the slope and from eroding blocks from landslide scarps and eroding gully side walls. To mitigate this risk rock fall barriers are likely to be required along the top of the bunds. The presence of the overhead power lines along the south of the forestry block complicates this route option as the cost and agreements for moving this will add time and budget uncertainty, this cost is not included in the costing. Additionally, the Pink Route would incur ongoing maintenance costs, particularly following events, clearance and repair to the bund and fence would be required. Table 8 – Yellow Route, Option 4. Route Option 4: Bypass with retaining wall/revetment (Yellow Route) Description Widening and upgrade of the existing temporary bypass route. Removal of the sharp, steep corner and realignment of the joining to the A816. • 460 m length Cost Estimate • £3.75M - £5M • Further £2M for lower road, £1.5M for additional deep-seated slip Engineering Assessment • To remove the sharp corner and overly steep gradient at the north end of the bypass this section would be rerouted along the west side of the fort hill along the line of the former drove road. • This would require the construction of a retaining wall or revetment structure to support the road width required. • The retaining wall is likely to need to extend out to the centre of the existing road and it is probable that the lower slope would need additional strengthening works to support the additional weight. Page 196
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25 Options Assessment Report A816 Bealach Mor • Traffic management will need to be extended to accommodate the tie in on the north side. • Construction programme estimated at 8 months Geotechnical Hazard Deep-seated slips are recommended for assessment / remediation. Works to retain the lower slope below the existing A816 are likely to be required to support the additional weight of the road and revetment. Environmental Assessment This route follows the previous by-pass going through the plantation forest then is proposed to bend down towards the north before rejoining the A816 going through semi natural acid grassland (B1.2). Discussion/ Recommendation The main length of the route is based around widening the existing temporary bypass with the main engineering section where the bypass turns north along the former drove road. The change to alignment would allow the removal of the sharp corner and reduce the steep gradient on the transition between the A816 and bypass area. In order to support the road would require fill with a retaining wall/revetment estimated to extend to around the centre line of the current road. Additional works may be required to stabilise the lower embankment to support the additional weight. The yellow option requires some excavation at the corner area but much less than other options and the risk to programme and budget due to archaeology finds/permissions is considered less than other options requiring greater excavation close to archaeological features and more deviation from current road positions (e.g. Red Route, Grey Route, Blue Route). The overhead power line crosses the temporary bypass around the mid-section where the road exits the forest block and minor realignment/height change may be required. This is not included in the costing. The Yellow Route is considered favourable as it is lower budget and environmental impact than other options while addressing the sharp corner and gradient issues effectively. The road is moved away from the unstable slope and ongoing maintenance costs are lower than other options close to the unstable slope. Table 9 – Blue Route, Option 5. Route Option 5: Bypass with realigned turn (Blue Route) Description Widening and upgrade of the existing temporary bypass route. Removal of the sharp, steep corner by realigning the eastern side of the bypass to the south. • 405m length Page 197
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26 Options Assessment Report A816 Bealach Mor Cost Estimate • £5 - £6M • Not including repairs (if required) for below road, £1.5M for additional deep-seated slip Engineering Assessment • Significant excavation is required to accommodate this route. The height difference of the existing bypass and the A816 tie in point is approximately 3m (higher at the bypass). The ground in the centre of the mounded area the route is crossing is approximately 5m higher than the bypass, this would require substantial reprofiling to accommodate the area required for the turn. • There will still be a substantial corner on the route but the gradient and more favourable curve/turn. • Construction programme estimated at 5-6 months. Geotechnical Hazard • This option moves the road towards the main slope and within the run out for landslides/debris flows and rock fall. If the ground is levelled and lowered in height the road also becomes increasingly vulnerable to these hazards. • Assessment of the lower embankment of the existing A816 is recommended is recommended due to this being overstep made ground with potential for failure. • Lower slope and deep-seated slip are recommended for assessment / remediation. Environmental Assessment The blue route will go through a short section of semi-improved acid grassland and require a large volume of bedrock excavation. Discussion/ Recommendation The main length of the route is based around widening half of the existing temporary bypass with a new section of road turning to the south to accommodate a less tight turn back to the north and tie into the A816. The topography is elevated between the bypass and A816 tie in points, this will require large volume of excavation (assumed to be mostly rock). The extensive excavation is likely to require archaeological permissions for excavations and would possibly be controlled i.e. watching brief, controlled methodology and full archaeological excavation of any new find areas. Discovery of archaeology would increase price and affect programme. Page 198
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27 Options Assessment Report A816 Bealach Mor The Blue Route takes the bypass back towards the unstable slope and the excavation of the ground to accommodate the road increases the potential for large landslide/debris flow events to impact on the route. In comparison to the Yellow Route, the Blue Route is has greater residual risk from the slope, higher environmental impact and the alignment is less favourable for increased cost. The overhead power line crosses the temporary bypass around the mid-section where the road exits the forest block and minor realignment/height change may be required. This is not included in the costing. Table 10 – Green Route, Option 6. Route Option 6: Bypass and lower field (Green Route) Description Widening and upgrade of the existing temporary bypass route for the eastern section of the route. A new western section would be constructed from the corner of the • 580m length (approximately 190m of new road construction) Cost Estimate • £7M - £8.5M • Not require for below road £1.5M for additional deep-seated slip Engineering Assessment • Extensive volume/importation of material would be required for the construction of the new section of road across the field. There is a 30m height difference from the west corner of the A816 where the road would start to the tie in point on the existing bypass. • Requires land purchase of land currently used for grazing. • Off-line construction of the majority of the road. • Construction programme estimated at 7-8 months Geotechnical Hazards • Height difference would require large volume of fill to be placed, ground conditions would be required to be adequate to support the weight, there are some softer areas within the field where additional foundations engineering may be required. • Detailed ground investigation would be required for the new section of road. Page 199
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28 Options Assessment Report A816 Bealach Mor • Deep-seated slip is recommended for assessment / remediation, lower embankment works would be included within the works, wider embankment is not used by this option. Environmental Assessment This route starts off adjacent to dense scrub with gorse (Ulex europaeus) at its northern extent then passing through heavily grazed neutral grassland with Sheep’s fescue (Festuca ovina). Discussion/ Recommendation The Green Route is cost prohibitive due to the volume of imported fill required. There would be a large volume of road traffic required to transport the materials required and the option is considered low rating for sustainability. The project would also require a detailed ground investigation to be undertaken to inform the design process to ensure suitability. The embankment required would be much greater in scope than required for the Yellow Route. The route passes over heavily used grazing land which would be expensive and potentially protracted to obtain. The overhead power line crosses the temporary bypass around the mid-section where the road exits the forest block and minor realignment/height change may be required. This is not included in the costing. Table 11 – Red Route, Option 7. Route Option 7: Bypass around fort (Red Route) Description The red route passes along the existing bypass track at the eastern side for approximately 170m before heading northwards though the plantation forest for 205m and then around the north side of the fort and tying into the A816 at the north corner close to/within the Scheduled Monument. • 640m length Discussion/ Recommendation • £9.5M - £10.5M • No lower embankment works required, additional cost for remediation of deep-seated slip. Page 200
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29 Options Assessment Report A816 Bealach Mor Engineering Assessment • The red route passes to the east and north side of an identified prehistoric hillfort (Canmore ID 22850). Permissions for excavations in the area is likely to be denied or heavily controlled i.e. watching brief, controlled methodology and full archaeological excavation of any new find areas. • Western tie in is located within/close to the Scheduled Monument site and due to topography, there are no suitable alternative routes in the area. • Construction programme estimated at 12 months. Environmental Assessment • The red route passes through conifer plantation (A1.1.2) with both Sitka spruce and Larch and severe windblow before joining the grey route running through semi-acid grassland (B1.2) and ending at a band of dense scrub (A2.1). • The impact on the environment would be high as the approximately 480m of the route would be newly constructed. Discussion The tie in location at the western end of the site passes though/close to the Scheduled Monument and is unlikely to be granted permissions or with such stringent restrictions to be prohibitive. The route is additionally at high risk of price increase and programme delay potentially as result of any archaeological finds and/or conditions to pass around the fort and surrounding previously undisturbed areas. The land required for the route is currently plantation forestry and grazing land. Due to the archaeological restrictions, long section of new road and budget cost this option is discounted. The overhead power line passes northbound along the west side of the forest block and minor realignment/height change may be required. This is not included in the costing. Table 12 – Grey Route, Option 8. Route Option 8: Alternative longer bypass (Grey Route) Description • The grey route is the longest route considered and passes to the north of the existing bypass and main plantation blocks to pass around the north side of the fort and tying into the A816 at the north corner close to/within the Scheduled Monument. • 760m length Page 201
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30 Options Assessment Report A816 Bealach Mor Cost Estimate • £10.5M – £12M Engineering Assessment • The grey route passes to the east and north side of an identified prehistoric hillfort (Canmore ID 22850). Permissions for excavations in the area is likely to be denied or heavily controlled i.e. watching brief, controlled methodology and full archaeological excavation of any new find areas. • Western tie in is located within/close to the Scheduled Monument site and due to topography there are no suitable alternatives. • The grey route is the only route to avoid both the lower embankment at the west end of the site and the deep-seated slip at the east side. • The route has the longest new road construction length at 760m. Geotechnical Hazard • There are areas of very deep peat and marsh land that would require additional foundation stabilisation works. • Detailed ground investigation would be required along the route. Environmental Assessment • The grey route passes through marshy grassland, a ground water dependent terrestrial ecosystem (GWDTE) and as such is a protected habitat. • The impact on the environment would be high as the entire 760m route would be newly constructed. Discussion/ Recommendation Although the route avoids the deep-seated slip at the east side of the area by tying into the A816 further east the additional cost of building in the peat/marsh area combined with the protected status of the GWDTE area makes it likely that even if permissions could be gained to allow works the costs would be greater than those to remediate the slip. The tie in location at the western end of the site passes though/close to the Scheduled Monument and is unlikely to be granted permissions or with such stringent restrictions to be prohibitive. The route is additionally at high risk of price increase and programme delay potentially as result of any archaeological finds and/or conditions to pass around the fort. Due to the archaeological and environmental restrictions, long section of new road and budget cost this option is discounted. Page 202
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31 Options Assessment Report A816 Bealach Mor The overhead power line passes northbound along the west side of the forest block and minor realignment/height change may be required. This is not included in the costing. Page 203
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32 Classification: OFFICIAL References AADT Traffic https://roadtraffic.dft.gov.uk/local-authorities/44 Accessed 07/01/25 British Geological Survey (BGS), GeoIndex Onshore, https://mapapps2.bgs.ac.uk/geoindex/home.html, accessed 04/02/25 Jacobs AECOM. 2020. STPR2: Initial Appraisal: Case for Change - Argyll & Bute Region. Kendon, M., 2023. Exceptional rainfall in Scotland, 6 to 7 October 2023, s.l.: Met Office. Nature Scotland National Biodiversity Network Gateway https://data.nbn.org.uk/ Nature Scot Site Link. Preston, R., 2025 Bealach Mor. Preliminary Ecological Appraisal. Scottish Government Urban Rural Classification (Scottish Government 2016) 2. Overview - Scottish Government Urban Rural Classification 2016 - gov.scot Accessed 16/01/25 SNH National Landscape Character Assessment. LCT 043 - Upland Parallel Ridges - Argyll - Final pdf.pdf, 1:50,000 Republished in 2019 SNH Sitelink http://gateway.naturescot.gov.uk/sitelink/searchmap.jsp Accessed 07/02/25 Soil Survey of Scotland Staff (1981). Soil maps of Scotland at a scale of 1:250 000. Macaulay Institute for Soil Research, Aberdeen. Soil Survey of Scotland Staff (1981). Land Capability for Agriculture maps of Scotland at a scale of 1:250 000. Macaulay Institute for Soil Research, Aberdeen. Page 204
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 TRANSFORMATIONAL PROJECTS AND REGENERATION TEAM – LARGE SCALE PROJECT UPDATE REPORT 1. EXECUTIVE SUMMARY 1.1 The purpose of this report is to update the Environment, Development and Infrastructure Committee on current progress of the large-scale, externally funded project work of the Transformational Projects and Regeneration Team, and to highlight key issues that may impact on the successful delivery of projects. 1.2 The last update report was considered by Environment, Development and Infrastructure Committee in March 2025. 1.3 The team is currently responsible for the delivery and or management of projects and associated grants with a cumulative value of over £100m. The associated grants the team manages are listed in Appendix A. It should be noted that following completion of each project, the team continues to have the responsibility for the monitoring and final drawdown and reporting up until the end of the 12-month defects period or beyond depending on conditions on the respective grant contracts. 1.4 From April 2024, The Transformation Projects and Regeneration Team also includes responsibility for delivery of the Council’s Rural Growth Deal (RGD) Programme. This follows the merging of this team with the RGD Programme Management Office (PMO) following the retirement of the previous Transformation Projects and Regeneration Manager. 1.5 The team are also leading on the emerging Community Regeneration Partnership Funding (CRP) from the UK Government. This funding replaces the Levelling Up Partnership programme and totals £20.34m for Argyll and Bute with all funding requiring to be fully committed by 2026/27. It is anticipated that the UK Government will officially confirm projects to be funded via the CRP programme in September 2025. 1.6 The Council welcome the Scottish Governments commitment to continue both the Regeneration Capital Grant Funding (RCGF) and Place Based Investment (PBI) funding in 2025/26 following their suspension by the Scottish Government in 2024/25 due to budget challenges. Further detail of successful projects is included in paragraph 4.8 of this report. Page 205 Agenda Item 12
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1.7 Members are asked to note that the grant funding landscape and delivery of capital projects remains extremely challenging due to cost of living issues, budget and resource constraints however, the Transformation Projects and Regeneration Team will continue to respond to emerging Government policy priorities and future external grant, funding opportunities. RECOMMENDATIONS It is recommended that the Environment, Development and Infrastructure Committee:- i. Consider the current progress contained within the report. ii. Note that further updates relating to pending funding bids will be brought back to the Environment, Development and Infrastructure Committee in due course to update Members. Page 206
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 TRANSFORMATIONAL PROJECTS AND REGENERATION TEAM – LARGE SCALE PROJECT UPDATE REPORT 2.0 INTRODUCTION 2.1 This report sets out the current position of the large-scale projects, which are currently being delivered on the ground, or have secured external grant funding that are managed by the Transformational Projects and Regeneration Team. 2.2 The Transformational Projects and Regeneration Team sits within the Council’s Development and Economic Growth Service and works region-wide. The team has a particular focus on ‘place’, heritage regeneration, the creative industries, renewables and Islands and manages a diverse range of capital projects and external grants. The team works closely with colleagues across the Council, communities, businesses, public agencies, third sector organisations, town centre heritage building owners and the owners of vacant business property to realise positive change for our communities. 2.3 From April 2024, The Transformation Projects and Regeneration Team also includes responsibility for delivery of the Council’s Rural Growth Deal (RGD) Programme and are leading on the emerging Community Regeneration Partnership (CRP) Funding from the UK Government. 2.4 CRP funding replaces the Levelling Up Partnership programme and totals £20.34m for projects in Argyll and Bute with funding to be fully committed by 2026/27. 2.5 The team’s work broadly includes the following areas:- • Developing and submitting bids to secure external funding of various scale through a competitive process, such as the new Heritage and Place Programme, previously referred to as the Conservation Area Regeneration Scheme (CARS) programmes; • Development and delivery of regeneration projects with a particular emphasis or theme, such as the suite of measures to encourage shopping locally; • Development and delivery of several place-based engagement projects, working in partnership with the community and key partners, leading to action plans, such as charrettes, and working with communities to realise these community ambitions; • Development of the economic opportunities for Argyll and Bute across Film, Creative Industry and Renewable sectors, with the objective of Page 207
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securing income into the area and delivering local economic benefit, including support to community organisations working across these sectors. This work also includes the setting up and management of the Argyll and Bute Renewable Alliance (ABRA) with partners in HIE; • Support to third sector organisations involved in the delivery of their own individual community led economic regeneration projects, as well as support to third sector organisations delivering regeneration focused projects where Council funding is involved and/or where projects align with Council outcomes, such as Regeneration Capital Grant Funded (RCGF) project funding; • Drafting and submitting external funding bids to competitive calls such as the Island’s Programme, RCGF and Carbon Neutral Islands Programme; • Development and administration of the Argyll and Bute Council’s Strategic Events and Festivals Fund for which 12 grants have been awarded for Round 7 (2025/26); • Progressing the offer to host the 2028 Royal National Mòd (RNM); • Overseeing the delivery programme and financial administration of projects supported through funding from Scottish Government, such as annual Crown Estate (CE) funding and the Place Based Investment Programme (PBI); • Working closely with the SG Islands team and working with colleagues and communities in the development of bids to the Islands Programme (IP) and associated Carbon Neutral Islands funding. • Supporting the owners of empty business properties through grant aid funded by NDR income. • Development and delivery of projects within the Council’s RGD programme and Community Regeneration Partnership. 2.6 This paper also seeks to report on key issues that may impact on the current status of each project, such as any amendments to project scope or timeframe. 2.7 The large-scale projects currently in delivery, either directly by the team, colleagues across the Council or by a third party and where the team is responsible for managing the associated grant, are included within the table in Appendix A, and have a cumulative total value of over £100m. The individual projects being taken forward under PBI and CE are not listed individually in Appendix A. 3.0 RECOMMENDATIONS 3.1 It is recommended that the Environment, Development and Infrastructure Committee:- i. Consider the current progress contained within the report. ii. Note that further updates relating to pending funding bids will be brought back to the Environment, Development and Infrastructure Committee in due course to update Members. Page 208
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4.0 DETAILS 4.1 The following sections summarise the progress associated with each of the large- scale projects that are currently in delivery or have grants managed by the Transformational Projects and Regeneration Team. In addition, the report provides information on annual funding streams received by the Council and managed by the team as well as annual competitive external funding grants secured and being managed. The individual projects are listed in Appendix A with the exception of those individual projects supported through PBI and CE. HERITAGE LED REGENERATION PROJECTS 4.2 Rothesay Regeneration Following a decade of Townscape Heritage Initiatives, and £7.5m investment in the town centre, regeneration effort continues to tackle dereliction in Rothesay. The Transformation Projects and Regeneration Team are actively supporting efforts to address key landmark buildings including:- • £9m of RGD funding allocated to Stages 2 and 3 of Rothesay Pavilion. • Supporting local social enterprise with funding applications to HES, a condition survey and business plan for the Royal Hotel; • £40k of CE funding allocated for demolition of vacant building on Albert Pier. A further £100k of funding allocated via PBI for resurfacing and lining works on Albert Pier with a focus on enhanced parking for coaches. • Up to £4m of funding via the UK Government’s Community Regeneration Partnership to support the regeneration of the Royal Hotel in Rothesay (subject to approval of UKG). Partnership project with George Hanson, HIE, and UKG. Funding application made to Scottish Governments Islands Programme for £400k to support pre-construction phases of this project. 4.3 Helensburgh CARS (2021 – March 2026) Helensburgh CARS is a £2.4m project in final year of delivery. The partnership project is funded by Argyll and Bute Council (£500k) and HES (£1.24m) with owner's personal contributions completing the funding. A fully funded project officer is employed to deliver the project for its duration, and the project also supports a modern apprentice. Works to the first two priority buildings commenced on site in September 2024 and will be completed later this year. Works to the third and fourth priority buildings, at the time of writing this report, are due to commence in August 2025. One small repair grant has also been awarded to refurbish the windows in the Grade A listed Macintosh Club and another for roof and amenity deck repairs to make several commercial properties within 22-34 Sinclair Street watertight. Two shopfronts are complete. Two lime mortar training courses have been held, and a modern apprentice position was filled in September 2024. An online Page 209
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webinar co-hosted with Under One Roof aimed at property owners in Helensburgh is scheduled for October 2025. This will give expert advice and guidance on owner's associations, common repairs and how to deal with issues that arise from absent owners and missing shares with a Q&A session. 4.4 Lochgilphead CARS (2020 – Mar 2026) Lochgilphead CARS is a £2.2m partnership project with HES (£969,700) in its sixth year of delivery. The project is due to conclude in March 2026. Four priority building projects have been completed and work is progressing well on another two. A number of small repair grant/shopfront improvement projects have also been delivered. This includes three significant shopfront reinstatement projects that were completed in July. Local stakeholders are benefiting from a number of traditional skills training courses and educational activities that have been funded and delivered via the scheme. This includes; specialist training in Lochgilphead for local contractors and building professionals; traditional skills Demo Days for local school pupils and a Shop Window Art Project delivered in partnership with a local artist and Lochgilphead High School. 4.5 Tarbert Heritage Regeneration Scheme (TBC) Project status On 26 June 2025, Council agreed that applications be submitted to National Lottery Grants for Heritage (NLHF), and Historic Environment Scotland’s (HES), Heritage and Place Programme (HPP), for a 5-year Tarbert Heritage Regeneration Scheme. Bids will be submitted on 6th and 29th August 2025 respectively, with decisions expected in January 2026. Both are subject to a competitive process and as such a delivery phase is not guaranteed. The application to NLHF is for £850,000 and the application to HES is for £999,997. WIDER REGENERATION FOCUSED PROJECTS 4.6 Tarbert / Lochgilphead Regeneration Fund In its 2016/17 budget, Council allocated £3m from reserves to support regeneration and economic development in the settlements of Tarbert, Lochgilphead and Ardrishaig. 6 projects were identified to proceed to Full Business Case (as ratified by Policy and Resources Committee on 19th October 2017). The following projects are complete: • Gleaner (Phase 1 only) - completed summer 2019. • Tarbert Harbour – shore side facilities completed in May 2019, car park completed in March 2021. • Barmore/Garvel Road junction improvements - completed February Page 210
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2020. • Colchester Square/Argyll Street, Lochgilphead – completed May 2021. • Lochgilphead Front Green – completed August 2022. • Ardrishaig North Public Realm – completed April 2023. The only remaining allocation of funding relates to a second phase of development on the former Gleaner Oil site in Ardrishaig. This funding totals £250,000 and we have had discussions with Scottish Canals about bringing forward a business case for approval 2025/26. Scottish Canals are in negotiations with a potential private sector developer which could result in a significant private sector investment for this part of Ardrishaig. 4.7 Regeneration Capital Grant Funding (RCGF) An update on the current RCGF projects is provided below and is followed by a table of all current grant contract awards (Table 1) • Port Ellen Community Hub, Islay – the additional funding, reported in the last update, has enabled works to recommence and the project is progressing towards completion, expected late Summer 2025. • Kilmory Business Park, Lochgilphead – work is progressing with M&K MacLeod on the proposed Kilmory Business Park. Works are on site and are expected to be completed in December 2025. This public investment has also attracted signficant private sector investment. • Aros Waterfront Development, Mull – outdoor activity hub – a contract was awarded in January 2024 and works are ongoing. Table 1 – RCGF Grant Projects RCGF Project Grant Awarded Year Awarded Balance Remaining / Yet to Drawdown Port Ellen Community hub, Islay £1,046,223 2021/22 £0 Kilmory Business Park in Lochgilphead £829,000 2021/22 £581,988 Ulva Ferry Shore Facilities Building - Doras Caolas Ulbha £602,590 2022/23 £3,671 Aros Waterfront outdoor activity hub £403,500 2023/24 £0 Nonhebel Light Industrial Park Expansion £654,000 2023/24 £1,948 Fyne Futures Local Food Production and Training Centre, Bute £250,000 2025/26 £250,000 Isle of Luing Community Owned Slate Quarry £1,747,936 2025/26 £1,747,936 The following stage 1 expression of interest applications were submitted to the Scottish Government in June 2025 for consideration for RCGF funding in 2026/27. It should be noted that the RCGF funding process is undertaken in 2 Page 211
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stages. Projects that are successful at Stage 1 will go forward to the more detailed Stage 2 application process for submission in Autumn 2025. Table 2: RCGF 2026/27Stage 1 Funding Bids Project Value Lead Organisation Kintyre Sea Sports £800,000 Kintyre Sea Sports Lighting Up the Shore Station - A Sustainable Hub for Tiree £760,000 The Hynish Trust Nonhebel Park (Final Phase) £595,000 MICT Sonas Childcare £900,000 South Islay Development Tarbert Harbour Community Water Sports and Activity Hub £850,000 Tarbert Harbour Authority Tighnabruaich Community Refuelling and Business Hub £120,000 The Tighnabruaich District Development Trust The confirmation of potential RCGF monies in 2026/27 is welcome as this has been an important source of external capital funding for both the Council and community projects over the past decade. We await further notification as to whether RCGF funding will be available in future years. 4.8 Scottish Government Place Based Investment Funded projects 2021 – 2024 When Place Based Investment (PBI) funding was introduced by the Scottish Government, allocations were provided over a five-year period and to date have been received as follows. • 2021/22 - £821,000 • 2022/23 - £712,000 • 2023/24 - £496,000 Unfortunately, the Council’s 2024/25 allocation of £496,000 was not made available. Following further consideration by the Scottish Government the council has now been informed that PBI will be made available for 2025/26. This will be provided in 2 tranches with £388,368 of funding in tranche 1 and a further £107,632 later in the financial year subject to the Scottish Governments budget position. Table 3 below, sets out projects to be delivered using PBI funding in 2025/26. These projects were endorsed by the Council’s P&R Committee in August 2025. Page 212
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Table 3: 2025/26 PBI Projects Project Tranche 1 Tranche 2 Albert Pier £100,000 Victoria Hall, Campbeltown £100,000 Shopfront and Business Support £56,000 CCTV Upgrades £100,000 Helensburgh Outdoor Museum £80,000 Rockfield Centre, Oban £60,000 TOTAL £380,000 £116,000 4.9 Scottish Crown Estate Revenue Allocation Funding In financial year 2024/25 the Council received Crown Estates funding totalling £1,818,715. The Council is still awaiting confirmation of the allocation for this financial year (2025/26) and it is unclear as to when formal written notification will be received from the Scottish Government. However, based on previous years allocations, a prudent estimate of £0.8m of anticipated funding in 2025/26 has been assumed and the projects set out in Table 4 will be considered by the Council’s P&R Committee in August 2025. Table 4: 2025/26 Crown Estates Projects Project Delivery by Crown Estate Allocation Inveraray Avenue Screen refurbishment Development & Economic Growth £120,000 Gallanach Road - Rock Slope Protection Road and Infrastructure Services £300,000 Tarbert Heritage and Place Programme - Match Funding (note this was agreed by Council in June and is noted here for information) Development & Economic Growth £115,000 for the next 4 years* CARS Projects - flexible fund to support businesses with capital improvements to shopfronts/buildings building on previous CARS investment Development & Economic Growth £150,000 Page 213
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Victoria Hall, Campbeltown – repair and refurbish entire front elevation. Development & Economic Growth £50,000 Dunoon Public Realm Development & Economic Growth £65,000 TOTAL £800,000 4.10 Scottish Government Islands Programme and Carbon Neutral Islands Capital Fund 2025/26 The Scottish Government has announced that Islands Programme funding of £5.3m will be available for the 2025/26 financial year to fund capital projects on inhabited Scottish islands. A further £1.4m is available to support the Carbon Neutral Islands (CNI) in their progression towards net zero. Both of these funds are subject to a competitive bidding process. Following approval of the following Island’s Programme Funding bids by EDI Committee in June 2025, the following applications were submitted in July:- Table 5: 2025/26 Islands Programme Funding Bids Project Name - description Project Lead IP funding request Total project value Former Royal Hotel, Rothesay – Detailed design works Transformation Projects and Regeneration £400,000 £7,600,000 Community Digital Hubs Phase 2 Strategic Transportation £125,000 £125,000 Unlocking Ulva – Landing Craft Project North West Mull Community Woodland Company £536,020 £536,020 Skerryvore Lighthouse Shore Station - The Lighthouse Cottages Hynish Trust £306,050 £330,050 In addition to the Island’s Programme, a £1.4m Carbon Neutral Island Capital Fund was announced for 2025/26, also previously considered by EDI Committee. Funding bids have been submitted for the following projects: Table 6: 2025/26 CNI Funding Bids Project Name - description Project Lead CNI funding request Castlehill Solar Array Expansion IET £195,000 Additional Measures - Community Buildings Phase 2 IET £401,843 Page 214
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Further updates on the funding bids set out in Tables 5 and 6 will be brought back to a future meeting of the EDI Committee following the outcome of the Scottish Governments Investment Panel in August. 4.11 Scotland Loves Local Projects Oct 21 – 2025 Argyll and Bute Gift Card - The gift card for Argyll and Bute formally launched in October 2021. To date, over 350 Argyll and Bute businesses have registered to accept the card as a means of payment for goods and services. The Council has continued to issue cards to eligible islands households supported by the Scottish Government’s Island Cost Crisis fund. . Inclusive of the LACER funded cards, as of 31 July 2025, a total of £990,825 has been redeemed through the gift card. Funding for the Gift Card has now been expended and we are in the process of assessing the anticipated costs and benefits of continuing with the scheme, a separate report will be provided to Policy and Resources Committee in due course. 4.12 Islands Cost Crisis Emergency Fund 2025 On 6 May 2025, the Scottish Government announced that Islands Cost Crisis Emergency funding (ICCEF) of £1 million would be available for the 2025/26 financial year. The funding will be distributed to the six Local Authorities with responsibility for islands through the 2025/26 Local Government Revenue Grant. The fund will be administered by Scottish Futures Trust (SFT) on behalf of the Scottish Government. The funding for Argyll and Bute Council is £145,000 for financial year 2025/26. The Council’s P&R Committee endorsed the project options for this funding in August 2025 and table 7 below, sets out the proposed funding allocation; Table 7: ICCEF 2025/26 Allocation ICCEF 2025/26 Distribution Targeting Fuel Poverty with ALI energy’s Affordable Warmth Service £120,000 Food Bank Grants £25,000 TOTAL ICCEF 25/26 £145,000 The proposed funding allocation will increase vital funding support to 5 island food banks. The Council are also intending to trial a scheme working in partnership with ALI energy to extend their Affordable Warmth service. This supports residents most at risk of fuel poverty and the scheme will be available to residents on all our island communities. Fuel poverty rates are generally higher on Scottish islands and this is exacerbated in households with low incomes. Page 215
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4.13 Helensburgh Former Skating Pond (Skating Pond) Feb 2025- May 2026 Helensburgh Former Skating Pond is a Local Nature Conservation Site and part of the open space protection area which forms part of the Green Network and Core Path Plan in the Green Belt bordering Helensburgh. It is regularly used as a walk/part of walks however over time the Skating Pond itself and other areas within the site have become filled with invasive species. In addition the paths, built circa 2000 require repair and improvement. The site is owned by Argyll and Bute Council who have £50k funding from the Nature Conservation Fund to consider how to improve and address issues of management and maintenance of the site for public access, as well as providing opportunities for environmental interpretation and learning opportunities. It is recognised that there is not enough funding to undertake any capital works at this stage and that an initial assessment of the site is required first. To this end, consultants have been appointed and interim findings produced as well as first stage community consultation and engagement with local primary schools. A final report with preliminary costs will identify a preferred option for consideration. 5.0 RURAL GROWTH DEAL 5.1 The Rural Growth Deal Full Deal Agreement was signed on 10th March 2025 by the First Minister, Secretary for State for Scotland and the Council Leader. The RGD will deliver £50m of investment from the Scottish and UK Governments for projects that are a driver for inclusive and transformational economic growth across the region. The Council and key delivery partners will also provide a minimum of £20m of match funding throughout the 10-year Deal programme. 5.2 The Rural Growth Deal has now entered year 2 of a 10 year programme of project delivery. A total of £1.6m has been claimed from Government since March 2025. The claimed funds all relate to the renovation of Rothesay Pavilion, which remains the only project to have a Full Business Case endorsed by central government. 5.3 A total of £6,025,000 has been awarded from Government for FY2025/26. Up to £4m of this is allocated to the renovation of Rothesay Pavilion, with Kintyre Sea Sports and Enabling Worker Accommodation projects receiving £1m each and £25,000 for Highland and Islands Enterprise’s Business Skills programme. These projects are developing their Full Business Cases for appraisal by Government. 5.4 It should be noted that no Rural Growth Deal funding can be drawn down in advance of endorsement of full business cases by Central Government. This Page 216
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process can take up to 9 months to complete and requires RGD partners to spend project development funding at risk. 6. COMMUNITY REGENERATION PARTNERSHIP 6.1 In the 2024 Autumn Statement the UK Government committed to delivering a package of support to Argyll and Bute Council in order to improve outcomes across the region in line with the Government’s core missions and priorities. Community Regeneration Partnership Funding will build upon previous work and engagement undertaken by the Ministry of Housing, Communities and Local Government (MHCLG) under the banner of Levelling Up. 6.2 As part of the core funding package, there is up to £20m capital funding and £250k revenue available for the CRP. Funding is profiled for payment in financial year 2026-27 and is subject to business case approvals by UKG Ministers. A further capacity payment of £45k will be provided to support staff resourcing. This will be paid in FY25-26 and follows a separate capacity payment which was transferred at the beginning of FY24-25. 6.3 A draft list of priority projects was approved by the Council’s P&R Committee on the 20th February 2025 and this has formed the basis of negotiations with the UK Government. Civil servants have also undertaken local engagement with a number of external stakeholders and community groups during spring 2025. UK Government officials are currently drafting the programme level business case which will require ministerial approval prior to an official funding announcement. The Council have been advised that the UK Government hope to confirm successful projects in September 2025 (subject to approval of the business case). 6.4 Further updates will be brought back to the EDI Committee in the next project update report. 7. EMPTY BUSINESS PROPERTY GRANTS 7.1 Empty Property Relief was devolved to Scottish Local Authorities on 1 April 2023. At their meeting of 23 November 2023, Council subsequently agreed that from 1 April 2024, 50% Non-Domestic Rates (NDR) relief could be granted to business properties which are empty for a maximum of three months. In cases where business properties remain empty beyond three months, 10% relief can be awarded for up to an additional nine-month period. Following this, should a business property remain empty beyond a twelve- month period, no further NDR relief would be awarded, and 100% Non- Domestic Rates would begin to be charged. 7.2 On 23 November 2023, Council also agreed that the remaining Empty Property Relief funding from Scottish Government be used towards an Empty Property Business Grant Scheme, the aim of which would be to assist owners to return properties to productive use. An Empty Business Property Officer has since been appointed to support the distribution of funds, which amount to in the region of £300k for 2025/26. Page 217
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7.3 On 8th May 2025, the council’s Policy and Resources Committee approved Extended Empty Property Relief, whereby non-domestic rates relief will be extended for property owners who are actively working to bring their properties back into use. Owners may apply for 100% relief for up to 12 months at any time after the property becomes vacant, provided the conditions are met. 7.4 A further paper providing an update on the Empty Business Property grant scheme was presented to the EDI committee on 19th June 2025. The committee approved the Empty Business Property Grant Scheme with an anticipated budget of up to £785,000 for the financial year 2025/26. 7.5 Members are asked to note that the number of vacant business properties is now being recorded as part of the Councils Area Performance Reporting. 7.6 At this time, Scottish Government funding is not committed beyond 31 March 2026 and Scottish Government will have to review arrangements for devolved Empty Property Relief prior to financial year 2026/27. As a result, a further update on Empty Business Property Grants will be brought back to the EDI Committee in due course. 8. CONCLUSION 8.1 This report provides an update to the Environment, Development and Infrastructure Committee on progress with large-scale, externally funded project work being delivered by the Transformational Projects and Regeneration Team. Currently this involves over £100m of external funding across Argyll and Bute with further bids in progress. 8.2 The projects and grants detailed within this report will result in assisting the economic recovery of Argyll and Bute, helping to sustain numerous small businesses, community organisations, making our places more investor ready and improving our towns and villages as places to live, work and visit. 8.3 From April 2024, The Transformation Projects and Regeneration Team also includes responsibility for delivery of the Council’s RGD Programme and the team are also managing the emerging CRP programme. Combined, these programmes will deliver in excess of £70m of external funding to the region. 8.4 Members are asked to note that the grant funding landscape and delivery of capital projects remains extremely challenging due to budget and resource constraints however, the Transformation Projects and Regeneration Team will continue to respond to emerging Government policy decisions and future grant funding opportunities. Page 218
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9. IMPLICATIONS 9.1 Policy - The delivery of these projects fits with the Council’s Corporate Plan, Argyll and Bute Local Outcome Improvement Plan and the Economic Development Action Plan. The economic outcomes from this project will contribute to the Government’s Economic Strategy. 9.2 Financial - All funding has been approved for the projects detailed in the report. The funding comes from the Council and from external funding sources, some from highly competitive processes. We will continue to review costs and assess budgets. 9.3 Legal - Each project will have differing legal and procurement requirements depending on the grant funder and the associated grant contract conditions and we are working closely with colleagues to identify the support required and to allow this to be factored into future work plans. 9.4 HR - The resources required to deliver the projects will be continually monitored. The management of these externally funded projects as well as the management of the Council, PBI, CE, IP and RCGF grants requires a significant amount of resources from the team to ensure that all the necessary due diligence and financial management is undertaken and risk is minimised to the Council. 9.5 Customer Service – None 9.6 Risk - Construction projects by their very nature are challenging given issues that can arise relating to site conditions, managing contractors/the design team and associated budgets and meeting funder’s requirements. We continually seek to minimise the risk through strong project management processes, however until the projects are fully delivered on site there remains a risk. Other areas of risk relate to the potential for limited uptake in regard to CARS grants and also over-run on costs for third party projects. In regard to the latter this is a high risk particularly as the Council is not the responsible body for the projects or their delivery on the ground. The setting up of regular benefits realisation group meetings and building good working relationships with the third parties assists in identifying where issues may arise and where additional support may be required. Cost inflation continues to impact the construction industry and this is exacerbated by limited supply chain options in rural areas. Robust procurement and contract management processes will reduce the risk of cost escalation on projects. 9.7 Climate Change - It is an ambition of our project work to work towards net zero by adopting a carbon conscious approach throughout. Some grant funding directly supports the transition to net zero (e.g. CNI). Page 219
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9.8 Fairer Scotland Duty: Socio Economic Duty – Grant funding can support projects which are a catalyst for economic growth and well-being, particularly on some of our most fragile communities. 9.9 Equalities – protected characteristics – Projects can be a driver for inclusion. 9.10 Customer Duty – Delivery of external grant funding will ensure the Council are supporting local communities and households across Argyll and Bute. 9.11 Island Communities – some of the funds directly support local island communities e.g. Islands Programme, CNI, ICCEF. 9.12 Childrens rights and wellbeing – Some funding will directly support projects that aim to provide positive outcomes for children and young people. This will include those at greatest risk of poverty and households with children. Kirsty Flanagan, Executive Director with responsibility for Development and Economic Growth Leader of the Council: Councillor Jim Lynch Policy Lead for Business Development: Councillor Math Campbell-Sturgess August 2025 For further information - please contact: Fergus Murray, Head of Development and Economic Growth Fergus.Murray@argyll-bute.gov.uk Jonathan Welch, Transformation Projects and Regeneration Manager jonathan.welch@argyll-bute.gov.uk Appendices: Appendix A – List of Council and Third Party projects that the team is either responsible for delivering directly or for managing the grants given by the Council to a third party organisation. Page 220
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APPENDIX A - LIST OF COUNCIL AND THIRD PARTY PROJECTS Council & Third Party Regeneration Projects Project Value Council Funding Contribution External Funding secured by ABC Delivery Start Delivery End - (Excludes 12 month defect and monitoring period) Tarbert Lochgilphead Regeneration Fund (Remaining Balance) £250,000 £250,000 £0 TBC Ongoing (Gleaner Site) Port Ellen Community hub, Islay RCGF grant £1,570,259 £0 £1,096,223 2021/22 2025 Kilmory Business Park in Lochgilphead RCGF grant £1,980,000 TBC £979,000 2021/22 2025/26 Lochgilphead CARS (Includes 22/23 PBI Grant) £2,200,782 £750,551 £1,269,731 2020 2026 Helensburgh CARS £2,400,000 £500,000 £1,240,000 2021 2026 Events and Festivals grants £114,700 £114,700 - 2024/25 2025/26 Royal National Mòd (provisional) £45,000 £45,000 £0 2024/25 2024/25 Crown Estate Funding Award 23/24 £1,590,409 £0 £0 23/24 Ongoing Crown Estate Funding Award 24/25 £1,818,715 £0 £0 24/25 Ongoing Community Regeneration Funding £20,340,000 £TBC £TBC 25/26 Ongoing Scotland Loves Local £46,000 £0 £46,000 2022/23 2025/26 Aros Waterfront outdoor activity hub – RCGF Grant £414,565 £0 £403,500 2023/24 2025/26 Islands Programme 2023/24 - Rockfield Road, Tobermory Phase 1 (also PBI and Crown Estate) £1,105,796 £250,000 £855,796 2023/24 2025/26 Islands Programme 2023/24 - Tiree Care Home £1,250,000 £580,000 £450,000 2023/24 2024/25 Islands Cost Crisis Emergency Funding £145,000 £0 £145,000 2025/26 2025/26 Tarbert Heritage Regeneration Scheme – Development Phase £140,000 £60,000 £80,000 2023/24 2024/25 CNI Capital Fund 24/25 - Decarbonisation of Community Buildings £246,444 £0 £246,444 2024/25 2025/26 CNI Capital Fund 24/25 - Islay Forestry Initiative Phase 3 £354,116 £0 £142,285 2024/25 2025/26 Isle of Luing Slate Quarry – RCGF 25/26 £2,000,000 £0 £1,747,936 2025/26 2026/27 Page 221
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Council & Third Party Regeneration Projects Project Value Council Funding Contribution External Funding secured by ABC Delivery Start Delivery End - (Excludes 12 month defect and monitoring period) Rural Growth Deal – Kintyre Seasports £2,300,000 £200,000 £2,100,000 2025/26 2026/27 Rural Growth Deal – Rothesay Pavilion (Stage 2b/2c) £22,000,000 £10,749,000 £11,700,000 2025/26 2026/27 Rural Growth Deal – Low Carbon Economy – Isle of Islay £3,000,000 £24,129 £3,000,026 2032/33 2033/34 Rural Growth Deal – Rural Skills Accelerator Programme – Dunoon STEM Hub £3,362,728 £77,455 £3,240,000 2025/26 2026/27 Rural Growth Deal – Rural Skills Accelerator Programme – SAMS STEM Hub £2,500,000 £0 £2,500,000 2026/27 2027/28 Rural Growth Deal – Rural Skills Accelerator Programme – UHI Argyll Estate Enhancements Lochgilphead £1,500,000 £0 £1,500,000 2029/30 2029/30 Rural Growth Deal – Housing to Attract Economic Growth – Isle of Mull £1,500,000 £125,300 £1,500,000 2025/26 2026/27 Rural Growth Deal – Housing to Attract Economic Growth – Isle of Islay £1,500,000 £37,959 £1,500,000 2028/29 2028/29 Rural Growth Deal – Clyde Engineering and Innovation Centre £7,000,000 £59,566 £199,820 2029/30 2031/32 Rural Growth Deal – West Coast UAV Logistics and Training Hub £4,000,000 £21,886 £420,000 2031/32 2032/33 Rural Growth Deal – Marine Industry Training Centre £7,830,000 £0 £7,830,000 2027/28 2029/30 Rural Growth Deal – Centre for Seaweed and Shellfish Innovation and Development £3,330,000 £0 £3,330,000 2027/28 2028/29 Rural Growth Deal – Machrihanish Innovation Campus £3,840,000 £0 £3,840,000 2026/27 2027/28 Total £101,674,514 £13,395,546 £51,361,761 Page 222
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1 ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 ARGYLL AND BUTE COUNCIL’S ECONOMIC STRATEGY ACTION PLAN: 2025-2028 1.0 EXECUTIVE SUMMARY 1.1 The purpose of this paper is to provide members of the Environment Development and Infrastructure Committee with an updated Economic Strategy Action Plan (ESAP) (see Appendix 1) to implement and deliver of the Argyll and Bute Council Economic Strategy, 2024-2034, covering the short-term period 2025-2028. 1.2 A key requirement of the ESAP is that the actions are SMART (Specific, Measurable, Achievable, Realistic, Time-bound) and delivers opportunities that drive inclusive, economic growth and a fair and inclusive wellbeing economy across the four agreed strategic pillars: people, place, planet and prosperity. 1.3 The ESAP aligns the overarching aim of Argyll and Bute Council that Argyll and Bute’s economy and population need to grow. Each of the council’s priorities drive the actions and success measures across the document’s four strategic pillars. 1.4 It is important that ESAP is considered to be a working document that takes account of changes in the direction of government economic policy, prioritises our resources to make the greatest impact, acknowledges and responds to advances in technology that are accelerating, the need for productivity gains and sustainable economic growth with a clear focus on actions taken over the next three years, 2025-2028, to deliver longer term key outcomes. 1.5 Progress on actions during 2024-2025 under each of the four strategic pillars are also outlined in Appendix 1. A short film has been produced to showcase these outcomes and will be played to members at the meeting. 1.6 It is recommended that Members of the Environment, Development and Infrastructure Committee: • Note the progress on actions during 2024-2025 and appropriate outcomes for 2034, as outlined in Appendix 1. • Consider and approve the Economic Strategy Action Plan (ESAP), 2025-2028. Page 225 Agenda Item 13
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2 ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11th SEPTEMBER 2025 ARGYLL AND BUTE COUNCIL’S ECONOMIC STRATEGY ACTION PLAN: 2025-2028 2.0 INTRODUCTION 2.1 A successful economy is essential to delivering and achieving many of our council priorities, including the delivery of worker housing, delivering inclusive economic growth and population sustainability – all of which contribute to our quality of life as a place to live, work, learn and visit. With the pace of global economic change, technology and uncertainty accelerating, there is a clear need to update our Economic Strategy Action Plan (ESAP) and reaffirm our strategic intent over the next three years, 2025-2028. 2.3 A key requirement of ESAP is that it is an ongoing working document that contains actions that are SMART (Specific, Measurable, Achievable, Realistic, Time-bound) and delivers opportunities that drive economic growth and a fair and inclusive wellbeing economy across the four strategic pillars: people, place, planet and prosperity. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee: • Note the progress on actions during 2024-2025 and appropriate outcomes for 2034, as outlined in Appendix 1. • Consider and approve the Economic Strategy Action Plan (ESAP), 2025-2028. 4.0 DETAIL 4.1 The need for collaboration and the interplay between economy, environment and community has never been stronger. Argyll and Bute, as a predominately rural region of Scotland, is particularly well placed to benefit from the potential of the area’s natural capital resources and the role it can play in providing a range of employment opportunities including green jobs and achieving net zero across key industries. 4.2 The ESAP aligns the overarching aim of Argyll and Bute Council that Argyll and Bute’s economy and population need to grow to sustain public services and people’s quality of life. Each of the council’s priorities drive the actions and success measures across the document’s four strategic pillars as depicted in Table 1 below. Page 226
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3 Table 1: ESAP and Argyll and Bute Council Priorities Argyll and Bute Council Priorities ESAP Four Strategic Pillars Communities: empowered and resilient. Place: vibrant and dynamic communities. Prosperity: empowering communities through delivering external funding and providing advice (public, private and third sectors) to increase their resilience, provide community services and generate income. Housing: working to ensure that everyone who needs a home can find one that they can afford, in the right place, and at the right time. Economic Growth: shared prosperity and sustainable business growth in Argyll and Bute. Population: people are Argyll and Bute’s most important asset in driving forward opportunities for growth and vibrant local economies. Place: Delivering the actions of the Housing Emergency. People, Place, Planet and Prosperity: unlocking economic growth opportunities through public sector intervention and private sector investment. People: addressing the continuing decline in our economically active population, improving workforce skills and attracting key workers, promoting equal access to education opportunity, and supporting job opportunities in emerging and new industries. Children and Young People: making Argyll and Bute an attractive choice for families. People: improving education, boosting skills and training opportunities for all ages that are aligned to higher paid employment and/or self-employment opportunities, with embedded Fair Work First principles. NOLB focus on the child poverty agenda. Place: investing in our towns, rural and remote rural communities, including our islands and peninsulas, to attract new people and businesses. Transport, Infrastructure and Digital Connectivity: Keeping people, businesses, goods and services moving through Argyll and Bute Place: lobbying for and investment in critical transport infrastructure; lobbying for better digital connectivity through R100 and Gigabyte. Environment: the Council has already declared a climate emergency and must continue to keep this issue as a primary consideration, Planet: delivering net zero and improving our biodiversity by supporting the sustainable growth of clean energy production (i.e. hydro, solar, wind and biomass), woodland, peat and marine habitat restoration, encouraging green industries to develop in our area that generate community benefits and ownership options. Page 227
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4 Table 1: ESAP and Argyll and Bute Council Priorities (continued) Argyll and Bute Council Priorities ESAP Four Strategic Pillars Sustainable Service Delivery: we want to provide the best services we can for the money and resources available – and make clear the standards that our communities can expect. We know that this is important to local people. This is a driving factor for actions across the four strategic pillars of People, Place, Planet and Prosperity. Focus on attracting external income and investment in our area. Improving people’s skills, employment opportunity, and increasing income opportunities for local communities. Speaking Up for Argyll and Bute: collective, as well as collaborative, action is necessary to deliver growth on the scale that Argyll and Bute needs. Participating in Government consultations, lobbying for additional investment and making the place investable as place to do business. This is a driving factor for our actions across the four strategic pillars of People, Place, Planet and Prosperity. 4.3 Many of the actions within the ESAP, 2025-2028, will not be fully realised until the medium term, where their delivery depends on strong collaboration and a joined-up approach, working closely with internal council colleagues across services, the Argyll and Bute Community Planning Partnership (CPP), both Governments, partner agencies and key stakeholders across Argyll and Bute at both a regional and national level. 4.4 With limited resources there is a need to focus on the key interventions where we can make the greatest impact. A core focus of the updated action plan is for Argyll and Bute to be an inclusive and wellbeing economy through embedding a Community Wealth Building approach that enables people of all abilities to reach their full potential. Key sectors for our area include tourism, food and drink, defense industries and clean energy production with the increasing importance of private sector investment and SMEs in the local economy creating employment opportunities associated with our natural and built environment that seeks to retain and generate wealth in our communities. 5.0 CONCLUSION 5.1 The Argyll and Bute economy is undergoing significant changes, presenting both distinct short and longer-term opportunities and challenges to overcome. The actions outlined in Appendix 1 are intended to provide a renewed focus to celebrate and deliver on our key strengths as an area and embrace the opportunities of our rural, natural resource-based economy for short term delivery in the first instance. 5.2 A short film has been produced to showcase in-year progress for 2024-2025 and will be played to members at the meeting. Page 228
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5 6.0 IMPLICATIONS 6.1 Policy – endorsed Argyll and Bute Economic Strategy 2024-34, Local Outcome Improvement Plan (LOIP), 2024-2034 and National Strategy for Economic Transformation (NSET- 10-year duration to 2032). 6.2 Financial – resources will be required to deliver the strategic intent articulated in the Economic Strategy Action Plan in Appendix 1. 6.3 Legal - all appropriate legal implications have been taken into consideration. 6.4 HR – staff required to support delivery of the actions to realise appropriate outcomes and impacts for residents and communities across Argyll and Bute. 6.5 Customer Service – none. 6.6 Risk - buy-in by key partner agencies and stakeholders to assist with the delivery of short-term strategic actions (up to three years) could be challenging due to the uncertainty around future funding streams; many budgets are still decided on an annual basis. 6.7 Climate Change – the economic actions under planet have been framed to address the net zero transition agenda. 6.8 Fairer Scotland Duty - the Fairer Scotland Duty, Part 1 of the Equality Act 2010, came into force in April 2018. The duty places a legal responsibility on particular public bodies in Scotland, such as Argyll and Bute Council, to pay due regard to (actively consider) how they can reduce inequalities of outcome, caused by socio- economic disadvantages, when making strategic decisions and how this has been implemented. 6.9 Equalities (protected characteristics) - all activities will comply with all Equal Opportunities policies and obligations. 6.10 Consumer Duty - all activities will comply with the council’s Consumer Duty. 6.11 Island Communities - actions have been and will be delivered across the whole of Argyll and Bute including the island communities. 6.12 Children’s Rights and Wellbeing – none. Kirsty Flanagan, Executive Director responsible for Development and Economic Growth Policy Lead for Business Development: Councillor Math Campbell-Sturgess 14th August 2025 Page 229
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6 For further information contact: Fergus Murray, Head of Development and Economic Growth Tel: 01546 604293 and e-mail: fergus.murray@argyll-bute.gov.uk Ishabel Bremner, Economic Growth Manager Tel: 01546 604375 and e-mail: ishabel.bremner@argyll-bute.gov.uk APPENDICES Appendix 1: Argyll and Bute Council SMART Economic Strategy Action Plan 2025-2028 Page 230
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7 Appendix 1 Argyll and Bute Council SMART Economic Strategy Action Plan 2025-2028 (WORKING DOCUMENT) Page 231
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8 PEOPLE: Addressing the continuing decline in our economically active population, improving workforce skills and attracting key workers, promoting equal access to education opportunity, and supporting job opportunities in emerging and new industries. The SMART actions noted in the PEOPLE tables below: • Increase the economically active population by investing in skills development. • Work with partners to enable equal access to education, both academic and vocational. • Focus on STEM education. • Promote increased adaptability and skills development for both existing and new staff including Argyll and Bute Council and local businesses. Page 232
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9 PEOPLE: Education, skills and training opportunities for all ages are aligned to higher paid employment and/or self-employment opportunities, with embedded Fair Work First principles. Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Council services through the Argyll and Bute Employability Partnership (ABEP) (DEG, Education, DYW) to map out all support for vocational education and training opportunities across all key sectors to share with schools, parents and all residents. 2. ABEP to align with the current work of the partners on increasing awareness of occupational opportunities across Argyll and Bute Council. 1. HIE, SE, SDS, UHI Argyll, UHI, SAMS, University West of Scotland, third sector providers and employers to assist the council with this mapping exercise, as members of the ABEP. 2. HIE to progress with establishing the new private sector driven Economic Forum. 1. Completion of an online directory by the ABEP of all support for vocational education and training opportunities, with web links to relevant information, by 31st March 2027. 2. Economic Forum to be established by 31st March 2026. 1. Online directory is an ongoing activity. 2. Prosper workshop held on 8th May 2025 to take forward an Argyll and Bute Economic Forum; still to be formalised led by the private sector. 1. In-kind support from all partners. 2. Funding opportunities for individuals and skills will be identified by web links to current support. Raised awareness of all occupational employment opportunities for all ages across Argyll and Bute. 1. ABEP to work with the Scottish Qualifications Authority (SQA) representative on the ABEP to explore tailored modern apprenticeship schemes for areas of skill shortages, including Planning and Environmental Health through investing in council officers with transferable skills. 1. More employers to consider opportunities to undertake work tasters/placements and apprenticeship training for adults aligned to current funding opportunities until end 31st March 2026. 1. Agreement from SQA to increase tailored modern apprenticeship schemes for areas of skill shortages, such as Planning and/or Environmental Health aby 31st March 2028. 2. Current funding work taster/placement caseloads available to employers to be committed and spent by 31st March 2026. 1. Ongoing activity. 2. Ongoing activity. 1. Use existing UK Shared Prosperity Fund and No One Left Behind (NOLB). 2. Council to invest to save to alleviate the skills gap with appropriate / improved access to the Apprenticeship Levy funding. Sustained work taster placements and created Adult Apprenticeship schemes to address critical Argyll and Bute Council skills shortages. Page 233
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10 PEOPLE: Education, skills and training opportunities for all ages are aligned to higher paid employment and/or self-employment opportunities, with embedded Fair Work First principles. Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. DYW, Education and Economic Growth to focus on the increasing the range of Foundation Apprenticeships for senior pupils across Argyll and Bute schools aligned with industry demand. 1. SDS to assist in increasing the range of Foundation Apprenticeships with sustainable job opportunities. 2. Check all activity with partners on the Argyll and Bute Employability Partnership (ABEP). 3. Scottish Government and the Scottish Funding Council to reduce the necessary class size due to rurality for Foundation Apprenticeship delivery. 1. Council to increase the range of Foundation Apprenticeship programme(s) available by 10% by 31st March 2028 to alleviate some skills shortages. 2. Council to increase the uptake of senior phase pupils undertaking Foundation Apprenticeship by 15% by 31st March 2028. 1. Ongoing activity. 1. Council to invest to save to alleviate the skills gap with appropriate / improved access to the Apprenticeship Levy funding. A greater range of Foundation Apprenticeship schemes available across all Argyll and Bute schools to address training and employment within key existing and emerging sectors. 1. Economic Growth to liaise with SDS and HIE to focus on the delivery of Graduate Apprenticeships for a variety of occupations across Argyll and Bute aligned with industry demand. 1. SDS and HIE to work with Economic Growth to encourage industry recruitment of Graduate Apprenticeships aligned to funding opportunities. 2. Check all activity with partners on the Argyll and Bute Employability Partnership (ABEP). 3. HIE to conclude the delivery of the Graduate Placement programme funded by the UK Shared Prosperity Fund. 1. 10% increase in the uptake of Graduate Apprenticeships supported by Argyll and Bute businesses across a variety of occupations by 31st March 2028. 2. 2 out of 13 Graduate Apprentices employed by 12 enterprises under the HIE Graduate Placement Programme funded by the UK Shared Prosperity Fund to be concluded by the end of March 2026. 1. Ongoing activity. 2. 11 Graduate Apprentice Placements concluded through the HIE Graduate Placement Programme by end of 2024/25. 1. Council to invest to save to alleviate the skills gap with appropriate / improved access to the Apprenticeship Levy funding. 2. UK Shared Prosperity Transition Fund 2025/26. Sustain and grow the number of Graduate Apprenticeship schemes available across Argyll and Bute within existing and emerging sectors. Page 234
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11 PEOPLE: Education, skills and training opportunities for all ages are aligned to higher paid employment and/or self-employment opportunities, with embedded Fair Work First principles. Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Focus on improving the skills of existing staff and the recruitment of new council officers equipped with transferable skills that can move across teams to support funded projects/themes and/or council priorities. 2. Economic Growth support to businesses through Business Gateway and Employability teams using UK Shared Prosperity Fund monies. 1. HIE and SE to share approaches to business interventions to complement local authority delivery. 1. 5% increase in the recruitment of staff with transferable skills. 2. Achieve outcomes associated with UK Shared Prosperity Fund interventions by end of March 2026. (For all businesses supported, increase in turnover by 30% and increase in job creation by 26% - see Overarching Economic Key Outcomes table below). 1. Ongoing activity. 2. The Council’s Employability Team supported: • 68 unemployed’ economically inactive residents into work placements with 48 employers, where 62% have secured employment post work placement. • 60 unemployed’ economically inactive and 26 low-income residents into training where 42% are in employment post training. Invest to save. UK Shared Prosperity Transition Fund 2025/26. Skills development mainstreamed for both existing and new council staff and local business staff to better capitalise on changing economic opportunities. Page 235
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12 PEOPLE: Education, skills and training opportunities for all ages are aligned to higher paid employment and/or self-employment opportunities, with embedded Fair Work First principles. Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. On approval of the Rural Skills Accelerator Programme (RSAP) Outline Business Case, ensure 3 of the 4 Full Business Cases are concluded aligned to the Rural Growth Deal (RGD) projected delivery timeframe for RGD projects. 2. Creation, co-delivery and ongoing KPI monitoring of the STEM Hub South (Dunoon), including mobile and outreach activity. led by the Council’s Economic Growth and Education services. 3. Assist the delivery of the STEM Hub North at SAMS through in- kind staff support from Economic Growth and Education services. 1. SAMS to manage the delivery of the STEM Hub North, including mobile and outreach activity. 2. HIE to manage and deliver the Business Leadership Skills programme, part of the RSAP. 3. UHI Argyll to manage and deliver the enhancement of the college accommodation in Lochgilphead. 1. a) 3 of the 4 Full Business Cases for the RSAP approved by both governments by the end of March 2027. b) HIE to commence and start the delivery of the Business Leadership Skills Programme from April 2026. 2. Co-delivery of the STEM Hub South by Economic Growth and Education by the of March 2027. 3. Delivery of the STEM Hub North by SAMS through liaison with Economic Growth, Argyll and Bute Council by the end of March 2028. 1. 3 of the 4 Outline Business Cases for the RSAP have been approved. 2. Staged approach to the creation of the STEM Hub South continues. 3. Approach for the STEM Hub South shared with the STEM Hub North to enable shared learning. Building secured for future STEM hub at SAMS. RSAP – RGD funding (£7m), plus Clyde Mission & Crown Estate Scotland (digital connectivity) and Council funding (£762,500). STEM education and skills has enabled a digitally driven pathway to learning opportunities. Page 236
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13 PEOPLE: Reducing Barriers to work through Employability Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Economic Growth to prepare the Argyll and Bute Employability Partnership (ABEP) Annual Investment Plan for 2025/26 based on successful bids aligned on a scoring matrix. 2. Economic Growth to present a paper on a truncated ABEP Delivery Plan, prepared by ABEP members, for endorsement by the Community Planning Partnership Management Committee. 3. Focus on all-age employability support and tackling child poverty with a 'no wrong path' approach to prepare the required Annual Investment Plan for No One Left Behind (NOLB) Scottish Government funding, complete with details of delivery interventions by the council and partners. 4. Joint messaging about the benefits of investment in early prevention of poor health and how improving people’s health and wellbeing supports the local workforce and reduces health care costs over the medium and longer terms. 1. Partners, in particular members of the ABEP, to deliver all age and child poverty interventions, funded by the NOLB for 2025/26. 2. Partners, in particular members of the Argyll and Bute Employability Partnership, to deliver all age and child poverty interventions, funded by the NOLB for 2025/26. 3. To utilise levers for direct investment to support wellbeing outcomes. 1. ABEP truncated Delivery Plan and full Annual Investment Plan to be endorsed by the CPP Management Committee by the end of September 2025. 2. Council and all delivery partners to achieve in-year spend and outcomes detailed in the Annual Investment Plan by the end of March 2026.. 3. Measurement of wellbeing outcomes, such as individuals supported to move into sustainable employment through case studies from ABEP members. 4. Developing a pilot approach to place making that incorporates public health outcomes. This is a partnership initiative supported by Hub North with NHS Highland as a key partner. 1. Annual Investment Plan 2025/26 prepared by the Employability Team, Economic Growth with input from ABEP. 2. Workshop delivered by ABEP on a truncated ABEP Delivery Plan on 20th May 2025. 3. With Scottish Government NOLB funding the Employability Team, Economic Growth and third sector delivery partners supported 472 participants in 2024/25. 4. Hub North proposal now being considered by ELT and NHS Highland prior to member approval. Scottish Government NOLB funding. Deliver the employability agenda, with embedded Fair Work First principles to assist people with multiple barriers into sustainable employment. Page 237
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14 PLACE: Investing in our towns, rural and remote rural communities, including our islands and peninsulas, to attract new people and businesses, pursuing external funding opportunities, investing in critical economic infrastructure such as housing, land for business development, reuse of land and buildings for community benefit, digital connectivity and transport (principally roads, ports and ferries). The SMART actions noted in the PLACE tables below: • Secure future investment from cross sector partners and external funding streams into our towns, rural and island communities. • Recognise the strengths of community resilience across Argyll and Bute. • Work with strategic partners to support communities in the development and facilitation of transformational regeneration projects including community ownership of assets and wealth creation. • Increase focus on areas of opportunity through better place making. Page 238
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15 PLACE: Better Place Making Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Continued development and delivery of built heritage investment schemes. 2. Continued delivery of the vibrant and living spaces projects funded through the UK Shared Prosperity Transition Fund, 2025/26 3. Continued delivery of the Community Regeneration Partnership funding for project activity throughout 2025/26. 4. Continue delivery of Rural Growth Deal programme and draw down of funding. Complete FBCs necessary to enable endorsement of projects by central governments. 5. Further promotion of the #ABplace2b campaign. 1. Establish a collaborative partnership between central governments, Argyll and Bute Council, CPP partners, communities and funders. 1. a) Complete Lochgilphead CARS programme by end June 2026; Complete Helensburgh CARS programme by end June 2026; Secure £1.8m funding for a Tarbert Heritage Regeneration Scheme by end March 2026. b) Delivery of new artworks in Helensburgh Outdoor Museum. 2. Delivery of the 8 Vibrant and Living Spaces projects with a total investment of £292,290.24 by the end of March 2026. 3. Commence all Community Regeneration Partnership projects by the end of March 2026. 4. Rural Growth Deal (RGD) signed 10th March 2025 with ongoing compliance, such as the drawn down of funding, for the remaining 9 financial years of the RGD. 5. Continue Love Local promotion and increase #ABplace2b followers by 10% from its launch to the end of March 2026. 1. Ongoing activity that is on track. 2. Ongoing activity. Funding fully committed. 3. Ongoing activity. On track. 4. Signing of the Rural Growth Deal in Rothesay by Argyll and Bute Council, the UK Government and the Scottish Government took place on 10th March 2025. 5. Ongoing activity. On track. CARS multi-annual funding. UK Shared Prosperity Transition Fund for Vibrant and Living Spaces projects. Community Regeneration Partnership Programme, £20m. Rural Growth Deal circa £70m investment over 10 years. Scottish Government Place based funding. Historic Environment Scotland, National Lottery Heritage Fund, Crown Estate and Rural Tourism Infrastructure Fund strategic investments. HIE capital funding. Creation of a distinct sense of place through the delivery of an outstanding built environment making our towns, rural and island communities across Argyll and Bute attractive places to live, work, visit and invest in. Page 239
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16 PLACE: Better Place Making (continued) Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 6. Secure future investment from cross sector partners and external funding streams including both the Scottish and UK Governments. 7. Dissemination and delivery of the Community Led Local Development (CLLD) Fund for 2025/26 through the Argyll and the Islands CLLD Local Action Group (LAG) supported by the council as the Accountable Body. 2. New partners to become members of a renewed CLLD Argyll and the Islands Local Action Group for 2025/26. 6. Continue to lobby and influence the Scottish and UK Governments and key partners for cross- sectoral place-based funding. 7. All CLLD Fund spend and outcomes for 2025/26 to be realised by the end of March 2026. 6. Ongoing activity. Community Regeneration Partnership funding to be announced in November 2025. 7. £599k of CLLD Fund support to 20 projects during 2024/25 against a total project cost of £793k, leveraging in £194k of match funding. For every £1 invested in CLLD Projects in 2024/25, the social value return was £5.11. Private sector investment. CLLD Fund from the Scottish Government for 2025/26. Creation of a distinct sense of place through the delivery of an outstanding built environment making our towns, rural and island communities across Argyll and Bute attractive places to live, work, visit and invest in. Page 240
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17 PLACE: Increasing Community Resilience and Wellbeing through Identifying and Delivering Income Streams Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Adopt a Community Wealth Building (CWB) approach / CWB Action Plan (as per proposed CWB (Scotland) Bill to ensure the economic success of Argyll and Bute is based on a wellbeing economy. 2. Council to continue to work and engage with partners and communities to create the opportunity for the use of community assets, empty spaces and co-production through the application of Place Based Wellbeing Principles such as accessibility and inclusion. 3. Partnership working with the Community Planning Partnership and Health and Social Care Partnership prevention agenda. 4. The Empty Business Property Grant Scheme will seek to support the owners and prospective tenants of empty business properties to return these to productive use with a view to enhancing the look, feel and vitality of our places, growing businesses and job opportunities, and attracting inward investment. 1. HIE, SE, third sector partners (including the Improvement Service) and external funders engage with the council and other stakeholders to maximise the wellbeing economy agenda for Argyll and Bute. 2. Communities to develop shared management of civic spaces and natural assets. 3. Input from community councils and development trusts to support community developments and co-production. 4. Publish and implement actions of the Community Wealth Strategy. 1. Establish a multi partner and cross council departmental approach to CWB to prepare a CWB Action Plan. 2. Increase the number of community owned buildings and land assets by 5% including a renewed focus on job creation, by the end of March 2028. 3. Embed appropriate Place and Wellbeing Principles, including the prevention agenda, into project delivery. 4. Continue to lobby Scottish Government to maintain budgets for community led projects e.g. Community Led Local Development (CLLD) Fund, Regeneration Capital Grant Fund (RCGF), Scottish Land Fund, and Rural Tourism Infrastructure Fund (RTIF) from 2025/26 onwards 1. CWB CPP Working Group formed with members from the Council’s Economic Growth and Community Development Teams, TSI Argyll, NHS Highland and HIE. 2. Request for CWB staff resource in Argyll and Bute Council officer response to the CWB (Scotland Bill) – submitted 23rd May 2025. 3. Examining prevention activities as part of the budget process. 4. RCGF, Place based funding, RTIF, Islands Infrastructure Fund, CLLD fund all reinstated. UK Government Asset Transfer fund/UKSPF. Scottish Government Community Empowerment – Asset Transfer Fund. Empty Business Property Grants funded from NDR income. Greater community resilience and wellbeing has created a better sense of belonging and prosperity through the access to external investment that has driven transformational opportunities, community ownership and innovation. Page 241
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18 PLACE: Improving Connectivity Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Further to the Strategic Transport Projects Review 2 (STRP2) response, continue to lobby the Scottish Government for a permanent and fully funded solution for the Rest and Be Thankful. 2. Prepare and deliver an Argyll and Bute Local Transport Strategy that identifies the key local transport priorities. 3. Lobby and influence the UKG, SG, BT and private contractors to deliver the R100 Programme moving into Project Gigabit 2030. 4. To map phase 1 mobile phone coverage at an individual premises level. 5. Prepare an Argyll and Bute Active Travel Strategy to achieve a healthier and more productive workforce. 1. Continue to lobby the Scottish Government for a permanent and fully funded solution for the Rest and Be Thankful. 2. Continue to lobby for increased active travel, public transport, airport, air service, ferry and ports infrastructure investments. 3. Industry and public sector collaboration to secure basic critical infrastructure. Key partners: • Scottish Government • UK Government • Transport Scotland • HITRANS • BT Openreach • Virgin • Digital Scotland • SPT. 1. Full commitment by Scottish Government to deliver a fully funded solution for the Rest and Be Thankful. 2. Approve and publish an Argyll and Bute Local Transport Strategy that identifies the key local transport priorities. 3. R100 achieved with 85% of premises with potential access to modern ultrafast broadband speeds; 85% coverage of 4G across Argyll and Bute. 4. Conclude the mapping of mobile phone coverage by December 2025. 5. Approve and publish an Argyll and Bute Active Travel Strategy. 1. Ongoing activity. Ground investigation works for preferred solution ongoing; round table discussions on impacts of works scheduled. 2. Ongoing activity. Local Transport Issues Paper approved for public consultation; Hi-Trans Regional Transport Strategy approved. 3. Ongoing activity working with BT Openreach. Provisional allocation of £200m UK Government funding for Argyll and Bute area, subject to UK Government confirmation and rapid delivery and positive support by Argyll and Bute Council. 4. Mobile phone coverage mapping nearing completion with data now released for most of Argyll and Bute Council area. 5. Active Travel Strategy out to public consultation. Lobby, influence and invest. Working with Industry and public sector partners to secure basis critical infrastructure. • Scottish Government • UK Government – previous levelling up agenda monies and new future schemes • Transport Scotland • HITRANS • SPT • BT Openreach • Virgin • Digital Scotland • CMal/CalMac • Scotrail • Bus companies. Existing routes to market (roads, rail, ferries, ports and air) and local employment opportunities are secured through increased investment in our critical transport and digital infrastructure. Page 242
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19 PLACE: Housing Emergency Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Reflect the endorsed Housing Emergency Action Plan (with a focus on increasing the supply of key worker housing).in the annual update of the local Housing Strategy. 2. Complete mapping of second homes and short- term lets to inform the delivery of Planning Control Zones (PCZs). 3. Deliver the 2 Strategic Development Frameworks for Tobermory to Dalmally Growth Corridor (TDGC) and Helensburgh & Lomond Growth Area (HLGA). 1. Ongoing engagement and delivery of specific actions in the Housing Emergency Action Plan will involve the following partners: • Scottish Government. • CPP partners, including HIE. • Housing Associations. • Private sector builders. • Highlands and Islands Economic Partnership. • Community Housing Trusts. 1. Publish Housing Emergency Action Plan outcomes by the of June 2025. 2. 20 key worker houses by end of March 2028. (10 completed by May 2025). 3. Approve PCZs informed by up- to-date housing data by end of March 2028. 4. Approve the 2 Strategic Development Frameworks for TDGC and HLGA. To be published as part of the Proposed Local Development Plan 3, potentially January 2028. 5. Deliver the Community Regeneration Partnership Fund housing related projects. 1. Outcomes published. Alignment of the Housing Strategy and Housing Emergency Action Plan has been completed. Work ongoing on identified actions. Officer Housing Delivery Group established focused on releasing sites for housing. 2. Site works completed for Rockfield Worker Housing site for 12 units. 3. Mapping of second homes and short term lets completed. This is being used to inform potential Planning Control Zones location in Argyll and Bute Council area. 4. Consultants engaged for both Strategic Development Frameworks about to commence public consultation on options. 5. Awaiting UK Government announcement of Community Regeneration Programme projects. 1. Lobby Scottish and UK Governments for additional flexibility and funding. 2. Strategic Housing Fund. 3. £450k for Strategic Development Frameworks of TDGC and HLGA. Consultants now appointed for both frameworks). 4. £5m of housing funding from the Community Regeneration Fund, UK Government (awaiting UK Government approval). Affordable homes of all tenure have been built or brought back in to use to meet the needs of our communities including attracting new economically active residents to Argyll and Bute to take up employment opportunities and to help expand established local businesses and / or to establish new businesses. Page 243
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20 PLANET: Delivering net zero and improving our biodiversity by supporting the sustainable growth of clean energy production (i.e. hydro, solar, wind and biomass), woodland, peat and marine habitat restoration, encouraging green industries to develop in our area, nature-based solutions and community ownership. The SMART Actions noted in the PLANET tables below: • Achieve net zero through increased clean energy production, forestry expansion, and marine habitat restoration. • Embrace clean energy opportunities and work to provide better local outcomes, including job retention and creation. • Develop low-carbon infrastructure to enable alternatives to private transport including active travel, better digital connectivity, and sustainable housing. • Foster nature-based solutions for increased climate change resilience and biodiversity enhancement. • Support emerging sustainable industries like seaweed farming, marine research and green energy. • Unlock the potential of the marine economy to create sustainable economic growth opportunities across Argyll and Bute. Page 244
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21 PLANET: Delivering Net Zero by 2045 through Economic Actions Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Prepare a Local Area Energy Plan for Argyll and Bute. 2. Work with our Community Planning Partners, community groups, trusts and bodies to delivery environmental, carbon neutral, projects. 3. Develop low-carbon infrastructure to enable alternatives to private transport including active travel, better digital connectivity*, and sustainable housing**. (*digital connectivity see PLACE: Improving Connectivity actions and **sustainable housing see PLACE: Housing Emergency). 1. Strong collaboration required from all Community Planning Partner stakeholders and the private sector – community climate hubs. 2. Argyll and the Isles Coast and Countryside Trust (ACT) leading on the delivery of an expanded North Atlantic Rain Forest and expanded restoration of peat bogs. 3. Strategic partners to lobby for funding, build political and community support to delivery Net Zero. 1. Deliver a Local Area Energy Plan (LEAP) for Argyll and Bute by December 2026. 2. Ensure economic opportunities through the production of a Regional Climate Change Strategy and Action Plan by the end of March 2028. 3. a) Adoption of an Active Travel Strategy by the end of March 2028. b) Preparation of the full business case by Hub North for the West Coast UAV Logistics and Training Hub at Oban Airport by March 2027. c) Continue the delivery of the Home Energy Efficiency Programme for Scotland (HEEPS) and new build (energy efficient) social housing (*for target, 20 key worker houses, see PLACE: Housing Emergency). 1. Discussions ongoing with Hub North on securing funding for LAEP. 2. Work ongoing by Commercial Services. 3. a) Active Travel Strategy out for public consultation. b) Oban Airport Business Park moving to development stage following business case approval and securing additional TIF funding. Awaiting Community Regeneration Programme funding announcement. c) HEEPs ongoing work secured a £2.2m grant for this financial year. ECO4 status secured. Funding via the UK and Scottish Governments Net Zero agenda. Renewables, forest expansion and energy conservation. Private sector community benefits. Argyll and Bute established as a leading low carbon economy and taking best advantage of our natural capital. Page 245
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22 PLANET: Expanding Green / Clean Energy Production Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Lead efforts to achieve net zero through clean energy production. 2. Consideration of green energy production on Islay to unlock economic opportunity. 3. To continue to lobby SSE networks for grid improvements to and from Islay to take advantage of new offshore wind opportunities and assist in the decarbonisation of the Islay economy; and to lobby SSE Networks and Scottish Power Energy Networks for better grid connectivity for communities experiencing grid constraints. 1. HIE and SE to support carbon sequestration activity and relevant funding. 2. Community groups to maximise returns for clean energy community benefits. 3. Argyll and Bute Renewables Alliance (ABRA) and other relevant partners to support the sustainable growth of the renewables and clean energy sectors across Argyll and Bute. 4. To sign off by 2027 the Hebrides and Orkney Whole System Uncertainty mechanism (HOWSUM) to act as a framework for a modern fit for purpose electricity distribution network across our island communities. 1. Increasing clean energy production by 500 MWs. 2. Completion of Rural Growth Deal full business case for ‘Creating a low carbon economy on Islay’ by March 2027. Continue to bid for carbon neutral funding for Islay. 3. To continue to lobby OFGEM and network operators to create SMART use of the grid and approve grid improvements – ongoing. 4. Increase community benefit returns by 10% by 2027. 1. Ongoing activity 13 on shore wind farms submitted 24/25 plus several battery storage schemes. 2. Re-examining Islay Business case following feedback from Governments. Carbon Neutral funding bids submitted annually. 3. Argyll and Bute Council has responded to several Government consultations on the grid investment. 4. Draft Economic and Social Charter being prepared for committee. Community benefits being monitored. SSEN Argyll Local fund now live. UK and Scottish Government funding. Private sector investment. Deliver clean energy sectoral opportunities and infrastructure across Argyll and Bute. Page 246
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23 PROSPERITY: Creating higher wage opportunities, seizing opportunities in the net-zero economy, improving productivity and innovation through increasing business efficiency including the use of digital technology, empowering communities through ownership and wealth creation, sustaining public services, promoting the marine and green economies, enabling the sustainable growth of key sectors such as food and drink together with revitalising the tourism and hospitality sectors and supporting the growth of the creative industries. The SMART Actions noted in the PROSPERITY tables below: • Capitalise on net-zero opportunities for green jobs and improve living standards. • Focus on productivity improvements through digital technology. • Empower the public, private and third sectors to provide services, participate in shared management of civic spaces and generate income. • Revitalise our key sectors such as the tourism and hospitality industry. • Leverage natural and cultural assets to drive sustainable business growth and overall economic growth. Page 247
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24 PROSPERITY: Supporting Business Start-up and Growth Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Lobby and influence the UK Government and the Scottish Governments on future funding decisions to continue business support funding across local government and partner agencies. Council Officer Funding Group established to collate information on existing and future funding that will facilitate lobbying. 2. Influence and facilitate business creation, retention and growth through tailored support by teams and funding within Economic Growth, such as Business Gateway and the Rural Tourism Infrastructure Fund (RTIF) respectively. and other council departments with sectoral remits. 3. Encourage organisations to consider alternative business models, with a particular focus on succession planning. Business Gateway signpost relevant information and resources. 4. Focus on business productivity improvements through digital support and reviews through current Expert Help Business Gateway interventions, funded by the UKSPF Transition funding for 2025/26. 1. Collaborative working by UK and Scottish Governments working with local authorities through Scottish Local Authorities Economic Development (SLAED) group. 2. Complementary business start-up and growth support from HIE and SE. 3. Complementary support on the adoption of alternative business models to assist with succession planning and business retention from HIE and SE. 4. Complementary support on business productivity improvements from HIE and SE. 1. Ongoing lobbying activity on future business support funding with external partners such as SLAED. 2. Commit and spend all business support grants funded by the UKSPF by the end of March 2026, which includes the UKSPF transition funding for 2025/26. 3. HIE to provide 2 cases studies by the end of March 2027 to demonstrate the adoption by local businesses of alternative business models. 4. Publish all outcomes from the digital support and reviews and Expert Help by end of June 2026. 1. Between June 2023 and March 2025 Business Gateway, Economic Growth, delivered a programme of additional support worth £516,521 fully funded through the UKSPF. 165 unique businesses were supported, via: • 87 small business development grants • 75 start-up grants • 16 training, trade fair, accreditation or digital grants • 9 expert help • 6 participants on intensive business support programme. 2. Impact of UKSPF – see infographic in Economic Growth Activities and Outcomes paper, EDI Committee, 11th September 2025.. UK Government funding (RGD & Community Regeneration Partnership Funding) and Scottish Government funding (RGD, Business Gateway and HIE). Argyll and Bute established as the natural choice for ambitious, emerging, productive and innovative new SMEs and industries to grow and flourish. Page 248
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25 PROSPERITY: Supporting Key Sectors and Productivity Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Lobby and influence the UK Government (e.g. UKSPF successor programme) and the Scottish Government (e.g. CLLD Fund) future funding decisions to support our key sectors such as tourism, food and drink, creative industries, renewables and marine with multi-annual funding models. 2. Promote our creative industries and their expansion across Argyll and Bute. Approve in principle, the hosting of the Royal National Mod Oban 2028. 3. Progress the development of the Kilmory Business Park Phase 2, Colgrain Business Park and Oban Airport Business Park. 1. Collaborative working by UK and Scottish Governments with local authorities. 2. CHARTS to attract external funding and support the sustainable growth of the sector including Gaelic culture as a means to boost business growth. 3. Relevant private sector companies; HUB North; Scottish Future Trust (SFT), HIE and SE to support the Council’s Procurement Team to publicise the supply chain opportunities from Kilmory Phase 2 and Oban Airport Business Park. 1. Secured sectoral funding for 2025/26 and beyond through external funding sources. 2. Deliver the Kilmory Business Park, Phase 2 by early of 2025/26; finalise the Colgrain Business Park Full Business Case by the end of March 2026; delivery Oban Airport Business Park by spring 2027. 1. Council Officer Funding Group established to collate information on existing and future funding to facilitate lobbying. 2. CHARTS awarded development funding from Creative Scotland during 2024/25 which may lead to them achieving Regularly Funded Organisation status. 3. Kilmory Business Park 2 under construction. Site investigation works ongoing for Colgrain Business Park. Oban Business Park approaching development phase. UK Government funding (RGD & replacement programme for levelling up) and Scottish Government funding (RGD, CLLD & RCGF); Crown Estate Scotland; Tax Incremental Finance (TIF) model (Argyll and Bute Council), Historic Environment Scotland (HES) and Heritage Lottery Fund (HLF); Creative Scotland; HLF. Argyll and Bute established as the natural choice for ambitious, emerging, productive and innovative new SMEs and industries to grow and flourish across the key sectors such as tourism, food and drink, creative industries, renewables and marine. Page 249
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26 PROSPERITY: Supporting Key Sectors and Productivity (continued) Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 4. Create a world class visitor destination through the delivery of Rural Growth Deal projects such as the Rothesay Pavilion and Kintyre Seasports. 5. Facilitate private sector investment in tourism accommodation and facilities. 6. Promote the strengths and opportunities of Argyll’s two current whisky regions, Islay and Campbeltown. 4. Argyll and the Isles Strategic Tourism Partnership to work collectively to support the sustainability and growth of the sector. 5. HIE to engage with a range of inward investors with a focus on the distilling sector. 3. Complete the restoration of the Rothesay Pavilion with the creation of 14 FTEs and deliver the Kintyre Seasports project, both by end of March 2027. 4. Expected to facilitate the leverage of £0.5bn of private sector capital investment in our key sectors by March 2028. 5. To facilitate the sustainable growth of Argyll and Bute’s current 2 distinct whisky regions (Islay and Campbeltown) that maximises local supply chain benefits by the end of March 2028. 4. New Strategic Tourism Partnership Strategy published August 2025. 5. Rothesay Pavilion on track for completion. Kintyre Full Business Case being developed. £200k secured for planning start. 6. Ongoing activity with several new distilleries on site and bonded warehouses under construction. UK Government funding (RGD & replacement programme for levelling up) and Scottish Government funding (RGD, CLLD & RCGF); Crown Estate Scotland; Tax Incremental Finance (TIF) model (Argyll and Bute Council), Historic Environment Scotland (HES) and Heritage Lottery Fund (HLF); Creative Scotland; HLF. Argyll and Bute established as the natural choice for ambitious, emerging, productive and innovative new SMEs and industries to grow and flourish across the key sectors such as tourism, food and drink, creative industries, renewables and marine. Page 250
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27 PROSPERITY: Empowering Communities (public, private and third sectors) to Increase their Resilience, Provide Services and Generate Income Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Through collaborative and partnership working ensure the CWB approach is embedded in the delivery of all council projects. 2. Engage and align with the Highlands and Islands Regional Economic Partnership (HIREP) Community Benefit sub- group activity and proposed outcomes. 3. Further to a detailed 12- week consultation period in the final quarter of 2024/25, collate a Visitor Levy Consultation Report for elected member consideration. 4. Focus on addressing areas of deprivation, particularly in Dunoon, Rothesay and Campbeltown, by fostering community partnerships. 1. The CPP, and other key cross sector stakeholders, to support the delivery of the CWB approach, with a focus on the recent CPP research on CWB. 2. HIE to support the delivery of community-led projects to support resilience and create local wealth generating opportunities. 3. Key partners across the Highlands and Islands are members of the HIREP Community Benefit sub-group with a focus on benefits pertinent to their own geographical areas as well as the Highlands and Islands. 1. Collective CWB approach embedded in all council project/ programme delivery. 2. Assist in the delivery of the community benefit proposals developed by HIREP, with a focus on Argyll and Bute communities. 3. Consultation completed. To reach a decision on whether to introduce an Argyll and Bute Visitor Levy by the early autumn 2025. 4. Identify clear economic functions for Dunoon, Rothesay and Campbeltown by March 2027. Working with BIDs and CDTS in particular, with Dunoon and Rothesay to deliver improved buildings, remove dereliction, and public realm enhancements 1. Tobermory Business Site phase 2, Port Ellen Community Hub, Colonsay and Tiree Business units completed. 2. Ongoing activity active member of HIREP. 3. Supporting potential Dunoon Data Centre bid for AI Growth status across Argyll and Bute. 4. Ongoing activity. Major capital works being progressed for Rothesay and Dunoon. Focus on assisting SMEs to establish businesses in both areas. . UK Government and Scottish Government funding. Private sector community benefit contributions. Community Benefit funding disseminated through working with and HIREP. Communities are equipped to improve their resilience through achieving local economic outcomes and social benefits that retain economic prosperity locally. Page 251
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28 PROSPERITY Maximise the Potential of the Marine Economy Council Actions Partner Actions Short-term success measures (up to 3 years) Progress on Actions 2024-2025 Resources Outcome by 2034 1. Unlock the potential sites for development with direct water access. 2. Support SMEs (through the Business Gateway service) to access supply chain opportunities aligned to the marine economy. 3. Provide support for new products including renewables linked to the RGD funded Marine Industry Training Centre (MITC) e.g. hydrogen, biofuels, bioplastics and to the Machrihanish Innovation Centre (MIC). 4. Ensure that the Rural Growth Deal (RGD) Marine Aquaculture Programme (MAP) delivers benefits for the whole marine industry and supports the expansion of new industries such as seaweed farming. 5. Unlock the potential of the North Lorn Port. 1. HIE, SE, the Loch Lomond & the Trossachs National Park Authority and Crown Estate Scotland are key partners to unlock potential sites. 2. HIE and SE to support SMEs to access supply chain opportunities. 3. HIE, in partnership with SAMS supports marine sector growth through: a) HIE led development of Phase 2 of the European Marine Science Park, “Camas House”. b) HIE led development of the business cluster through development and delivery of a strategy marketing plan. 4. HIE, in partnership with the council, SAMS, UHI, UHI Argyll and University of Stirling, to support marine economic opportunities realised through the MAP, specifically: a) RGD – MAP – SAMS led Centre for Seaweed and Shellfish Innovation and Development (CSSIDe). b) RGD – MAP – Argyll UHI led Marine Industry Training Centre (MITC). c) RGD – MAP – Uni of Stirling- Machrihanish Innovation Centre (MIC). 1. Site options appraisal and feasibility work completed by end of March 2027. 2. Supply chain opportunities realised and promoted through preparation of up to 5 case studies. 3. a) Completion of Camas House, European Marine Science Park (EMSP) Phase 2 during 2025/26. b) Growth in the number of marine organisations at the EMSP by 5%. c) CSSIDe business case completed; CCSIDe design development undertaken by the end of March 2027. 4. a) MITC full business case completed; MITC design development undertaken by the end of March 2027. b) MIC full business case completed: MIC design development undertaken by the end of March 2027. 5. Undertake a feasibility study into North Lorn Port. 1. Camas House nearing completion at the EMSP. Awaiting CRP fund decision on fitting out of second floor. 2. MITC full business being reappraised with partners. UK and Scottish Government funding. Council and HIE staff resource. 3. a) HIE GIA (General Investment Accounts) with external funding sought for fit-out. b) HIE GIA and council funded Business Gateway. c) SAMS, RGD and match funding. 4. a) UHI Argyll and RGD. b) University of Stirling, RGD and match funding. Council or future external funding opportunities. Delivery of marine economy opportunities across Argyll and Bute. Page 252
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29 Overarching Economic Key Outcomes for Argyll and Bute by the end of March 2028 Data sources: Office for National Statistics, Scottish Annual Business Survey (data often reported two years in arrears) and Skills Development Scotland Regional Skills Assessments. These overarching economic outcomes can only be achieved through a strong focus on collaboration and a joined-up approach, working closely with the Community Planning Partnership, complete with the revised Local Outcome Improvement Plan (LOIP) and proposed future Community Wealth Building Action Plan (once CWB (Scotland) Bill progresses through the Scottish Parliament during 2025 to become an Act), partner agencies and stakeholders across Argyll and Bute and at both a regional and national level. 1. Increase the rate of economic activity for the 16-64 cohort to 76% (i.e. an increase of 360 individuals). 2. Grow the Argyll and Bute workforce by 600 individuals. 3. Secure a 5% uplift in place-based investment. 4. Increase in turnover by 30% and increase in job creation by 26% for all supported businesses. 5. Deliver 20 key worker homes. 6. Retention of 60 FTEs and the creation of 30 FTEs. Page 253
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30 GLOSSARY of ACRONYMS COUNCIL DEPARTMENTS AND PARTNER ORGANISATION DEVELOPMENT PROJECTS / PROGRAMMES EXTERNAL FUNDS DEG: Development & Economic Growth, Argyll and Bute Council RGD: Rural Growth Deal UKSPF: UK Shared Prosperity Fund DYW: Developing the Young Workforce, Argyll and Bute Council RSAP: Rural Skills Accelerator Programme NOLB: No One Left Behind HR: Human Resources, Argyll and Bute Council STEM: Science, Technology, Engineering and Maths RCGF: Regeneration Capital Grant Fund SG: Scottish Government CWB: Community Wealth Building RTIF: Rural Tourism Infrastructure Fund UKG: UK Government UAV: Unmanned aerial vehicle CLLD: Community Led Local Development Fund HIREP: Highlands and Islands Regional Economic Partnership PCZ: Planning Control Zones LACER: Local Government COVID Economic Recovery ABEP: Argyll and Bute Employability Partnership TDGC: Tobermory to Dalmally Growth Corridor HLF: Heritage Lottery Fund OFGEM: Office of Gas and Electricity Markets HLGA: Helensburgh & Lomond Growth Area HIE GIA: Highlands and Islands Enterprise General Investment Accounts HIE: Highlands and Islands Enterprise HEEPS: Home Energy Efficiency Programme for Scotland SE: Scottish Enterprise CSSIDe: Centre for Seaweed & Shellfish Innovation & Development (CSSIDe). SDS: Skills Development Scotland MAP: Marine Aquaculture Programme UHI: University of the Highlands and Islands MITC: Marine Industry Training Centre UHI Argyll: University of the Highlands and Islands in Argyll MIC: Machrihanish Innovations Centre SAMS: Scottish Association for Marine Science EMSP: European Marine Science Park HITRANS: Highlands and Islands Transport Partnership SPT: Strathclyde Partnership for Transport BT: British Telecommunications ACT: Argyll and the Isles Coast and Countryside Trust ABRA: Argyll and Bute Renewables Alliance HES: Historic Environment Scotland BIDS: Business Improvement Districts CDTs: Community Development Trusts Page 254
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1 ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 ECONOMIC GROWTH TEAM ACTIVITIES AND OUTCOMES FOR 2024/25 1.0 EXECUTIVE SUMMARY 1.1 The purpose of this paper is to provide members of the Environment, Development and Infrastructure Committee with an update on the delivery of services and associated outcomes by the overarching Economic Growth Team, within the Development and Economic Growth Service, during 2024/25, which aligns with the council’s priority of Housing, Economic Growth and Population. 1.2 The overarching Economic Growth Team comprises of an Economic Growth Manager who has oversight over four teams as follows. • Opportunities and Growth • UK and External Policy • Business Gateway • Employability 1.3 The content of this paper has been summarised into an infographic, see Appendix 1. 1.4 It is recommended that Members of the Environment, Development and Infrastructure Committee consider and agree the update on the delivery of services in 2024/25 by the Economic Growth Team. Page 255 Agenda Item 14
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2 ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 ECONOMIC GROWTH TEAM ACTIVITIES AND OUTCOMES FOR 2024/25 2.0 INTRODUCTION 2.1 The purpose of this paper is to provide members of the Environment, Development and Infrastructure Committee with an update on the delivery of services and associated outcomes by the overarching Economic Growth Team, within the Development and Economic Growth Service, during 2024/25. 2.2 Collaboration and partnership working intra Economic Growth, with other council teams/services and with external partners are critical to the effective and efficient delivery of the interventions by the Economic Growth teams. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee consider and agree the update on the delivery of services in 2024/25 by the Economic Growth Team: 4.0 DETAIL 4.1 The work of the Economic Growth teams predominantly supports and adds value to the council’s priorities of ‘Housing, Economic Growth and Population’ and ‘Communities’, in particular: • Shared prosperity and sustainable business growth in Argyll and Bute, • People are Argyll and Bute’s most important asset in driving forward opportunities for growth and vibrant local economies. • Empowered and resilient communities. 4.2 The thematic focus and priorities of the Economic Growth Manager and the four teams is outlined in Figure 1 below. The diagram includes the number of staff per team, details on the number of full-time equivalent posts that are funded from external sources and key service interventions and activities delivered in a complementary and collaborative manner e.g. businesses being informed of employability funding to assist with recruiting specific targeted individuals/groups. Page 256
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4 KEY ACTIVITIES AND OUTCOMES 4.3 The key activities and outcomes by the teams within Economic Growth are outlined in the appended infographic (see Appendix 1) complete with geographical spread of activity (as appropriate) testimonials and case studies from project and programme beneficiaries. Some notable outcomes and impacts of the interventions delivered directly and indirectly (e.g. management of funding schemes) by the teams within Economic Growth are outlined as follows: Opportunities and Growth: • £1.9 million of direct economic impact on the local economy from the Clipper Round the World Yacht Race 2024 which contributed to the recognition of Oban towards the Town of the Year Award 2024. • Although delivery suspended during 2024/25, the Rural Tourism Infrastructure Fund is now up and running again with the three projects, totaling £1.25 million, now awarded funding (Round 4/5). UK and External Policy: • From the UK Shared Prosperity Fund Investment Plan spend, 2022-25, of £2.56 million the outcomes derived are: ➢ 17 jobs created ➢ 256 volunteering opportunities supported ➢ 254 people participated in Multiply (numeracy) funded courses ➢ 103 people in employment including self-employment ➢ 106 enterprises received ➢ 11 assets or facilities created or improved. • £599k of Community Led Local Development (CLLD) funding delivered to support 20 projects against total project costs of £793k leveraging in £194k of match funding; with a social return on investment of £5.11 for every £1 invested in CLLD projects in 2024/25. Argyll and Bute Business Gateway: • 152 new start-up businesses supported with a combined projected turnover of £6.06 million in year 1 and creating 173 jobs. • customer satisfaction of Argyll and Bute Business Gateway 94% compared to a national average of 81%, with 92% of recipients reported their business will benefit and 97% of recipients reported they would recommend the Business Gateway service. Employability: • 48 employers in Argyll and Bute supported to host work placements with 68 unemployed/economically inactive residents supported to take part in a work placement. • 42 participants secured employment at the end of their work placement (62%). • 472 participants were supported in 2024/25 by the Council’s Employability Team and third sector delivery partners with tailored support on their journey into work through No One Left Behind funding from the Scottish Government. • Job starts across Argyll and Bute is 44% compared with 31% Scotland wide. Page 258
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5 5.0 CONCLUSION 5.1 The purpose of this paper is to provide members of the Environment, Development and Infrastructure Committee with an update on the wide-ranging activities of the overarching Economic Growth Team during 2024/25, including delivery of the services and associated outcomes in compliance with funding requirements. 5.2 There is an underlying theme of collaboration, facilitation and complementary work across the teams within Economic Growth, with extensive collaboration with other council teams, the third sector, government agencies and commercial companies. A lot has been achieved during 2024/25 by small teams of staff. 6.0 IMPLICATIONS 6.1 Policy – Argyll and Bute Economic Strategy 2024-34, Local Outcome Improvement Plan (LOIP), 2024-2034 and National Strategy for Economic Transformation (NSET- 10-year duration to 2032). 6.2 Financial – numerous external funding streams, as detailed in the paper. 6.3 Legal - all appropriate legal implications have been taken into consideration. 6.4 HR – staff required to support delivery of the actions to realise appropriate outcomes and impacts for residents and communities across Argyll and Bute. 6.5 Customer Service – none. 6.6 Risk - ongoing delivery of opportunities afforded by external funding has only been possible with associated revenue funding. However, many funding sources are only for one year, which makes staff recruitment and retention difficult, particularly in an area such as Argyll and Bute with many remote rural and island communities. Through various officer networks, such as Scottish Local Authorities Economic Development (SLAED) group, focus has been given to the need to influence funding bodies on the benefit of sustainable multi-annual funding streams. 6.7 Climate Change – there were a number of net zero and climate resilience interventions supported within the Argyll and Bute UK Shared Prosperity Fund Investment Plan, 2022-2025 and ongoing for the 2025/26 UK Shared Prosperity Transition Plan. 6.8 Fairer Scotland Duty - the Fairer Scotland Duty, Part 1 of the Equality Act 2010, came into force in April 2018. The duty places a legal responsibility on particular public bodies in Scotland, such as Argyll and Bute Council, to pay due regard to (actively consider) how they can reduce inequalities of outcome, caused by socio- economic disadvantages, when making strategic decisions and how this has been implemented. 6.9 Equalities (protected characteristics) - all activities will comply with all Equal Opportunities policies and obligations. Page 259
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6 6.10 Consumer Duty - all activities will comply with the council’s Consumer Duty. 6.11 Island Communities - interventions have been delivered across the whole of Argyll and Bute including the island communities. 6.12 Children’s Rights and Wellbeing – none. Kirsty Flanagan, Executive Director responsible for Development and Economic Growth Policy Lead for Business Development: Councillor Math Campbell-Sturgess 27th August 2025 For further information contact: Fergus Murray, Head of Development and Economic Growth Tel: 01546 604293 and e-mail: fergus.murray@argyll-bute.gov.uk Ishabel Bremner, Economic Growth Manager Tel: 01546 604375 and e-mail: ishabel.bremner@argyll-bute.gov.uk APPENDICES Appendix 1: Economic Growth Activities and Outcomes 2024/2025 Page 260
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11 SEPTEMBER 2025 REGISTRATION OF AN ECONOMIC DEVELOPMENT SUBSIDY SCHEME TO FACILITATE COMPLIANCE WITH POST-EU SUBSIDY CONTROL LEGISLATION 1.0 EXECUTIVE SUMMARY 1.1 The purpose of this paper is for members of the Environment, Development and Infrastructure Committee to approve the registration of a subsidy scheme to facilitate the delivery of economic development projects and ensure legal compliance with subsidy control legislation. The proposed subsidy scheme documents can be reviewed in Appendix 1 and Appendix 2 of this paper. 1.2 A subsidy is where a public authority provides support to a business, or other organisation. Any such assistance is subject to an assessment under control legislation. An important point to note is that the registration of a subsidy scheme does not in itself confer any subsidy on any organisation or spend or commit any council funds or resources – it is simply an administrative tool which will facilitate compliance when the council chooses to grant subsidy. All subsidies will still be subject to assessment, consideration, and often legal oversight, using existing council processes. 1.3 Should the committee not approve the registration of this scheme, forthcoming projects will continue to be potentially subject to a full and lengthy individual assessment process as well as a 30-day challenge period with resulting delays and staff resource implications. 1.4 The registration of the proposed subsidy scheme will significantly reduce the administrative burden on council officers and partners. It will also reduce delay. This is a significant efficiency, and will allow the council to be nimbler, taking advantage of project and funding opportunities in a less bureaucratic way. 1.5 It is recommended that Members of the Environment, Development and Infrastructure Committee: • Consider and note the Argyll and Bute Economic Development Subsidy Scheme document, see Appendix 1 and the associated Principles Assessment document see Appendix 2. • Endorse that a subsidy control scheme be registered with the Competition and Markets Authority (CMA) called the ‘Argyll and Bute Council’s Economic Development Scheme’. Page 281 Agenda Item 15
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ARGYLL AND BUTE COUNCIL ENVIRONMENT, DEVELOPMENT AND INFRASTRUCTURE COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 11th SEPTEMBER 2025 REGISTRATION OF AN ECONOMIC DEVELOPMENT SUBSIDY SCHEME TO FACILITATE COMPLIANCE WITH POST-EU SUBSIDY CONTROL LEGISLATION 2.0 INTRODUCTION 2.1 A paper was originally presented to the Directorate Management Team of Development and Infrastructure in May 2021, outlining the significant changes in subsidy control legislation which came about as the Brexit transition period ended on the 31st of December 2020. It asked that the changes be noted and recommended various actions including the setting up of an internal officers’ Subsidy Control Working Group to lead on work in this area. 2.2 Since this paper, a new regime has been introduced in the form of the Subsidy Control Act 2022. The internal officers’ Subsidy Control Working Group has been working to increase awareness of the legislation across the council, supporting officers to assess subsidies against the legislation where needed, and keeping up to date with changes to procedure and practice in the area. 2.3 As with any new area of legislation, there is significant uncertainty, and best practice is developing within both the council and public authorities across the UK. Members of the internal officers’ Subsidy Control Working Group have been working collaboratively to share best practice, particularly as part of a working group organised by the Scottish Local Authorities Economic Development (SLAED) Funding Group and a subsidy control sub-group established for the Highlands and Islands Regional Economic Partnership (HIREP). 2.4 Following the departure of the UK from the European Union (EU), a new Subsidy Control Act (2022) created a domestic subsidy control regime in the UK, replacing EU State Aid legislation. The act places significant duties on public authorities (including the council) when granting subsidy in order to ensure the UK remains compliant with its international legal obligations and to further its strategic interests. 2.5 Subsidy can take the form of a grant, a tax break, a loan or guarantee on favourable terms, or the use of facilities or provision of services below market price. Such subsidies are commonly used by the council to meet its objectives, such as encouraging economic development, delivering community facilities, or supporting organisations and enterprises carrying out activity which benefits communities across Argyll and Bute. Much of the external funding which is provided to or Page 282
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administered by the council, often in the millions of pounds per year, is subject to subsidy control legislation. 3.0 RECOMMENDATIONS 3.1 It is recommended that Members of the Environment, Development and Infrastructure Committee: • Consider and note the Argyll and Bute Economic Development Subsidy Scheme document, see Appendix 1 and the associated Principles Assessment document see Appendix 2. • Endorse that a subsidy control scheme be registered with the Competition and Markets Authority (CMA) called the ‘Argyll and Bute Council’s Economic Development Scheme’. 4.0 DETAIL 4.1 The new subsidy control regime obliges the council to consider if many activities it undertakes may be considered subsidy under the law and, if they are, to undertake a time-consuming process of assessment prior to registering subsidy on a transparency database managed by the CMA. Subsidy on this database is then subject to a 30-day period in which they are open to legal challenge. This process can take weeks or months, adding significant delays to projects, potentially even putting them at risk should they be time sensitive; for example where external funding is time-limited. It also time-consuming for council officers and is specialised work often involving multiple officers and advice from the legal and regulatory support colleagues. It will often need sign-off at a senior level. 4.2 Recognising the work involved, the legislation allows for the registration of a subsidy scheme. A scheme is an administrative framework which, once registered, allows multiple subsidies to granted under it (if they fit the definitions and conditions of the scheme). The scheme itself must be uploaded on to the transparency database and is subject to a single 30-day challenge period. However, subsequent subsidies registered under the scheme are not subject to challenge and can undergo a much faster and simpler internal process of assessment. 4.3 The purpose of schemes under the legislation is to provide this streamlined route for compliance, and as a result, the advantages have been recognised by many local authorities. At the time of writing, public authorities have registered 1,299 subsidy schemes. This includes a significant number of schemes by Scottish local authorities, and schemes for comparable purposes, such as that set up to administer the Belfast City Deal. Council officers have been working closely with such authorities to ensure the sharing of best practice and advice. 4.4 In December 2024, the SLAED Funding Group suggested the creation of a subsidy control scheme to be registered by the Scottish Government which could be used by all public authorities working in the Highlands and Islands Regional Economic Partnership area when undertaking subsidy activity to undertake community economic development. Page 283
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4.5 Argyll and Bute Council officers were involved in this HIREP working group and worked collaboratively to draw up and scheme and the necessary scheme documents over the early part of 2025. Unfortunately, when the scheme (known as the Highlands and Islands Community Empowerment Subsidy Scheme – HICESS) was at an advanced stage, it become apparent that the Scottish Government Subsidy Control Unit was unable to register the scheme as originally intended. As the Scottish Government is the only body that can register schemes for use by a range of public authorities at a national level by law, this left the original plan for the HICESS scheme at an impasse. 4.6 Given that so much work had already been undertaken to create the scheme documents, and the fact that much of it is easily transferable, several public authorities who are members of the Highlands and Islands Regional Economic Partnership have decided to modify the draft HICESS scheme and register it individually for their own use. So far, Highlands and Islands Enterprise has registered a scheme. It is understood other local authorities are also progressing this but Argyll and Bute Council would be the first to do so. 4.7 Preparing a scheme involves drawing up a scheme document (Appendix 1), which would be made publicly available on the CMA transparency database at the time of registration of the scheme. A detailed principles assessment (Appendix 2) must also be undertaken and is held internally. These have been created by adapting work previously undertaken for the HICESS scheme and are appended as noted. The proposed Argyll and Bute Economic Development Subsidy Scheme would have the following policy objectives: • Mitigate the regional inequality and socio-economic disadvantage experienced in Argyll and Bute, recognising the region’s distinctive culture and unique challenges. • Support the delivery of Argyll and Bute Council’s Economic Strategy 2024-2034 and the associated short-term Action Plan 2025-2028 (which is updated annually). • Preserve and create new employment to retain population across the region, strengthening communities and underpinning the region’s place-based approach to development. • Contribute to the Scottish Government’s National Strategy for Economic Transformation (NSET) vision for a wellbeing economy thriving across economic, social and environmental dimensions and its ambition to promote entrepreneurial activity in every sector in our economy. 4.8 Subsidies proposed under the scheme must be assessed to be delivering these objectives, as well as meeting detailed eligibility and compliance requirements set out in the documents. A third document, internal scheme guidance, will be drawn up to assist council officers in the process. This will be integrated with existing processes, such as those being developed as part of the Project Pipeline. This will introduce further efficiencies as the subsidy control process continues to be integrated into developing internal project planning processes. Page 284
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4.9 The potential benefits to registering the scheme are significant and are recognised by council officers who work with subsidy, such as those involved in grant-giving and in delivering externally funded infrastructure or community development projects. The advantages are that subsidies issued under a scheme can: • Undergo the necessary assessment to ensure compliance with subsidy control legislation much more quickly and with less staff resource than those which would need to be assessed and registered individually, significantly reducing delays. • Allow the council and partners receiving subsidy to have more confidence that they are in compliance with the law. • Allow well-informed decisions to be taken sooner, internally, and also remove the need for the compulsory 30-day challenge period which can cause delays. • The streamlined process, when undertaken with guidance and support from the Argyll and Bute Council Officers’ Subsidy Control Working Group, can be delivered by a wider range of council officers with less need for specialist input. 4.10 The scheme also potentially significantly reduces risk. The subsidy control scheme itself is subject to a 30-day challenge period, meaning its robustness is tested at this stage. Subsequent subsidies issued under the scheme are not then subject to individual legal challenge. The council must still ensure that any subsidies are compliant with the scheme (and indeed internal auditing), and ensure due diligence is undertaken. Robust internal processes and support are available to ensure this. However the result is a significant reduction in the risk of legal challenge, improving confidence in decision-making and preventing delays. 4.11 The proposed scheme would run for 10 years from the point of registration. A review of the scheme, its effectiveness, and the subsidies issued under it would be undertaken at five years and any necessary changes made. An unlimited number of subsidies could be issued under it, although an overall monetary cap is given, both for individual subsidies awarded under the scheme and for the scheme as a whole. The scheme therefore has potential to deliver benefits over a significant period of time and across multiple projects. 5.0 CONCLUSION 5.1 The registration of an Argyll and Bute Economic Development Subisidy Scheme has the potential to result in significant efficiencies when delivering subsidies of various kinds over the next ten years. It will cut bureaucracy significantly, ensure legal compliance, and aid decision-making. The scheme has come about as a result of effective collaborative working between the council and other public authorities and can be considered an example of best practice within the area of subsidy control. 6.0 IMPLICATIONS 6.1 Policy – aligns with the Argyll and Bute Economic Strategy 2024-34 and associated short-term Economic Strategy Action Plan, 2025-2028, National Strategy for Economic Transformation vision for a wellbeing economy thriving across economic, social and environmental dimensions and its ambition to promote entrepreneurial activity in every sector in our economy and potential ongoing implications for the Page 285
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council’s Economic Development Subsidy Control Scheme aligned to revised legislation and/or policy. 6.2 Financial – potential implications on subsidy which may be awarded in future. 6.3 Legal – a new subsidy control scheme must be legally compliant, and then there may be on-going potential implications as subsidy is awarded. 6.4 HR – assessments will be undertaken by existing staff. 6.5 Customer Service – none. 6.6 Risk - the proposal should have positive implications for risk, as legal risk will be reduced through using the proposed subsidy control scheme, as long as all procedures and conditions are followed. 6.7 Climate Change – none. 6.8 Fairer Scotland Duty - the Fairer Scotland Duty, Part 1 of the Equality Act 2010, came into force in April 2018. The duty places a legal responsibility on particular public bodies in Scotland, such as Argyll and Bute Council, to pay due regard to (actively consider) how they can reduce inequalities of outcome, caused by socio- economic disadvantage, when making strategic decisions and how this has been implemented. This is integral to the Argyll and Bute Economic Development Subsidy Scheme policy objectives. 6.9 Equalities (protected characteristics) - all activities will comply with all Equal Opportunities policies and obligations. 6.10 Consumer Duty - all activities will comply with the council’s Consumer Duty. 6.11 Island Communities - none. 6.12 Children’s Rights and Wellbeing – none. Kirsty Flanagan, Executive Director responsible for Development and Economic Growth Policy Lead for Business Development: Councillor Math Campbell-Sturgess 23rd July 2025 For further information contact: Fergus Murray, Head of Development and Economic Growth Tel: 01546 604293 and e-mail: fergus.murray@argyll-bute.gov.uk Ishabel Bremner, Economic Growth Manager Tel: 01546 604375 and e-mail: ishabel.bremner@argyll-bute.gov.uk Kevin Grant, Senior Development Officer, UK and External Policy Team Tel: 01546 604491 and e-mail: kevin.grant@argyll-bute.gov.uk Page 286
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APPENDICES Appendix 1: Argyll and Bute Economic Development Subsidy Scheme, Scheme Document (draft) Appendix 2: Argyll and Bute Economic Development Subsidy Scheme, Principles Assessment (draft) Page 287
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1 Argyll and Bute Council Economic Development Subsidy Scheme Scheme Document Page 289
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Page 2 of 13 Contents 1. Introduction and compliance with the subsidy control principles ............................................ 3 2. Purpose ................................................................................................................................. 3 3. Budget of scheme ................................................................................................................. 3 4. General definitions ................................................................................................................ 4 5. General conditions ................................................................................................................ 5 6. Type of subsidy and calculation of the subsidy value............................................................. 6 7. Eligible enterprises ................................................................................................................ 6 8. Eligible sectors ...................................................................................................................... 6 9. Eligible activities .................................................................................................................... 7 10. Ineligible activities ............................................................................................................. 7 11. Subsidy ratios and maximum award amounts ................................................................... 7 12. Cumulation ........................................................................................................................ 7 13. Misuse of subsidies ........................................................................................................... 8 SCHEDULE 1 ................................................................................................................................... 9 Measure 1 - Support for capital investment ................................................................................... 9 Measure 2 - Support for capacity building ................................................................................... 11 Measure 3 – Operating support ................................................................................................... 12 SCHEDULE 2 ................................................................................................................................. 13 Page 290
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Page 3 of 13 1. Introduction and compliance with the subsidy control principles 1.1. This Scheme is made by Argyll and Bute Council (referred to hereafter as ‘the Council’) as a public authority in accordance with section 10(3)(e) and 10(2)(a) of the Subsidy Control Act (2022). It can be used by the Council to give subsidies to enterprises that meet the eligibility criteria and conditions of the Scheme. 1.2. The Scheme has been designed in consideration of the Subsidy Control Principles meaning public authorities can give subsidies under the Scheme without assessing them against the principles. Accompanying Scheme Guidance is provided to help the Council interpret and comply with its conditions. 1.3. The Scheme is made on [date] 2025 1.4. The Scheme may be used by Argyll and Bute Council to support eligible beneficiaries and activity in the Scheme area on or after 1 April 2025 until 31 March 2035. 2. Purpose 2.1. The Scheme provides for the giving of subsidies to stimulate and support the growth of enterprises and organisations in the scheme area. Such subsidies shall fall within the following categories set out in the Schedule 1: a) Support for investment in capital assets b) Support for capacity building c) Operating support 2.2. Subsidies given under the Scheme must comply with paragraphs 5 to 14 and the relevant requirements in Schedule 1. 2.3. The Scheme covers the local authority area of Argyll and Bute, as shown in schedule 2. 3. Budget of scheme The overall budget for the scheme is £200 million. The budget was calculated by looking at the expenditure of grants in recent years which may have been eligible for consideration within this scheme. A rough average amount per year was calculated and then projected forward. In addition, consideration was given to known upcoming grants schemes, some of which individually may result in tens of millions of pounds of activity. Although not all of this activity may be deemed to be subsidy, this figure is considered a maximum possible amount. This is by its nature an estimate as future grant and budget availability cannot be predicted, but it is based on the experience of council officers with significant experience of this area of work within the local authority. Page 291
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Page 4 of 13 4. General definitions 4.1. “the Act” means the Subsidy Control Act 2022. 4.2. “ailing or insolvent enterprise” has the meaning defined in section 24(1) of the Act i.e. an enterprise that (a) would almost certainly go out of business in the short to medium term without subsidies, (b) is unable to pay its debts as they fall due, or (c) the value of its assets is less than the amount of its liabilities, taking into account its contingent and prospective liabilities. 4.3. “beneficiary” means the legal entity enterprise in receipt of the subsidy. 4.4. capital expenditure” means: a) the buying of equipment, land or buildings; b) or the construction of buildings for the purpose of the production of the relevant goods or the provision of the relevant services; c) or the adaptation of equipment, land or buildings for the same purposes; d) or a combination of the purchase and the adaptation of equipment, land or buildings for the same purposes; e) for these purposes, this may include professional fees and consenting costs directly relevant to the project to the extent these will be capitalised in the enterprise’s balance sheet; also f) for these purposes, this may include rental of equipment, land or buildings, where the subsidy covers rental costs for 3 years or less; g) this may also include the purchase or licensing of intangible assets such as intellectual property rights or software. 4.5. “eligible costs” means those costs defined in paragraphs 2, 6 and 10 in Schedule 1. 4.6. “enterprise” has the meaning given by section 7 of the Act. 4.7. “initial investment costs” means the initial outlay costs for a new project. 4.8. “obligation period” means the period over which the council places a legal requirement on the subsidy beneficiary to fulfil the purpose of the subsidy. 4.9. “professional advisory fees” means the costs of purchasing any consultancy or professional business services. This excludes services that are needed for the ordinary administration of an enterprise, to ensure compliance with legal obligations such as accountancy services to meet annual reporting requirements. 4.10. “public authority” has the meaning under section 6 (1) of the Act. 4.11. “project” means an activity or activities conducted to a method or plan with a view to achieving a specified end goal. 4.12. “project costs” means those costs incurred and paid for by the enterprise arising directly from the delivery of the specific project for which they are seeking subsidy. 4.13. “project start” means when the activities directly related to the project, being subsidised under the Scheme, begin. 4.14. “related projects" means projects or activities being carried out by the same legal entity, for the same or substantially the same specific purposes set out in measures in Schedule 1. Projects may be considered unrelated if they have entirely different objectives and could be undertaken independently of one another. 4.15. “Sensitive sectors” means those defined in the schedule to the Subsidy Control (Subsidies and Schemes of Interest and Particular Interest) Regulations 2022. These include Page 292
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Page 5 of 13 manufacture of iron and steel, production or aluminium and copper, manufacture of motor vehicles, motorcycles, and air/spacecraft machinery, building ships and floating structures, and production of electricity. 4.16. “subsidised debt finance” means a loan, quasi-equity or equity investment that is provided on terms that are more favourable than commercially available terms, such as lower interest rates, collateral requirements, agreed share of profits. 4.17. “subsidy database” means the database of subsidies established under section 32 of the Act. 4.18. “Subsidy of Particular Interest" has the meaning given in Section 3. (2),(3),(4) or (5) of the Subsidy Control (Subsidies and Schemes of Interest and Particular Interest) Regulations 2022. 4.19. “training costs” means the fees of trainers and training providers, the hire of venues in which to do training, the cost of equipment used exclusively for training purposes and the wage costs of workers for the time spent in training. 4.20. “wage costs” means the gross wage payable by the beneficiary to the employee before tax and includes the beneficiary’s compulsory contributions such as mandatory pension contributions and national insurance. This excludes any voluntary benefits or allowances given to the employee. 5. General conditions 5.1. Before giving a subsidy to an enterprise under the scheme, the Council must obtain the following information from the enterprise: a) The name and legal entity status of the enterprise b) A description of the proposed project or activity assistance is requested for including: i. The location of the activity ii. Start and end dates iii. Expected outcomes iv. Anticipated costs (excluding recoverable VAT if the enterprise is VAT registered) supported by sufficient current documentation to evidence the costs. 5.2. The council may not give a subsidy for a project or activity that has started unless: a) it has provided written authorisation to the enterprise that the project or activity can be started before the subsidy is given, and b) it is of the view the project or activity would not be viable unless it starts before the subsidy is given, or c) it is of the view the scope of the project or activity is being widened or the project or activity is being accelerated. 5.3. The Council must award subsidies using objective and transparent selection criteria that are available to potential recipients in advance of giving the subsidy. When giving subsidies using the Scheme, the council is responsible for ensuring they are compliant with the scope and conditions of the Scheme. The council will follow its own internal policies and procedures, they must carry out an appropriate level of due diligence and investigation commensurate with the value of the subsidy and the risk of creating market distortion, and Page 293
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Page 6 of 13 document the outcome. In particular, the council must assess the additionality of each intervention and record the outcome of the assessment in their project documentation. In addition, the council must ensure that the schemes are compliant with the conditions of any grant scheme from which part or all of the funding originates. 5.4. All eligible costs must be incurred directly as a result of the project or activity. 5.5. All eligible costs should be limited to those strictly necessary for the project or activity, and in respect of revenue costs, limited to the time period of the project or activity. 5.6. The Council may not give a subsidy under the Scheme that would, but for section 30(1) of the Act, be subject to any of the prohibitions and other requirements contained in sections 15–29 of the Act. 6. Type of subsidy and calculation of the subsidy value 6.1. Subsidies under the Scheme may be given in any form of financial assistance. 6.2. For the purposes of any paragraph in the Scheme that contains a financial amount, the following will apply: a) If a subsidy is provided in cash, the gross cash amount given is to be used in determining the amount of the subsidy. b) If a subsidy is provided otherwise than in cash, the amount of the subsidy given is to be determined by reference to the gross cash equivalent of the subsidy. c) The gross cash amount and gross cash equivalent amount are to be determined in accordance with the Subsidy Control (Gross Cash Amount or Gross Cash Equivalent) Regulations 2022. 7. Eligible enterprises 7.1. Enterprises as defined in the act (7.1-5) of any size may be eligible including private, public, and third-sector enterprises: a) Third and public sector organisations could include, but are not limited to social enterprises, community organisations, charitable trusts, public sector arms-length organisations (ALOs), public authorities, voluntary organisation intermediaries acting on behalf of public authorities to deliver their social policies. b) Private enterprises may be classed as an SME (by reference to the Companies Act 2006, S382 and S465) or a large enterprise. c) Enterprises need not be based in the scheme area but the project or activity must be delivered within, and only within the Scheme area. 8. Eligible sectors Page 294
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Page 7 of 13 All activity will be considered against the prohibitions as set out in the act (sections 2.14-31), as well as their suitability for the exemptions set out in the legislation (sections 2.36-42). Subsidy relating to sectors defined as “sensitive” may be given under the scheme, provided they do not exceed the threshold where they become a Subsidy of Particular Interest and require mandatory referral to the Competition and Markets Authority Subsidy Advice Unit for review. The list of sensitive sectors is set out in the guidance which accompanies the act (sections 10.9 – 10.15). This guidance is subject to on-going review and therefore all subsidies will be checked against the most recent iteration of the guidance and list of sensitive sectors at time of assessment. 9. Eligible activities A broad range of projects or activities which support economic development and community resilience, in line with Argyll and Bute Council’s ongoing policies and objectives. 10. Ineligible activities The Council may not give subsidy for any of the following: a) Activity classed as prohibited subsidies in sections 15-29 of the Act. b) Projects promoting political or religious beliefs. c) Projects concerned with gambling or other activity that might bring the public authorities or Scheme into disrepute. d) Projects concerning activity that could be considered illegal. 11. Subsidy ratios and maximum award amounts Recognising that the distortive nature of subsidy is highly dependent on the nature of the enterprise it is being given to subsidies given under the scheme are capped at variable amounts depending on organisation type: a) For third and public sector enterprises they must not exceed 100% of eligible costs; b) For private sector enterprises classed as SMEs, they must not exceed 80% of eligible costs c) For private sector enterprises classed as large enterprises (employing over 250 people), they must not exceed 50% of eligible costs d) In all cases subsidies must be capped at the maximum award amount for the measure used. e) Public authorities must identify other public funding contributing towards the same eligible costs and consider the cumulation conditions of the scheme as well as the Statutory Guidance at Chapter 3, (3.15 to 3.26), and Chapter 9 (9.3 to 9.7). 12. Cumulation 12.1. When applying the subsidy ratios and maximum award amounts set out in the measures in Schedule 1, public authorities must consider the cumulative amount of subsidies received by the enterprise for each project or activity, whether given under the Scheme or otherwise. A subsidy given under the Scheme which falls below the maximum award amounts, must Page 295
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Page 8 of 13 not cause the subsidy ratio or maximum award amounts to be exceeded on a cumulative basis. 12.2. Other subsidies must be cumulated with the proposed subsidy, if the subsidy meets all the following conditions and was given: a) to the same enterprise by any public authority; b) for the same project or activity under the relevant measure in Schedule 1; c) for the same or substantially the same specific purposes as set out under the relevant measure in Schedule 1; and d) within the last three financial years - that is the lapsed part of the current financial year from 1st April and the two preceding financial years. 12.3. Where a project or activity’s duration will extend beyond three years, the full value of the subsidy is counted at the date of award. A new cumulation period does not start after three years. 12.4. The subsidy ratio or maximum award amounts may not be circumvented by artificially splitting up a single project into several constituent projects with similar characteristics or objectives. 13. Misuse of subsidies The Council shall ensure that any subsidy given under the Scheme is given subject to a condition allowing the Authority to recover the whole or part of the subsidy amount to the extent that the subsidy is used for a purpose other than the purpose for which it was given. 14. Reporting Public authorities using the scheme must meet the Scheme reporting requirements established by Scottish Government to monitor the Scheme’s use and budget and to evaluate if the Scheme is serving its intended purpose. The reporting requirements may be amended from time to time at the sole discretion of Scottish Government. 15. Transparency Public authorities using the Scheme must meet the transparency requirements set out in Chapter 3 of Part 2 of the Act and upload any subsidy given under the Scheme to the subsidy database where required by the Act. Page 296
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Page 9 of 13 SCHEDULE 1 Measure 1 - Support for capital investment 1. Scope Subsidies under this measure may be given for defined projects being carried out in the Scheme area that will assist beneficiaries to invest in capital assets. 2. Eligible costs 2.1. Subsidies may only be awarded under this measure for the following initial investment project costs: a) Purchase of land, buildings or other heritable assets. b) Civil engineering and construction costs to repurpose, regenerate, upgrade or extend capital assets. c) Purchase of equipment, fixtures, fittings or furniture. d) Professional advisory fees, consenting costs and design development fees where these will be capitalised in the enterprise’s balance sheet. e) Rental costs of equipment, land or buildings subject to a maximum subsidised period of three years. f) Purchase or licensing of intangible assets such as software or intellectual property rights. 3. Subsidy ratios and maximum award amount 3.1. Recognising that the distortive nature of subsidy is highly dependent on the nature of the enterprise it is being given to subsidies given under the scheme are capped at variable amounts depending on organisation type: For third and public sector enterprises they must not exceed 100% of eligible costs; for private sector enterprises classed as SMEs, they must not exceed 80% of eligible costs; for private sector enterprises classed as large enterprises, they must not exceed 50% of eligible costs 3.2. The subsidy limit to a single enterprise for a project or combination of related projects is £10m. 3.3. Where the subsidy is given in the form of subsidised debt finance the gross cash equivalent shall not exceed £10m. 3.4. The subsidy maximums may not be circumvented by artificially splitting up a single project into several constituent projects with similar characteristics or objectives. 4. Further conditions 4.1. The beneficiary for subsidy under this measure must be the legal entity that will own the asset for which assistance is given. Where an asset that is leased is to be developed or upgraded, the council must ensure there is a reasonable term remaining on the lease for the economic benefits of the project to be realised. As a minimum, the lease should endure Page 297
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Page 10 of 13 until the end of the obligation period. The specific conditions of any grant or subsidy should , if appropriate, allow a security to be placed on any assets where deemed appropriate to do so and / or outline a clawback provision for the subsidy in the event of an asset transfer, sale or disposal or where the subsidy is not used in accordance with the relevant grant conditions. 4.2. The Council must include conditions in the legal subsidy award stating when the project should be completed and an obligation period to maintain it for the purpose intended. The obligation period should be for a minimum of three years. Page 298
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Page 11 of 13 Measure 2 - Support for capacity building 5. Scope Subsidies under this measure may be given for defined projects that will strengthen the capabilities of beneficiaries. This may include, but is not limited to, strengthening their governance, improving efficiency, expanding current operations, entering new markets or introducing new products or services. 6. Eligible costs 6.1. Subsidies may be awarded for: a) Wage costs - including the beneficiary’s employer’s mandatory contributions. b) External consultancy and professional advisory fees. c) Training costs – provider fees, materials, venue costs, travel and accommodation. d) Costs associated with historic or cultural assets owned by the organisation, such as archiving, display, or conservation e) Marketing, distribution and promotional activity. 7. Subsidy ratios and maximum award amounts 7.1. Recognising that the distortive nature of subsidy is highly dependent on the nature of the enterprise it is being given to subsidies given under the scheme are capped at variable amounts depending on organisation type: For third and public sector enterprises they must not exceed 100% of eligible costs; for private sector enterprises classed as SMEs, they must not exceed 80% of eligible costs; for private sector enterprises classed as large enterprises, they must not exceed 50% of eligible costs 7.2. The subsidy limit to a single enterprise for a project or combination of related projects is £3m. 7.3. Where the subsidy is given in the form of subsidised debt finance the gross cash equivalent shall not exceed £3m. 7.4. The subsidy maximums may not be circumvented by artificially splitting up a single project into several constituent projects with similar characteristics or objectives. 8. Further conditions 8.1. Subsidies using this measure must relate to a new project or activity with defined objectives, start and end dates that is additional to the enterprise’s business-as-usual activities. 8.2. Where wage costs of employees are included, these will only be eligible for the period the employee is engaged in the capacity building project. Where an existing employee is engaged for part of their employment on the project, and part on their normal duties, the council must obtain appropriate evidence from the enterprise to confirm the eligible project costs. 8.3. Training costs may apply to the training of employees as well as the non-executive governing personnel of the enterprise. 8.4. Marketing and promotional activity costs under this measure are limited to costs associated with new capital, product or service developments and not to the enterprises business-as- usual promotional activities. Page 299
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Page 12 of 13 Measure 3 – Operating support 9. Scope Subsidies under this measure may be given for to support business-as-usual operating costs over a specified period. 10. Eligible costs 10.1. Subsidies may be awarded for: a) Wage costs- including the beneficiary’s mandatory employer’s contributions. b) The enterprise’s costs linked to periodic activities including exhibitions, events or educational activity, increasing accessibility to and provision of services. c) Operating costs such as rent, running costs, maintenance, insurance costs, travel expenses, marketing, materials and supplies. d) Ongoing reduction of/discounted public fees, rates or service costs. 11. Subsidy ratios and maximum award amounts 11.1. Recognising that the distortive nature of subsidy is highly dependent on the nature of the enterprise it is being given to subsidies given under the scheme are capped at variable amounts depending on organisation type: For third and public sector enterprises they must not exceed 100% of eligible costs; for private sector enterprises classed as SMEs, they must not exceed 80% of eligible costs; for private sector enterprises classed as large enterprises, they must not exceed 50% of eligible costs 11.2. The subsidy limit to a single enterprise is £3m per annum. 11.3. Where the subsidy is given in the form of subsidised debt finance the gross cash equivalent shall not exceed £3m. 11.4. Where the subsidy is given to support costs relating to 10.1 a), b) or c), they must be limited to what is necessary to cover the projected operating losses over the relevant period. These shall be determined ex-ante, based on reasonable projections. 12. Further conditions 12.1. As support for business-as-usual costs is highly distortive, assistance using this measure must be carefully considered and the council should keep a record of the justification for the support. 12.2. Where the subsidy is given to support costs relating to 10.1 a), b) or c), the council must carefully consider the phasing of payments to avoid paying out in advance of need or over- subsidising. They should follow the grant guidance in the Scottish Public Finance Manual. They may also consider including provision in the legal offer to reconcile the projected and actual losses at the end of the relevant period with claw-back provisions to recover any excess subsidy or as provided for at 4.1 (transfer, sale or disposal of assets). 12.3. This measure must not be used to subsidise an ailing and insolvent enterprise as defined in section 24(1) of the Act. Page 300
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Page 13 of 13 SCHEDULE 2 Geographical scope of the scheme The geographical area covered by this scheme is shown in the map below. It covers the area of Argyll and Bute local authority. The local authority is the second largest in Scotland, covering around 9% of Scotland’s landmass. It is bounded by the Clyde and Loch Lomond to the east, the Mull of Kintyre to South, Atlantic Islands to the West, and the Sound of Mull and Appin to the North. It includes 23 inhabited islands, more than any other local authority. Its geography of long sea-lochs and peninsulas give it an extremely long coastline, and create unique challenges for organisations, public, bodies and enterprises operating in the area. Page 301
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Argyll and Bute Council Economic Development Subsidy Scheme Principles Assessment Page 303
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1 Contents Contents ....................................................................................................................... 1 Project summary and subsidy award description........................................................... 2 SUBSIDY ASSESSMENT ..................................................................................................... 3 Step 1 – Policy Objective .............................................................................................. 3 1.1.i Existence and significance of the market failure and/or the equality concern the subsidy seeks to address. ............................................................................................. 3 1.1.ii How the subsidy will remedy the market failure (provide a more efficient outcome) and/or address the equity objective (reduce an inequality) ............................................ 6 Step 1.1.iii The desired outcomes of the scheme .......................................................... 8 Step 1.2 – Appropriateness of the subsidy .................................................................... 8 Step 2.1 – Baseline analysis ......................................................................................... 9 Step 2.2 – Additionality assessment............................................................................ 10 Step 3 – Proportionality and minimising distortion within the UK [Statutory Guidance 3.72 – 3.108] ............................................................................................................... 12 3.1 The nature of the instrument [Statutory Guidance 3.80 to 3.82] ............................ 12 3.2 The breadth of beneficiaries and the selection process [Statutory Guidance 3.83 to 3.85]............................................................................................................................ 12 3.4 Timespan [Statutory Guidance 3.94 to 3.97.] ........................................................ 13 3.5 Nature of costs covered [Statutory Guidance 3.98 to 3.99].................................... 13 3.6 Performance criteria [Statutory Guidance 3.100 to 3.101] ..................................... 13 3.7 Monitoring and evaluation [Statutory Guidance 3.104 to 3.106] ............................ 14 Step 4 – Balancing exercise ........................................................................................ 15 4.1 Negative effects .................................................................................................... 15 4.2 Benefits of the subsidies and scheme ................................................................... 15 4.3 Why negative effects are outweighed .................................................................... 16 APPENDIX 1 – Map of scheme area ................................................................................... 18 APPENDIX 2 – Reference links and summary statistics table ............................................. 19 Page 304
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2 Project summary and subsidy award description Argyll and Bute Council is making this scheme using its powers under with section 10(3)(e) and 10(2)(a) of the Subsidy Control Act (2022) (SCA) . The policy objective is to: • Mitigate the regional inequality and socio-economic disadvantage experienced in Argyll and Bute, recognising the region’s distinctive culture and unique challenges. • Support the delivery of Argyll and Bute Council’s Economic Strategy 2024-2034 and the associated short-term Action Plan, 2025-2028 (which is updated annually). • Preserve and create new employment to retain population across the region, strengthening communities and underpinning the region’s place-based approach to development. • Contribute to the Scottish Government’s National Strategy for Economic Transformation (NSET) vision for a wellbeing economy thriving across economic, social and environmental dimensions and its ambition to promote entrepreneurial activity in every sector in our economy. The purpose of the scheme is to make a simplified route for the council to give financial assistance to enterprises operating in the scheme area. Support can take the form of investment in capital assets up to £10m, projects to build the capacity of the social enterprise sector (up to £3m), and operating support over a limited period (up to £3m). Assistance must comply with the scheme conditions. Subsidies can be awarded as indirect, direct or repayable grants or subsidised loan, or a combination thereof. The maximum subsidy limit will be 100% of eligible costs for third and public sector organisations, 80% for SMEs, and 50% for large enterprises (enterprises employing over 250 people). The purpose, terms and conditions of each subsidy will be set out in a grant offer and legal agreement with the recipient. The subsidies will not be subject to any exemption in section 43 – 51 of the SCA and will not be subsidies of interest. Information regarding sections (q) to (x) of Regulation 3 of The Subsidy Control (Subsidy Database Information Requirements) Regulations 2022 is not provided as these are not applicable. Page 305
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3 SUBSIDY ASSESSMENT Step 1 – Policy Objective [Statutory Guidance 3.32 to 3.34] The policy objective is to: • Mitigate the regional inequality and socio-economic disadvantage experienced in Argyll and Bute, recognising the region’s distinctive culture and unique challenges. • Support the delivery of Argyll and Bute Council’s Economic Strategy 2024-2034 and the associated short-term Action Plan, 2025-2028 (which is updated annually). • Preserve and create new employment to retain population across the region, strengthening communities and underpinning the region’s place-based approach to development. • Contribute to the Scottish Government’s National Strategy for Economic Transformation (NSET) vision for a wellbeing economy thriving across economic, social and environmental dimensions and its ambition to promote entrepreneurial activity in every sector in our economy. [Statutory Guidance 3.35 – 3.53] 1.1.i Existence and significance of the market failure and/or the equality concern the subsidy seeks to address. Equality concern Argyll and Bute Council is second largest local authority area in Scotland by landmass and is home to a rich and varied natural landscape and coastline comprising a significant expanse of Scotland’s mainland, as well as the southern group of the Inner Hebridean Islands, currently consisting of 23 inhabited islands which are home to 17% of the region’s population. 41.8% of Argyll and Bute’s population live in rural and remote rural areas. The local authority area is part of the wider Highlands and Islands region, which is a large landmass (52% of Scotland or 18.4% of the UK) with a small population (approx. 490,000) much of which is located in a rural environment. It has been viewed as lagging behind that of the rest of Scotland, the UK and much of Europe. Many of the issues faced in Argyll and Bute are common to this wider region, and the equality concerns discussed here (and indeed throughout the assessment) are therefore put into that wider context. The challenging geography and the distance from key markets are amongst the issues contributing to the area as a whole facing a declining population, but there are particular challenges in Argyll and Bute. The distinctive geographical character of the region with many islands and deeply indented sea lochs creating many peninsulas creates a unique challenge for transportation. This means there is high reliance on ferries for both mainland and island communities. The overall depopulation trend and difficulties in attracting talented people to work in the region are also influenced by the lack of appropriate and affordable housing, lower than average salaries, under provision of affordable childcare and transport challenges. Conversely, some areas of the local authority are in very close proximity to the central belt, particularly Glasgow and suffer from issues such as de-industrialisation. This variety creates its own challenges. Page 306
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4 For decades, the Highlands and Islands as a whole (including Argyll and Bute) have been subject to distinct policy approaches to alleviate some of these issues, such as the formation of distinct development and enterprise agency and a range of specific strategies such as the Scottish Government’s Action Plan to address depopulation (2024). Argyll and Bute Council’s Economic Strategy recognises these challenges, for example the cost of doing business and the high cost of living, as the distinctive impact on the loca authority area by recent economic shocks such as the pandemic, EU Exit, and severe weather incidents which are increasing in frequency due to climate change. It sets out a ambitious plan to meet the area’s unique challenges and opportunities. It has a particular focus on arresting population decline, attracting and upskilling workers. It also emphasises investment in rural and remote communities, delivering net zero and seizing potential economic opportunities which are particularly well-suited to communities like those in Argyll and Bute. The Highlands and Islands Regional Economic Partnership (HIREP) work across the wider region, and are currently preparing a short-term delivery plan to address the biggest challenges in the region. Prior to the UK’s exit from the EU on 1 January 2021, the Highlands and Islands had Assisted Area status because of the lower comparative GDP and sparsely populated areas. This created a particular reliance on European funding for investment. Post Brexit, this has meant reduced funding and heightened uncertainty about future funding settlements. Through a wide range of activity by numerous local and regional parties many of the issues impacting on the region’s economy and social wellbeing have been tackled and improvements have been made in a variety of sectors and geographical areas. However challenges remain. In November 2024, the Scottish Human Rights Commission (SHRC) published a report Economic, Social and Cultural Rights in the Highlands and Islands cover the whole of the region, including four case studies within Argyll and Bute. Its findings are relevant to Argyll and Bute, and included, ‘The human rights of its people…are not all being fulfilled, with big challenges to the full enjoyment of their economic, social, and cultural rights.’ The Commission raised specific concerns for the following areas: lack of affordable and quality housing; limited access to sufficient and nutritious food, inaccessible health care services, fuel poverty, access to technology or poor internet connectivity, poverty related attainment gap in education, transport connectivity to essential public services and supplies. In 2023 and 2024 Highlands and Islands Enterprise gave evidence to the UK Parliament Scottish Affairs Committee highlighting issues relating to the inequality faced by the populations across the Highlands and Islands area as a whole, which are also relevant to Argyll and Bute. In addition to the issues referenced above, HIE documented challenges around cost of living; fuel costs in unhospitable climate; and lack of viability of key services resulting in part from low population density. A number of factors negatively impact or exacerbate the cost of living in Argyll and Bute– structural disadvantage (e.g. limited access to high quality broadband), higher than average levels of fuel and transport poverty, poor and declining access to services. Work by the Scottish Government in 2021 on a Minimum Income Standard for Remote Rural Scotland, concluded that the cost of living is higher in remote rural parts of Scotland than elsewhere across the UK. The dominant additional cost is the cost of travel reflecting the longer distances people must routinely travel, particularly to work. Page 307
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5 Reliance on transport – Average fuel prices (petrol and diesel) tend to be higher in Argyll and Bute than for Scotland overall. Given the distance from and to markets and services creating higher reliance on transport, transport costs for businesses and residents are higher. Transport poverty is also a factor with a lack of alternative options to mitigate the impact of increased fuel prices. A particular issue is also the fragility of transport routes in Argyll and Bute, with ferries vulnerable to disruption and a small number of key road routes frequently closed due to landslides and flooding, creating long and difficult diversions. Access to services – More people in rural areas are outwith a reasonable drive time to key services (e.g. GPs and shops) compared to the rest of Scotland. This puts communities in rural areas at a disadvantage even before accounting for changes and challenges as a result of the recent cost-of-living crisis. Housing - A key issue across the region is securing quality housing. Argyll and Bute Council was the first in Scotland to declare a housing emergency, in June 2023. Access to appropriate and affordable housing is a constraint to both population attraction and economic growth. High and increasing construction costs are a disincentive to housebuilding. There is a high rate of second home ownership in the area which drives up house prices and further limits supply for local residents. In addition to the inadequate supply of housing, there are issues with quality of the existing housing stock, relating to improving energy efficiency, addressing fuel poverty and contribution to reducing greenhouse gas emissions. Fit for purpose and affordable housing, across all types and tenures, in the right locations, underpins realisation of Argyll and Bute’s transformational economic opportunities by ensuring that worker accommodation is available. It is also critical to community cohesion and resilience, given the importance of housing availability for residents and those providing key services. The need for Regeneration - The low population density, demographic changes and pockets of deprivation as identified on the Scottish Index of Multiple Deprivation, can mean that despite there being a housing crisis, property and housing can be of a low market value. Combined with a lack of private investment, this can result in a lack of investment in key buildings, such as tenements, multi-use buildings, or even large community buildings such as churches, concert halls, or theatres in town centres. Many of these buildings were built at a time prior to population decline when populations were larger, or when large industries supported thriving and highly localised economies, such as tourism on the clyde coast or fishing. These structures often contribute significantly to the public amenity of towns and are a crucial part of their historic environment – especially in small communities which have few large buildings. Often, the conservation deficit (when the cost of renovation, particularly to a high conservation standard, is greater than the buildings resulting value to its owner) will not be met by the market. Without subsidy this can result in derelict or poorly maintained buildings and a poor built environment. Although conservation deficits can be an issue in many areas, it is particularly challenging in rural areas such as Argyll and Bute which have been subject to depopulation and fewer economic opportunities than more urban, central areas. One of the strengths of Argyll and Bute is its varied and distinctive historic environment, particularly in settlements characterised by late 19th century or 20th century tourism around the Clyde, planned historic settlements such as Inveraray or Lochgilphead, the legacy of an extensive whisky industry, or a varied range of vernacular rural buildings which reflect the agricultural history of the region. Working with partners on the ground (including private owners) to subsidise the cost of restoring a listed building may be the only way of securing its long term future – one example of this approach is the highly successful Conservation Area Restoration Scheme. Delivering targeted investment also leads to the sustainable reuse and management of historic buildings. Public funding, Page 308
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6 often in the form of grants, can be used to cover or alleviate the conservation deficit and ensure that the heritage asset is brought back into beneficial and economically viable use. The region has distinctive cultures and enjoys well-established brand recognition with strengths in areas such as heritage and Gaelic and minority languages. However the SHRC report noted there were limited opportunities for engagement in cultural life and that these were deteriorating across the region. The HIREP strategy notes that the region has a major opportunity to build on cultural and heritage assets. The above challenges are recognised across the region and this is reflected in the joint strategy being produced by the Highland and Islands Rural Economic Partnership (HIREP) as well as in the strategies of individual partners. Argyll and Bute Council engages collaboratively with both the other local authorities in the region and partners operating at regional and national levels. 1.1.ii How the subsidy will remedy the market failure (provide a more efficient outcome) and/or address the equity objective (reduce an inequality) Across Argyll and Bute it is common for organisations to be established to provide activities and services supporting the economic and social wellbeing of the area. Equally, the remote, and often fragile nature of some communities means that private enterprises can become crucial to community survival and may be the only enterprises serving crucial community needs. Local solutions, utilising available partner organisations, are commonly sought to address the inequalities experienced across the region. This subsidy scheme aims to reduce the burden on such organisations by reducing administrative and financial challenges, therefore allowing focus on delivery of core activity. The area has a long history of taking a place-based approach. The Highlands and Islands as a whole have pioneered community-led development, empowering communities to be active participants and partners in community wealth-building. As a result the region has unrivalled levels of community asset ownership, community participation and social enterprise development. This is also particularly the case for Argyll and Bute. It is not surprising therefore that the region boasts a high number of social enterprises and community organisations operating across a wide range of markets. The SEC Scotland 2021 recorded 6,047 social enterprises operating in Scotland, with 257 located in Argyll and Bute, a 4.5% increase from the 246 social enterprises recorded in 2017. Commercial businesses in the region represent just 13% of all Scottish businesses. There are 30 social enterprises per 10,000 people in Argyll and Bute compared with a figure of 11 nationally. (A+BC SEC 2021) The Scottish Government has acknowledged in their social enterprise action plan and report on inclusive and democratic business models the important role of social enterprises in offering new, nimble and collaborative responses to the cost of living crisis. Social enterprises are being established in response to local market failure or to support the communities within which they live, creating businesses, securing jobs and delivering services and these organisations have an essential role to play in supporting the delivery of the outcomes in Scottish Government’s National Performance Framework. The 2021 SEC highlighted the importance of non-profit making organisations to the region with social enterprises contributed £47.3m GVA and supported 1,482 FTE Page 309
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7 employees in Argyll and Bute (A+BC SEC 2021). Further it highlighted the wide range of sectors in which these organisations were involved increasingly reflects community asset ownership and offers new opportunities to support community wealth building. With increasing pressure on public funds, resulting in cuts to services and in grants to those who provide external services, it is a particularly challenging time for social enterprises to remain viable. The majority of these organisations rely on public support for establishment, development and (on occasion) continuing operations. Increasingly they are being expected to accept cuts to service level agreements and from the traditional sources and search for new sources of support. 64% of Argyll and Bute social enterprises reported insecure or declining funding in 2021, a significant increase from 50% reporting this in 2017.(A+BC SEC 2021). Thus precious volunteer resources are being used to source funding and can be diverted from the core purpose of the enterprise, reducing the opportunity to contribute to the regional economy. The SCHR report recommended that to address the inequalities it highlighted there is a need to review the impact of current policies and carefully examine how resources are used to achieve maximum impact therefore improving services and meeting core obligations. In a time of ever tightening public budgets, one way forward is for greater support of local-based solutions. SCHR report notes increasing lack of funding or complete removal of services and tendency to take a one size fits all approach. In the Scottish Government Action Plan – Social Enterprise: Driving a Wellbeing Economy for Scotland a key action was enhancing support and coordination for social enterprises looking to access funding or business support. This subsidy scheme aims to simplify access of organisations to public support. HIREP’s strategy sets out approaches to tackle the inequalities experienced across the region. In so doing it references recent work by the OECD on innovation in rural areas highlighting the powerful impact of social innovation on development in the region and solid foundation on which to build, and particularly mentioning the role of social enterprises in service provision, especially across remote mainland and island communities. Innovative, local approaches will also often involve the private sector. In many of the remote, small or fragile communities within Argyll and Bute, close working with the private sector is essential for the sustainability of communities . The private sector in Argyll and Bute has a distinctive make-up, with a particularly high concentration of small and micro enterprises, which make up over 98% of enterprises and workplaces in the region (NOMIS). Although many of these small businesses, often based in remote locations, can be nimble and react to community demand, they can also be fragile and have limited capital for investment. The remote nature of many communities within Argyll and Bute make them vulnerable to particular market failure. Communities may be highly reliant on private businesses delivering vital support – for example, an island community may need to rely on the local fish farm using its service vessels to undertake deliveries as a favour where there is no publicly funded car-ferry. In other areas, it may not be possible to secure contractors for building work as they may not quote to undertake works in an area which is difficult and unreliable to access. Therefore, a community may be highly reliant on a single local contractor. There may also be communities which are so small or lacking in permanent residents, that working closely with private owners and businesses is the only viable way of delivering certain developments where third-sector organisations lack capacity or are too fragile. In these cases it may also be difficult for third sector organisations to get grant funding, as funders identify them as high-risk. Page 310
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8 At a time when there is an increasing focus in Scotland and beyond on a Community Wealth Building approach, it could be said that Argyll and Bute of Scotland has been ‘ahead of the curve’ with a variety of approaches taken to find local, bottom-up solutions to challenges faced working with the third, public, and private sectors. Argyll and Bute’s Economic Strategy emphasises the need for collaboration and a joined up approach, working with key partner agencies and stakeholders as well as the need to take a Community Wealth Building Approach.The scheme will help sustain and develop this community-led approach. This subsidy scheme proposes a route where the challenge of providing subsidy support is streamlined and becomes less onerous to the council by reducing the need to prepare individual Subsidy Principles Assessments. The Scheme should simplify access to public support by coordinating the information applicants need to provide when applying to multiple funders. It will also give applicants greater certainty that the subsidy received is compliant with legislation. Decisions on funding priorities and distribution will rest with both the council and bodies awarding grant, however, the scheme will support the policy objective by allowing support to beneficiaries delivering a range of activities, from health and social care to development of property assets and supporting cultural and heritage activities. Step 1.1.iii The desired outcomes of the scheme In summary the scheme is expected to achieve the policy objective by providing: • A more efficient means of awarding subsidies that are considered low risk due to their predominantly local market impact and minimal displacement effect. • Reduce the burden of bureaucracy to the Council and its partners by providing a more efficient route for assessing subsidy, as well as giving confidence which will help to plan and time-table projects. • A practical demonstration of how public sector partners can collaborate to achieve best practice, for example taking a Community Wealth Building Approach Step 1.2 – Appropriateness of the subsidy [Statutory Guidance 3.54 – 3.56] The scheme has been designed to provide a range of financial assistance including direct or indirect grants, non-financial interventions (i.e. free or subsidised training or advisory services) and subsidised loans. These are considered the most appropriate forms of subsidy for the type of client beneficiary and the range of goods, but mainly community/social services, they deliver. The following alternatives have been considered and ruled out as inappropriate. Regulation – It is difficult to see how regulation would resolve the population and other socio-economic challenges the policy objective seeks to address. The third sector already has some tax exemptions and would benefit from further concessions (such as relief from the recent increase to ENIC) however, most of these tax-raising powers are not devolved to enable the Scottish Government to consider making them. The Scottish and UK Governments are currently consulting on investment zones, in particular NDR investment zone and on sites for defence investment to feed into the Defence Industrial Strategy. Whilst these and other regulatory approaches, such as a potential Community Wealth Building regulation may help to deliver the policy objectives set out in this assessment, they will not resolve the issues nor remove the need for subsidy on many occasions. Page 311
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9 Direct provision – The range of social enterprise activities supported by the scheme is anticipated to be very broad – everything from local heritage, cultural and Gaelic language facilities to training and employability services, development and investment in buildings and assets, community-led tourism initiatives, community woodlands and local amenities, social care and mental health projects. Many of these could be (and perhaps were) provided by the public sector but the fact is that austerity measures and inflationary pressure over the years has meant PAs have had to withdraw direct provision or establish ALOs that can provide services more efficiently. In some cases PAs will not have the expertise nor the very localised resources needed to provide the services on the ground. More significantly, the third or private sector may be able to deliver the services more cost effectively than the public sector who generally have higher wages, pension contributions and overheads. Equity – The nature of the eligible beneficiaries will preclude equity options. Most will not have share capital and the minority that do are unlikely to pay dividends preferring to reinvest them in the social purposes or further economic development in the local area. Such organisations are also unlikely to generate the level of return on exit that would make them an attractive proposition for public sector investment. Step 2.1 – Baseline analysis [Statutory Guidance 3.57 -3.62] Community organisations and social enterprises often rely on financial support from public organisations and others. There is an increasingly challenging funding environment, where less monies are available, and they become more burdensome to access. Without access to public subsidy there would be a severe negative impact on the operation and development of social enterprises which would have a knock-on effect on delivery outcomes and, in some cases, their very existence. The social enterprise birth rate would be particularly depressed without public subsidy to support acquisition or transfer of capital assets and start-up costs. The biennial Social Enterprise Census provides a useful barometer for the health and strength of the non-profit-distributing sector and helpful insight into their sources of income. Dependency on grant has been decreasing steadily since 2017 when it was 39.2% to 25.7% in 2021. The grant data does not differentiate between public and private sector grants, but it would be safe to assume that public grant accounts for the largest proportion (A+BC SEC 2021). Total income of the social enterprise sector was £106m in 2021, an increase of 22% compared to 2017, similar to the national trend (27%). (A+BC SEC 2021). Grant funding is the largest source of external finance (79%) for Argyll and Bute’s social enterprises. (A+BC SEC 2021) In the absence of grant support and other forms of subsidy it is highly likely that the social enterprise sector will struggle to grow through diversification or expansion, which could lead to some organisations stagnating or even closing. 56% of Argyll and Bute social enterprises reported having seen costs increase between 2019 and 2021. (A+BC SEC 2021). The burden of higher costs has fallen disproportionately on smaller organisations who have more limited scope to lower fixed costs, reduce services or adjust discretionary spending. A decline in the activity of social enterprises and community organisations across Argyll and Bute would impact on a wide range of sectors and services. The Highlands and Islands SEC 2021 lists the following key sectors as the most common areas of social Page 312
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10 enterprise activity: community centres and halls; property, energy, utilities and land; health and social care, early learning and childcare; environment and recycling; transport. The level of community-led development across the area is high and a reduction in this activity, as a result of no or reduced subsidies, would have a detrimental effect on socio- economic performance. Ultimately if there is a continued decline in local services, this will make remote communities less attractive places to live and work and reduce local job opportunities. These are two key factors influencing population decline which in turn will negatively impact the regional economy. Step 2.2 – Additionality assessment [Statutory Guidance 3.63 – 3.71] The Scheme Guidance will reinforce the point that each subsidy should be assessed as to the extent of the additionality of the assistance and the change in behaviour it will bring about – that is, whether it is absolute (i.e. the project would not happen at all without the subsidy) or if it is partial in terms of the scale or scope of the project, the quality of the outcome or significantly bringing forward the timing. The Council will follow its own internal appraisal and recording procedures, however the scheme guidance will specify that they must ensure their additionality assessment is proportionate for the level of subsidy proposed and their rationale is clearly recorded. Ensuring a project meets the eligibility criteria of any originating grant will also be an important part of due diligence and consideration. The Council will normally include performance conditions as part of their grant offers to ensure that projects are delivered in accordance with the application and project plan – these usually include ensuring projects are completed within specified timescales and reports on outcomes are provided. The Scheme Guidance will advise that performance conditionality and monitoring requirements should be applied, but they should be commensurate with the subsidy value and project risk profile. The beneficiaries eligible for subsidy under the scheme will mostly have a tightly defined geographic focus therefore, when the scale or scope is affected, it is more likely to influence the size or specification of a building project or the range of activities or users that can be supported. Providing subsidy timeously to prevent project delays has become increasingly important in recent years, especially in capital projects. High inflation has meant that delaying projects can lead to significant uplifts in construction tender prices which can then put the price out of reach and risk the whole project. The scheme is eligible to all enterprises as defined in the act (7.1 – 7.5). As set out in the statutory guidance (3.90) subsidy should be considered in terms of the size of the recipient. It has been considered that the type of enterprise also has a significant potential impact on the distortive nature of any subsidy. In line with the guidance (3.92) caps have been set both as an absolute value and a proportion of costs (intervention rate). Given the extent and nature of market failure, and the need to address significant policy concerns in the area, it is often necessary to intervene at a high rate in order to deliver viable projects. This is even more urgent in the context of an increasing reliance on grant funding by many social enterprises, as well as challenging economic conditions. For this reason the cap for third and public sector bodies has been set at 100%, recognising that subsidy should normally be the lowest amount possible to deliver the change of behaviour desired by the policy objectives. For SMEs the percentages has been capped at 80%. The statutory guidance suggests that “higher intervention rates (for example, more than 70% of project costs) are more likely to distort competition and investment within the UK, and international trade and investment”. Given the extent of Page 313
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11 market failure in some areas and based on the experience of council officers in managing previous subsidy, the maximum cap has been calibrated in order to ensure viable projects can proceed. For large enterprises, the intervention is cappeded at 50%. This is to recognise that subsidy to large enterprises is far more likely to have a distortive effect on competition, particularly as they are far more likely to be traditing across a wider geographical area, including internationally. In all cases, individual subsidies are capped at £10m, the limit beyond which subsides must be referred to the CMA. For projects assisted through Measure 1- Support for Capital Investment and Measure 2 – Support for Capacity Building, a high level of additionality is anticipated in all cases. The Council and its partners have considerable experience of providing financial assistance to social, private, and community enterprises and are confident that without the intervention of the public sector these projects would either not proceed at all or be significantly curtailed. This would severely impede the growth of the enterprises and the social value they deliver. Although there are windfarm community benefit funds available in some areas and numerous private charitable trusts targeting various charitable activities, it is rare that a project can secure 100% funding from private sources. Experience also shows that a minority of social/community enterprises generate sufficient revenue and operating profit to fully fund further development from their own resources, and they are unable to service sufficient commercial or social enterprise borrowing. Similarly, many SMEs in the area may struggle to receive private investment funding to deliver projects which have significant community benefits. Measure 1 - Capital investment is aimed at supporting new investments for example: the acquisition, redevelopment or expansion of land or buildings; fixtures, fittings, furniture and equipment. Only initial investment costs will be eligible under this scheme measure to ensure that regular business-as-usual activity is not subsidised by this measure. Measure 2 – Support for capacity building is aimed at supporting “one-off” or discrete projects with a defined start and end date rather than indefinite, ongoing running costs. Examples might include training initiatives, professional adviser or consultancy fees, fixed term project officers engaged to develop new project ideas, or existing staff for the time assigned to a clearly defined project. While these projects may include staff costs and overheads among the eligible costs, they will be distinguishable from business-as-usual activity as the core activities of the organisations will not be dependent on them and will not be funded through this measure. Measure 3 - Operating Support – will provide scope to support running costs and operating losses on business-as-usual costs. This sort of subsidy is considered important and justified to support the social and community enterprises that are the target audience for the scheme, however, assisting running costs presents a greater risk of distortion than other subsidies. The scheme has been designed to mitigate this by applying a lower subsidy limit of £3m per annum to this measure. The Scheme Guidance will specify that the council should carefully assess assistance using this measure and keep a record of their justification and how this links to the scheme’s policy objective, for example: • preserving a locally significant organisation or keeping services in the market; or • necessary to overcome a specific business continuity event or economic shock; and • realistic financial projections demonstrating the organisation is capable of, or will return to, being self-financing. This scheme and measure are not intended to be used to prop up ailing and insolvent enterprises as defined in Annex 5 of the Statutory Guidance. Page 314
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12 Step 3 – Proportionality and minimising distortion within the UK [Statutory Guidance 3.72 – 3.108] Very few of the beneficiaries eligible for subsidy under the scheme will be operating in markets beyond their local area. A small number may offer goods or services online but usually in niche markets such as Gaelic language or small volumes of goods in buoyant market segments. The Council will assess the potential displacement impact of each application and consider the following characteristics. 3.1 The nature of the instrument [Statutory Guidance 3.80 to 3.82] The scheme has been designed to allow a range of subsidy interventions including free/subsidised services, direct grants, repayable grants or subsidised loans. The justification for these forms of subsidy and exclusion of equity have been discussed at 1.2 setting out why direct provision and equity are not appropriate alternatives. The Council and its partners, such as funding bodies, are experienced in undertaking funding options appraisals as part of the due diligence to determine the least distortive and optimum value for money solution to give a return on the public pound. Where loan is being considered, the scheme guidance will require the Council to follow SI 2022 no. 1186 thein calculating the subsidy value of the loan. 3.2 The breadth of beneficiaries and the selection process [Statutory Guidance 3.83 to 3.85] The number of beneficiaries that will be eligible for subsidy under the scheme will be high. The range of beneficiaries is extremely broad in terms of the product and service markets they operate in, for example, tourism, culture and heritage, Gaelic language services, training and employability services, social care, community land, forestry, transport and housing and many more. Most will be micro or SMEs with a tiny minority classed as large enterprises if they are ALOs or public authorities. The Council may use the scheme in response to individual applications as well as for competitive calls for themed funding. In all cases, each application will be assessed on its own merit against the council’s internal funding criteria and strategic priorities, the criteria of any relevant grant-awarding body, then the scheme criteria and contribution towards the policy objective. 3.3 Size of the subsidy [Statutory Guidance 3.87 to 3.93] Subsidies awarded under the scheme will vary in size. The largest proportion are expected to be very small and under £100,000, with most small at under £1m but with the potential to help some large projects. The latter are likely to involve projects where cumulation of multi-agency public funding brings the combined funding to a higher level. To support this assumption an analysis of Highlands and Island’s Enterprise’s subsidies to the sector across the Highlands and Islands since January 2023 reveals that 83% (117) were for amounts under £100,000, 14% (19) were between £101,000 and £1m with just 3% (4) over £1m. Awards under the scheme will be capped below £10m, the Subsidies of Particular Interest threshold, and £5m for Subsidies of Interest in sensitive sectors. In other words, no awards will be given through the scheme that involve a mandatory referral to the CMA Subsidy Advice Unit for review. The size of the subsidies will, in general, be very small relative to the relevant product or service market at a UK or international level. They may be more significant at a local Page 315
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13 market level because they will primarily be plugging a gap or under-provision in that local market. The larger subsidy awards given under the scheme are likely to be significant in relation to the size of the recipient for the very fact that social and community enterprises in the geographical region are predominantly SMEs and don’t have the earning or equity-raising power of private sector enterprises; therefore, they require subsidy to support their development. Subsidy becomes more critical to de-risk investments and incentivise the change in behaviour the Council is seeking, to achieve the policy objective. 3.4 Timespan [Statutory Guidance 3.94 to 3.97.] The additionality section at Step 2.2 describes the three measures and main types of subsidies that will be given under the scheme. It is anticipated that the majority of awards will be give under Measures 1 and 2 which will be time-limited to the implementation period for a capital project and a defined project period for a capacity-building support. Even with Measure 3 – Operating Support - the scheme conditions will not allow indefinite or unlimited support for running costs. Delivery objectives for the period of support will be clearly set out and financial assistance capped at the scheme limit per annum (see also 3.6). Where recurring subsidies are being considered, the scheme guidance will require the Council to fully assess the displacement effect on existing competitors as well as potential market entrants and record the outcome of their appraisal. In addition the Council will be required to assess and confirm that the subsidy provides the most efficient means of achieving the policy objective. The scheme duration is set at ten years in anticipation that Argyll and Bute is likely to continue to have a high reliance on the voluntary, non-profit-distributing and public sectors to deliver essential community services, retain employment in disadvantaged areas and maintain a wellbeing economy. An interim review will be conducted after the first 5 years of the scheme’s operation to measure its success and consider if it should continue as it is, or be amended, be discontinued or replaced. 3.5 Nature of costs covered [Statutory Guidance 3.98 to 3.99] As discussed at 2.2 and 3.4 above, the type of costs supported through the scheme will largely comprise support for one-off capital projects, initial investments to build capacity, with a minority of investments covering operating costs which are potentially more distortive. The council also recognises that the scheme needs to include scope to support running costs, where the intervention can be justified, and any displacement is considered acceptable. 3.6 Performance criteria [Statutory Guidance 3.100 to 3.101] The council will follow its own internal performance management procedures and issue the legal agreements typically used. The council will adhere to the Scottish Public Finance Manual (SPFM) which lays down certain conditions that should be attached to grant offers including: • Grants should be subject to binding agreements ring-fencing the subsidy for a clear purpose. • Grant offers should include standard conditions including schedules covering claims and payment arrangements. • Grant should not be paid in advance of need unless clearly justified. • Grant payments should not normally be issued until the recipient has incurred the expenditure and submitted a competent claim. • Where grant is provided to acquire or improve capital assets, the grant giver’s position should be protected in the event of disposal. Page 316
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14 • Granting authorities are responsible for ensuring grants are spent for the specific purpose they were awarded for. • Practical and proportionate steps should be taken to monitor assisted organisations progress in implementing the project and identify early warning signs of project failure or costs escalations. • Assistance to private sector organisations should be made on clear terms within Subsidy Controls. Annex 2 of the SPFM provides a more detailed framework for performance monitoring and financial control of third-party grants. The council will also follow local and national guidance when providing funding such as the Public Pound Code of Practice and any Community Wealth Building legislation or guidance which may become applicable during the course of the scheme In addition to the above, the scheme guidance requires the Council to specify in grant offers that the award is made under the scheme and which measure applies to the subsidy. This will enable recipients to make accurate declarations to other/future funders to ensure the scheme’s cumulation thresholds are not exceeded. 3.7 Monitoring and evaluation [Statutory Guidance 3.104 to 3.106] Monitoring and evaluation of individual subsidies given under the scheme will be the responsibility the council following its own internal policies and the SPFM framework. The method and timing of ongoing monitoring and evaluation will vary according to the nature of the project assisted, the size of the subsidy, and the obligation period applied to the assistance. For example, following a large grant towards a capital project, in addition to viewing the completed physical asset(s), there would be annual monitoring over a number of years to check that the planning activities and outcomes resulting from the investment are also being achieved. In contrast, lower value support for a training project would involve a shorter follow-up to confirm the numbers trained and applying their new skills. As mentioned at 3.4, the intention is to evaluate the scheme at the end of year five to assess whether it should continue, be adapted or close. An evaluation will therefore take place no later than give years after the scheme commences. It will consider the following: • All subsidies awarded under the scheme by measure type and value. The latter being crucial to monitor the total value of awards against the overall scheme budget. • The number of unique enterprises assisted by legal entity type, market activity and geographical location. • The actual outputs and outcomes achieved compared to those planned. • The contribution the scheme is making to the policy objective e.g.: o New community and social enterprises start-ups supported. o New jobs created and existing jobs preserved. o Enterprise growth in terms of diversified activity, increased turnover. • The experience of the council and partners of using the scheme – whether it is proving more efficient and is it providing appropriate subsidy cover. • Satisfaction levels of subsidy recipients and whether the enterprises are finding any difference in accessing support. Page 317
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15 Step 4 – Balancing exercise [Statutory Guidance 3.109 to 3.117] 4.1 Negative effects The scheme is required because the new Limb D test relating to domestic competition is capturing many more beneficiaries operating in markets which could potentially be distorted. In practice, it is anticipated that there will be very few subsidies given where the financial assistance could cause actual material harm to competitors. Based on historic trends and evidence from the 2021 SEC, a minority of beneficiaries are likely to be involved in the production of goods. These products will span several markets and could be sold locally or beyond. The volume and value of products is so small in comparison to the size of these markets overall, HIREP has not attempted to identify every possible market and effect. In the SEC 2021, 4% of Argyll and Bute’s social enterprises reported that they had exported within the last 12 months (up from 2% in 2017, but lower than the 2021 Scottish figure of 7%). (A+BC SEC 2021) It is reasonable to assume that these are predominantly active within one or more fields of tourism, heritage, festivals, arts or creative industries. For example, some Gaelic language and music provision is available online as well as genealogy services. Most beneficiaries (68%) are providing mainly services, and 70-80% of these, within localised geographies. The SEC 2021 data shows that 54% of Argyll and Bute’s social enterprises operate within a single neighbourhood or community, 14% within a local authority area, 10% across more than one LA area, 2% at a Scottish level, and 10% each at a UK and international level. (A+BC SEC 2021) Many community and social enterprises are established to fill gaps where services don’t exist or preserve services that are being withdrawn by the public or private sectors, however, there is sometimes local competition or an element of activity which could foreseeably overlap with alternative local provision. For example community centres or village halls may be competing with local hotels or venues that have function space for hire, community trusts/hubs renting out office space may have some local competition, and a third sector early years and childcare (EYC) setting may be operating in an area where there are school nurseries and childminders. When it comes to community tourism and cultural heritage facilities, they will often be competing alongside other community or private provision for a share of visitors who have decided to visit Argyll and Bute. In many small communities in Argyll and Bute, SMEs may be the only enterprise providing a service locally or, be part of a small local economy which is a mixture of private and third- sector enterprises, and where subsidy that acts to drive economic development or tourism will across to benefit all enterprises and the wider economy, especially those which deliver policy or strategic objectives. Community-led initiatives usually emerge through Local Development/Place Plans and rarely spring up without a great deal of consultation by community activists to ensure local support. In addition, applications for grant usually involve significant due diligence and the creation of project or business plans or briefs. This enables the scope of projects to be designed to mitigate harmful displacement as far as possible. 4.2 Benefits of the subsidies and scheme Page 318
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16 These subsidies have proved successful in the past and are expected to continue to be essential in supporting local economic development and community wealth building, across a region with many of the most disadvantaged communities in Scotland and the UK. They stimulate a wide range of investments including: • Continuing the region’s proud history of community-led development and action. Local decision-making is fundamental to a successful place-based approach to socio- economic development and a powerful mechanism for population retention. • Supporting communities and entrepreneurs to design, develop and start-up new ventures in response to local needs and opportunities. • Helping enterprises to grow, diversify and seek appropriate commercial opportunities to ensure their financial sustainability. • Building the capacity and resilience of community organisations through access to professional advice and training and implementing efficiencies – whether that be energy efficiency measures or adoption of digital technologies. • Providing key local services and facilities that are the lifeblood of thriving communities – everything from village halls and sport facilities, preserving built heritage, social care, housing and cultural activities – and are essential to attract and retain population. • Creating valuable local employment • Preserving and exploiting our unique cultural heritage and identity by promoting the Gaelic language, celebrating our music, interpreting our rich history and archaeology and advocating responsible enjoyment of our natural landscapes. • Nurturing a more inclusive economy for the wellbeing of communities and health of the environment. The key benefit of this scheme will be increased efficiency and compliance with the UK Subsidy Control regime. It will provide a simplified route to the Council for awarding low- risk subsidies. As indicated in previous sections this means being able to support organisations across a broad spectrum of sector activities and often with high percentages of subsidy. A fundamental aspect to achieving the efficiencies is reducing the additional work (and time) involved in making standalone awards and preparing Subsidy Principles Assessments. In some cases these have been for subsidies below £10k, presumably where the beneficiary has no Minimal Financial Assistance available. This scheme is part of a suite of schemes developed by the Highlands and Islands Regional Economic partnership, which will be registered by relevant Pas in future. Although each scheme is slightly different to be best-suited to the relevant organisation, it will be much easier for different funders to cooperate and agree the subsidy approach given the commonalities between these schemes. This aligned approach will simplify and streamline the process for beneficiaries applying for subsidy and provide them with greater assurance that the subsidy being offered is compliant. It should reduce instances where funders are seeking vastly different levels of information and result in quicker decisions on funding applications. 4.3 Why negative effects are outweighed The Council considers that these subsidies will have very little foreseeable harms on international or UK competitors and local displacement will be carefully assessed to ensure it is low and manageable. The geographical scope of the scheme is wide due to the large-land mass of Argyll and Bute, however most subsidies will be awarded to support activity that will have a purely local impact. Recognition of the need to support areas lagging behind has been evidenced by the previous UKG commitment to “levelling Page 319
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17 up” and ring-fencing of Shared Prosperity Funds and as well as the shared investment between Scottish and UK Governments in Growth Deals of which the scheme area has benefitted, including the Rural Growth Deal for Argyll and Bute. The current Government has confirmed it will honour these commitments until they establish new regeneration programmes. The opportunity costs and distributional impacts are mitigated by budget constraints and the competing priorities PAs are faced with. The SEC 2021 demonstrates the important contribution the social enterprise sector makes to the economy of Argyll and Bute with £47.3m GVA added in 2021, supporting 1,482. The sector is mature and strong with Argyll and Bute’s social enterprises having an average age of 22 years - 81% have been operating for over 10 years while 7% are young enterprises less than 5 years old. (A+BC SEC 2021) However they are more reliant on grant support than their counterparts across Scotland. Without the social enterprise sector delivering vital local services and contributing to the cultural, social, health and economic wellbeing of our communities, the region will fail to stem the predicted depopulation and retain vibrant neighbourhoods. In the foreword to Scotland’s Social Enterprise Action Plan 2024-2026 Tom Arthur, Minister for Employment and Investment, said in November 2024 “The latest social enterprise census confirms that the number of social enterprises in Scotland is growing and operating in sectors right across our economy. Social enterprises are contributing to fair, green growth with purpose: to create good jobs and promote fair work, to eradicate child poverty and improve living standards, and to boost tax revenues and sustain high- quality public services” Page 320
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18 APPENDIX 1 – Map of scheme area Geographical scope of the scheme The geographical area covered by this scheme is shown in the map below. It covers the area of Argyll and Bute local authority. The local authority is the second largest in Scotland, covering around 9% of Scotland’s landmass. It is bounded by the Clyde and Loch Lomond to the east, the Mull of Kintyre to South, Atlantic Islands to the West, and the Sound of Mull and Appin to the North. It includes 23 inhabited islands, more than any other local authority. Its geography of long sea-lochs and peninsulas give it an extremely long coastline, and create unique challenges for organisations, public, bodies and enterprises operating in the area. Page 321
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19 APPENDIX 2 – Reference links and summary statistics table The Principles Assessment has drawn on the following references to evidence the need for the scheme. • Social Enterprise in Scotland – Census 2021 (published 2023) • 2021 Social Enterprise Data for the highlands and Islands Region • Scottish Human Rights Commission – Economic, Social and Cultural Rights in the Highlands and Islands Nov. 2024 • OECD Rural Discontent Nov 2024 • Scottish Government review Developing Scotland’s Economy: Increasing The Role Of Inclusive And Democratic Business Models September 2024 • Social Enterprise Driving a wellbeing economy for Scotland – Action Plan 2024-26 Scottish Government • Institute of Fiscal Studies Report on Employment and Earnings in Scotland Oct 23 • HIE Rural and Regional Disadvantage in the H&I May 2022 • HIE submission to UK parliament on cost of living and rural communities June 2023 • Cost of living: impact on rural communities in Scotland Scottish Affairs Committee UK Gov first report 2023-24 • Scottish Gov The cost of remoteness – higher living costs and fuel poverty September 2021 • HIREP Regional Economic Strategy – Draft June 2024 • Scottish Government report on Short Life Working group on Economic and Social Opportunities for Gaelic (published June 2023) Page 322
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Environment, Development and Infrastructure Committee Work Plan 2025/26 This is an outline plan to facilitate forward planning of reports to the Environment, Development and Infrastructure Committee. Date Title Service/Officer Date Due Comments 11 September 2025 Transformational Projects and Regeneration Team – Large Scale Project Update Report Development and Economic Growth 19 August 2025 Registration of an Economic Development Subsidy Scheme to Facilitate Compliance with Post-EU Subside Control Legislation Development and Economic Growth 19 August 2025 Argyll and Bute Council’s Economic Strategy Action Plan: 2025-28 Development and Economic Growth 19 August 2025 Economic Growth TEAM Activity and Outcomes for 2024/25 Development and Economic Growth 19 August 2025 Winter Service Policy 2025/26 Roads and Infrastructure Services 19 August 2025 Pavement Parking Prohibitions – Service Procedure & Exemptions Roads and Infrastructure Services 19 August 2025 Page 323 Agenda Item 16
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Environment, Development and Infrastructure Committee Work Plan 2025/26 Review of Roads and Infrastructure Services – Update Roads and Infrastructure Services 19 August 2025 Trunk Road Litter Management Responsibilities A82, A83, A85, A828 Roads and Infrastructure Services 19 August 2025 Local Flood Risk Management Plans – S37 Interim Update Roads and Infrastructure Services 19 August 2025 Temporary Traffic Regulation Orders – Review of Charging and Advertising Roads and Infrastructure Services 19 August 2025 A816 Ardfern Permanent Repair Solution Update Roads and Infrastructure Services 19 August 2025 Waste Collection Policy and Operational Updates Roads and Infrastructure Services 19 August 2025 18 December 2025 Annual Status and Options Report (ASOR) Roads and Infrastructure Services 25 November 2025 Community Empowerment (Scotland) Act 2015 - Allotments Waiting List Register Legal and Regulatory Support 25 November 2025 19 March 2026 Transformation Projects and Development and Economic Growth 24 February 2026 Page 324
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Environment, Development and Infrastructure Committee Work Plan 2025/26 Regeneration 6 monthly update report Annual Status and Options Report Roads and Infrastructure Services 24 February 2026 18 June 2026 Waste Update Roads and Infrastructure Services 26 May 2026 Future Items Shared Prosperity Fund Development and Economic Growth Roads Development Framework Roads and Infrastructure Services EVC Tariffs Roads and Infrastructure Services Agreed 21.03.24 Footway reconstruction Programme Roads and Infrastructure Services Cemetery Asset Update Roads and Infrastructure Services Active Travel Strategy Development and Economic Growth Page 325
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