5. 20250909 HL Helensburgh-Cardross-Dumbarton Cyclepath Progress Report - Appendix 2 Helensburgh East ATR Stage 2 Report
Argyll and Bute Council · 9 September 2025
Back to Helensburgh & Lomond Area Committee — 9 September 2025 and its agenda
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EMERGING RIBA STAGE 2 Report HELENSBURGH TOWN EAST Active Travel Route. March 2025
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 2 3 INTRODUCTION Argyll and Bute Council have been collaborating with communities and local schools in Helensburgh and Cardross, with the support of SPT and Transport Scotland’s Places for Everyone Programme (administered by Sustrans), to improve the pedestrian and cycle links in the wider Helensburgh and Lomond area. The Helensburgh Waterfront re-development is currently under construction and will see the creation of a new, improved leisure centre in the heart of Helensburgh, coupled with improved public realm, including the first section of kerb-segregated cycleway in the area. As part of this project, the team will be undertaking in-depth collaboration and community engagement, producing options and concept designs for high quality active travel routes. The designs will serve both cyclists and pedestrians by linking key origins/destinations in Helensburgh, including the Helensburgh Waterfront Development / Helensburgh town centre and the section of existing cycle path at Morrison’s Supermarket. VISION FOR THE FUTURE The Scottish Government recently published the Framework for Active Travel, a new plan that outlines how to increase everyday walking, wheeling, and cycling across the country. The framework has been developed after extensive public consultation and in partnership with Sustrans, Cycling Scotland and local authorities. Adjacent to this, the Scottish Government have stated their vision that walking, wheeling and cycling will be the main modes of transport for short, everyday journeys by 2023. The Framework for Active Travel sets out the key priorities and actions required for government, councils and active travel organisations to realise this 2030 vision, as well as the long-term funding available to deliver them. Six strategic themes for this work illustrate the overarching approach to walking, wheeling, and cycling for transport in Scotland, and are as follows: Safe Active Travel Infrastructure • Deliver dedicated, high-quality walking, wheeling, and cycling infrastructure suitable for all • Embed walking, wheeling, and cycling in the design and maintenance of our places and communities and prioritise user comfort and safety Effective Resourcing • Provide long-term funding and resourcing for the delivery of infrastructure and supporting behaviour change programmes, informed by local transport strategies • Promote and support innovation across the sector Fair Access • Increase equity of access to cycles and cycling opportunities • Ensure modal integration across the transport network including adapted and non-standard cycles, e-cycles, cargo cycles and cycle-share Training & Education • Ensure new infrastructure is supported by inclusive promotional programmes, cycling training and other complementary initiatives • Provide opportunities for all to learn to cycle from an early age into adulthood Network Planning • Prioritise investment based on local transport strategies and other relevant plans • Map existing and planned networks to identify gaps and improve consistency of quality and implementation Monitoring • Expand monitoring networks and align monitoring at local and national levels • Embed learning in future investment decisions CORE PATHS
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RIBA 0+1 OUTLINE BUSINESS CASE
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 6 7 AIMS + OBJECTIVES Taking the Cycling Framework for Active Travel as a basis, the following project aims and objectives have been disseminated, taking into account walking and wheeling aspirations. The project must deliver: • A high level of service for those cycling, in line with Cycling by Design (CbD), attracting existing cyclists and those that currently do not choose to cycle. • Streets that enable people to walk and wheel everyday journeys enjoyably. • Cycling infrastructure that is easily and well maintained. • Elegant and comfortable cycling solutions for people and the town. • Innovation in the design of urban cycling infrastructure in the Scottish context. • Increased equity of access to cycling opportunities. • Easy integration with other transport modes, especially any rail stations, for all cycles (including adapted and non-standard cycles, e- cycles, cargo cycles and cycle-share). STRATEGIC CONTEXT The figure to the right highlights the Core Paths running through Helensburgh. Two of the main paths run east-west, located along the waterfront and further north through the town centre. Additionally, another main route runs north-south through the town centre, linking the waterfront to the rail station. These designations have offered little in terms of strong cycling infrastructure to meet the above objectives, however the east-west waterfront link is undergoing significant investment to bring it up to CbD standards. An additional layer of information is plotted on the plan to the right, highlighting the town centre amenities, such as healthcare facilities, schools, parks and open spaces, sports and leisure facilities, transport infrastructure and rail, as well as shopping and food stores. These facilities are heavily populated throughout the core of the town centre, from the new waterfront development to the northern train station. This concentration of activity, as well as location of key destinations in and around the town centre, form the basis of the requirements for an active travel network, enabling people to go about their daily lives using active travel.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 8 9 Helensburgh Upper Station Helensburgh Central Station ACTIVE TRAVEL INFRASTRUCTURE Local Public Transport Infrastructure The following bus routes operate through Helensburgh: • 302 - Carrick Castle – Helensburgh • 306 - Alexandria – Helensburgh • 315 - Helensburgh – Churchill • 316 - Helensburgh – Garelochhead or Coulport • 302 - Helensburgh or VoL Hosp – Paisley • 302 - Helensburgh, Glasgow St – City Centre Helensburgh Central Railway Station serves as a terminus on the North Clyde Line, functioning as the primary railway station for Helensburgh. The station boasts step-free access throughout its premises, with the exception of the Princes Street East entrance to the ticket hall. On weekdays and weekends, the station typically offers a half- hourly service to Edinburgh Waverley, passing through Glasgow Queen Street low- level and Airdrie. Helensburgh Upper Railway Station is situated in a residential area uphill from town centre, serving as the smaller of the two railway stations in Helensburgh. Positioned on the West Highland Line, the station offers step-free access. On weekdays (Monday to Saturday), the station provides six services to Oban, three to Mallaig, and one to Fort William. For southbound journeys, there are six services to Glasgow Queen Street High Level and one service to London Euston via Queen Street Low Level & Edinburgh Waverley.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 10 11 ACTIVE TRAVEL INFRASTRUCTURE The National Active Travel Picture Helensburgh town centre marks the start of the John Muir Way, one of Scotland’s long- distance walks which heads east to its finish in Dunbar, near Edinburgh. The walk is 215km long and is used between 240,000 and 300,000 people every year. Approximately 5,500 walk the entire route. Helensburgh also marks a key stage of the Three Lochs Way, a 55km marked trail from Balloch to Inveruglas. These walks are notable in the wider tourism picture of long-distance walking in Scotland. The West Highland Way, Scotland’s most popular long-distance route contributes more than £12m to the rural economy, supporting many local businesses and communities. All of Scotland’s long-distance walks are supported by continually improving infrastructure, and a growing library of printed and digital guides. In 2021, long distance walking is one of Scotland’s most unique and sustainable tourism offers. Sustrans are a UK charity who maintain and develop the National Cycle Network, a UK- wide network of traffic-free paths for everyone, connecting cities, towns and countryside. This network of cycling infrastructure overlaps with the wider pictures of long-distance walking and public transport. Cape Wrath Trail Fort William West Highland Way
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 12 13 ACTIVE TRAVEL INFRASTRUCTURE The Regional Active Travel Picture The proposed improvements will complete the active travel route through Helensburgh by connecting the existing Colgrain cycle path to Helensburgh. This is an important connection between settlements on the eastern shore of Gare Loch. In the longer term, there is the potential for further connections to be made around the loch, connecting with ferries on the Kilcreggan peninsula. These provide the opportunity to vastly improve the overall transport and active travel in the greater Helensburgh area.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 14 15 EXISTING USE PATTERNS Publicly available data from Strava, a running and cycling tracking app, can be used to determine the number of times popular ‘segments’ within the Helensburgh East area have been used by cyclists. The date range for the number of rides is ‘all time’ and the start date for the data is unknown (assumed to be approximately 2011). Therefore, it is not possible to ascertain annual usage. Strava also represents only a portion of the overall usage. As of 2021, 17% of the UK population were registered on Strava. However, the data set provides an indicator of where the most heavily trafficked routes currently are, as well as how popular sections connect with one another. The start and end points for segments – often forming part of the segment name (e.g. ‘Sailing Club to the Pier’) – also provides information about how the route is perceived by users, as well as what markers runners and cyclists currently use. Together, this helps to build a picture of existing habits, which will factor into and be respected in our proposals. 16 9 20 1 3 11 18 11 5 6 14 CYCLING RUNNING
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 16 17 EXISTING USE PATTERNS Helensburgh Sportive: The Helensburgh Sportive is an annual 50- mile open road cycling event held in July, offering views of the River Clyde, Gareloch, and Loch Long. The race, which attracted 160 participants in 2022, donates all profits to Scotland’s Charity Air Ambulance (SCAA). Cyclists enjoy a scenic route and contribute to a charitable cause, making it a significant event for both the cycling and local community. Additionally, a general cycling route around Fruin and Kilcreggan Peninsula, similar to the Sportive Cycle race route, serves as a popular choice for recreational cyclists. BABCOCK 10K SERIES – Helensburgh Race: The BABCOCK 10K SERIES includes three running races hosted across Glasgow, one of which takes place in Helensburgh each May. The Helensburgh leg of the series had 408 participants in 2023 and is known for its fast and primarily flat course, starting and finishing at Hermitage Academy. The single circuit takes in much of the Victorian architecture, providing a picturesque backdrop for the runners. Helensburgh Amateur Athletic Club (HAAC): The HAAC use an 8km training route within Helensburgh. Founded in 1982 by Helensburgh Rugby Club members as a jogging group for the Glasgow Marathon, Helensburgh Amateur Athletic Club now boasts 150+ members, spanning from Juniors to Seniors (ages 9 to 70+). Some are original jogging group members, serving as the club’s founders. The club is a Scottish Charitable Incorporated Organisation (SCIO), overseen by the Scottish Charity Regulator (OSCR). BABCOCK – ANNUAL 10KM RUNNING RACE LOOP HELENSBURGH SPORTIVE CYCLE RACE ROUTE HELENSBURGH RUNNING CLUB – 8KM LOOP FRUIN AND KILCREGGAN PENINSULA
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 18 19 ROAD TRAFFIC SAFETY Data collected from crashmap.co.uk shows serious (red) and fatal (black) traffic accidents that have occurred in Helensburgh since 2000. Accidents typically occur close to junctions, but notable are the four fatal accidents that have occurred on East Clyde Street and Cardross Road since 2000, within the area considered by this study. This area of town accounts for the majority of fatal accidents recorded.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 20 21 LAND OWNERSHIP 1. Helensburgh Pier, Helensburgh 2. Helensburgh and Lomond Civic Centre, Helensburgh 3. Eastbay Esplanade, Helensburgh 4. Station Road Pier, Helensburgh 5. Craigendoran Station, Helensburgh 6. Campbell Drive, Helensburgh 7. Hermitage Academy, G84 7JZ, Helensburgh 8. Cardross Road, Helensburgh 9. Craigendoran Shore, Helensburgh 10. Craigendoran Junction, Helensburgh 11. Camis Eskin, Helensburgh 12. Coach House, Helensburgh 13. Centre Lodge, Dumbarton 14. Camis Eskin Farm, Helensburgh **All unidentified land assumed to be under Luss Estates Company ownership. 1 2 3 12 14 6 4 5 7 8 13 11 9 10
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 22 23 LOCAL DEVELOPMENT PLAN 2 A Local Development Plan (LDP) was put in place for the Argyll and Bute Council area in 2015. This will soon be superseded by the Local Development Plan 2. The Development Plan for Argyll and Bute consists of National Planning Framework 4, the Adopted Local Development Plan and any associated Supplementary Guidance. There is no date for the adoption of LDP2, however a draft of the plan is publicly available. The below sites are identified in LDP2 but are subject to change upon publication of the final plan, inclusive of consultation feedback. The LDP2 identifies a number of Open Space Protection Areas in close proximity to the proposed route. It also identifies notable sites under the following designations: • Allocation of Land (including Housing Allocation Sites) • Potential Development Areas • Areas for Action
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 24 25 SCOTTISH INDEX OF MULTIPLE DEPRIVATION SIMD is a tool for identifying the places in Scotland where people are experiencing disadvantage across various aspects of their lives. SIMD can be used to identify opportunities to improve the lives of local people. 6 5 4 3 2 1 3 1 2 5 4 6
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OPTIONS ASSESSMENT
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 28 29 ROUTE OPTIONS
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 30 31 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Most direct N-S link over tracks, connecting both rail stations and town centre amenities.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 32 33 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Route doesn’t connect through the park. This can be addressed but requires change.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 34 35 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Good link through the heart of town centre. Conflict with parking and pedestrian space.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 36 37 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Follows the core path and connects into constructed/committed projects. Uses Cardross Rd, which requires large intervention.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 38 39 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Mainly residential streets with parking, however with space for intervention.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 40 41 ROUTE SELECTION SCORING DIRECTNESS GRADIENT SAFETY CONNECTIVITY COMFORT SUMMARY Most impactful connection links up Craigendoran Station to the network. Requires substantial investment.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 42 43 SELECTED ROUTE
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 44 45 OPPORTUNITIES AND CONSTRAINTS Helensburgh has a strong pedestrian network with its grid layout allowing for good connectivity. There are some areas that have introduced some cycling provisions. There are many opportunities for improvements to cater for a pedestrian priority route, as well as improved cycling infrastructure for safer travel by bike. The John Muir Way is also a significant walking connection in and out of the town.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 46 47 CYCLING INFRASTRUCTURE OPPORTUNITIES Opportunity for cycling infrastructure has been identified by examining: • Existing infrastructure • Areas with no cycling provisions • Footbridges which are inaccessible to cyclists • Car parking that could be re-located to allow space for a cycle lane One of the key challenges for cycling infrastructure are the pedestrian bridges that cross the railway on Lomond Street and George Street. There is some cycling provision along streets such as West Clyde Street. However, lanes are often too narrow and not fully segregated. This infrastructure is also typically seen on roads that are very wide and can afford to give space back to pedestrians and cyclists. Similarly, the majority of roads with no cycling infrastructure could also be narrowed to reclaim the space for cyclists. Finally, there is an opportunity to review the allocation of car parking spaces, particularly along Sinclair Street and East Clyde Street. If spaces are re-allocated, it will create sufficient space for cycling infrastructure.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 48 49 PEDESTRIAN INFRASTRUCTURE OPPORTUNITIES Opportunity for pedestrian infrastructure has been predominantly identified by assessing the quality of key crossing points which are: • Existing signalised crossing • Existing continuous footway • Crossing improvement point • Opportunity for school street While the streets in Helensburgh are well connected, and many junctions are signalised or have pedestrian infrastructure in place, some of the busier junctions can be improved by narrowing the kerb radii and identifying clear crossing implements, such as tactile paving and crossings that prioritise pedestrians over vehicles. Larger junctions have been identified as a priority for improvement. There is also a key crossing over the railway on Lomond Street and a crossing on Station Road that are inaccessible for people with disabilities. Finally, opportunity for a school street has also been identified in order to create a safer environment for children and encourage walking/cycling to school.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 50 51 SECTIONS EXISTING CONDITIONS The existing sections illustrate the key areas for improvements, as mentioned previously. Sections AA’ and BB’ show the lack or insufficiency of cycling provisions, as well as the inaccessibility across the railway on Lomond Street.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 52 53 SECTIONS EXISTING CONDITIONS There is a lack of cycling infrastructure leading into Hermitage Park (Section CC’). Sections DD’ and EE’ identify existing cycling provisions to the north of Sinclair Street, but these could be further developed by widening the road and implementing segregated cycle lanes. There are currently no cycling provisions to the south of Sinclair Street. However, there are parking spaces that have the potential for re-allocation to allow room for a cycle lane.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 56 57 SECTIONS EXISTING CONDITIONS NARROW CYCLE LANES In order to prioritise cycling through Helensburgh, existing cycle lanes should be widened and segregated from the carriageway, where possible. Wide roads with no infrastructure should be narrowed and segregated cycle lanes should be introduced. INACCESSIBLE CROSSINGS There are multiple key crossing points throughout Helensburgh that are inaccessible to people with disabilities and to cyclists. Crossing improvements should be made along key identified active travel routes to provide easier access for all and advocate for a more connected town. CAR PARKING OVER CYLING PRIORITY Ample car parking throughout the town suggests vehicle priority. Where possible, car parking should be removed or re-allocated from key active travel routes in order to make room for cycle lanes and pavement widening, where necessary. JUNCTION CROSSINGS Larger junctions that are more difficult for pedestrians to navigate should be improved by creating pedestrian priority footways and junctions. West Clyde Street narrow advisory cycle lanes Lomond Street inaccessible railway crossing Sinclair Street existing designated car parking Grant Street inaccessible railway crossing Sinclair Street narrow advisory cycle lanes East Clyde Street existing designated car parking Sinclair Street example of junction for improvement
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 56 57 PRECEDENT STUDY SOLUTIONS Green Bridge, Mile End Park, London The Green Bridge at Mile End sought to connect fragmented areas of a park. The project created a new footpath and key link with brighter lighting, more planting, as well as additional seating. The bridge has created a more accessible and pleasant route for pedestrians and cyclists over an existing busy road in Mile End. Sauchiehall Street is a good precedent for the introduction of segregated cycle infrastructure in Glasgow on what was previously a very wide street that prioritised vehicles. Sauchiehall Street, Glasgow Sighthill Bridge, Glasgow The Sighthill Bridge is a good example of an accessible bridge for both wheelchair and bicycle access. The addition of planting and lighting are also key in making the space feel welcoming and safe for people. Greener Grangetown, Cardiff Greener Grangetown in Cardiff shows what a pedestrian priority junction could look like with the addition of SuDS. This implementation narrows the existing carriageway widths, which can reduce vehicle speeds and create a better environment for pedestrians.
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 60 61 RIBA 2 DESIGN
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 60 61 INTRODUCTION During this stage, a spatial arrangement design for the selected route was developed, informed by previous consultation feedback, stakeholder involvement, and relevant design guidance. Stakeholder and public engagement feedback highlighted common concerns that East Clyde Street was unsafe or inadequate for active travel. However, the route selected has the advantage of creating a continuous cycling and pedestrian link connecting Morrisons to Garelochhead in the west, via the Helensburgh Waterfront Development. The proposed route seeks to improve the cycling, wheeling and walking conditions within the Helensburgh East area with the aim of connecting key local facilities, including schools and the town centre itself. For the purpose of the consultation, three key focus areas were selected that intent to make significant impact and improvement to the route. For these selected areas, a general arrangement plan has been developed, as well as section drawings to highlight the changes along the street. The full scheme can also be found in Appendix A. The selected key areas are East Clyde Street, East Clyde Street Bridge/South King Street Junction and Hermitage Academy. Selected Route Consultation launch at Christmas Craft Fair at Hermitage
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HELENSBURGH TOWN EAST Active Travel Route HELENSBURGH TOWN EAST Active Travel Route 60 61 EAST CLYDE STREET East Clyde Street forms the main spine of the selected route, principally for its directness and connectivity to key town assets, as well as a wider connection to Garelochhead. The existing carriageway width is overly wide at most points on the route, enabling the re-purposing of space from vehicle movement to cycle movement. The street has been narrowed to accommodate two movement lanes totalling 6.4m, with a 3m bi-directional, stepped track being proposed on the southern side of the street. Parking along this street is in abundance and, at most points along the street, has been retained with a few exceptions. This parking could be re-provided on a nearby street. The existing footways will be retained as they are currently sufficient in width, however greater pedestrian priority will be sought, especially at crossing points and side streets, where continuous footways will be introduced. Green infrastructure will also be introduced along the route to support increased active travel, as well as offer a myriad of additional benefits to town centre vitality, quality of life and relaxation. Key Interventions: • 3m bi-directional, stepped cycle track. • Retained footways. • Carriageway narrowed to 6m, at a minimum. • Planting/SuDS implemented where possible. • Parking mostly retained or relocated. East Clyde Street + Grant Street
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 62 63 East Clyde Street + Sinclair Street East Clyde Street + Charlotte Street
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 64 4 65 Active Travel Route Active Travel Route 66 67 East Clyde Street + Hanover Street East Clyde Street + South King Street
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST Active Travel Route 66 67 Active Travel Route EAST CLYDE STREET BRIDGE The bridge on East Clyde Street that runs over the rail line has been identified as a key pinch-point along the selected route. The existing road widths are already quite constrained and cannot be reduced further. The existing footways are also particularly narrow over this bridge, making it an unpleasant crossing location. In addition to this, the line of sight over the bridge is not clear and many children use this as a crossing point on their way to and from school, walking up the grass bank before crossing at Section Line B. The proposed design will require a structural intervention to the bridge in order to widen the footway to improve safety and make active travel more desirable. This will create a 3m shared use space for pedestrians and cyclists. A new crossing nearer South King Street will also be implemented for safer crossing of both pedestrians and cyclists accessing residential neighbourhoods to the north. The junction at South King Street has also been narrowed, to enable increased greening, as well as slow vehicle speeds at this key intersection of walking, wheeling, cycling and vehicles. Key Interventions • Narrowing carriageway to a minimum of 6m. • Expanding existing bridge structure to create an improved footway width of 3m, as well as space for cycling. • Providing a shared use space for pedestrians and cyclists, ensuring they can cross the street safely and more efficiently. East Clyde Street Bridge
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HELENSBURGH TOWN EAST 68 69 HERMITAGE SCHOOL The conditions of the route change significantly at Cardross Road, with the road becoming as wide as two lanes in each direction. These conditions are more hostile for pedestrians and cyclists, and measures have already been taken to reduce vehicle speeds in the area. Cardross Road is also a key route to Hermitage Academy, so the scheme proposals seek to create a safe and attractive route for students walking, wheeling, and cycling to school. The existing carriageway heading west on Cardross Road currently facilitates one lane of traffic but is overly wide. The proposal suggests a reduction of the carriageway to a 4m width, enabling the delivery of a 3m wide bi-directional segregated track, with an additional safety buffer/verge of 1.3m to separate it from Cardross Road traffic. The cycle track then links to an upgraded signalised crossing to Hermitage Academy and, to a proposed cycle street along Marmion Avenue, which then connects back to the cycle track further west. Key Interventions • Narrowing the carriageway where there is only one existing lane down to 4m. • Providing a bi-directional track with a safety buffer to create safer cycle conditions. • Linking the cycle route to adjacent quieter streets, to create cycle streets and enable cyclists to travel along quieter routes. • Improved greening and green infrastructure delivered throughout. S Hermitage School
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 70 71 STAGE 2 ENGAGEMENT The approach to engagement and communication for stage 2 is set out in the Helensburgh East Active Travel Engagement Strategy which can be found in Appendix B. The Equality Impact Assessment can also be found in Appendix B. Two in-person engagement events were held on 23rd of November 2024 at the Hermitage Academy Christmas Fair and on 16th of December 2024 at The Helensburgh & Lomond Civic Centre. As part of this process, a survey was conducted, and the results can be found in Appendix C. The engagement process was designed to be inclusive, with the in-person engagement events paired with digital information and both an online and paper survey. Approximately 50 local businesses and community organisations were also directly contacted to raise awareness of the consultation event and process, as well as seeking out their varied perspectives. Event 1: Xmas Market Launch Event The consultation was launched at the family-orientated Christmas Craft Fair at Hermitage Academy on 23rd of November 2024, with 110+ stalls booked. These stalls included community groups, such as the community council who had high interest in the proposals and acted very beneficially as a collaborator. An advantage of attending this event was the high turnout and wide demographic pool of attendees. It was also an excellent opportunity to capture the views of those in the East of Helensburgh, who will be most impacted by the proposals. Prior to the event, an email was circulated to stakeholders, community groups and clubs who may be interested in meeting in person to contribute. Details of the event were also to be circulated on social media. The event was positive, with many people taking a flyer to fill out the survey online. Fewer people were engaged in deeper conversation about the route. Event 2: Helensburgh & Lomond Civic Centre A second event was held at the Helensburgh & Lomond Civic Centre on the 16th of December 2024. This was a more focussed session, with pinned up consultation boards and reports to discuss the proposals in greater detail. The attendance was lower than the previous event due to weather conditions and less passing footfall in the location. Those who did attend stayed for an extended period. This allowed for discussions which were highly detailed, allowing for more feedback on specific zones of the proposals. Overall, feedback was positive for the route selection, with specific points being scrutinised over safety, parking reduction and integration of equestrian usage. Online Survey An online survey ran on the project website from 23rd of November 2024 to 6th of January 2025. The survey was publicised with posters and flyers in local shops, libraries and churches, as well as on social media (using local community contacts). This brief survey was hosted online on the bespoke website and was anonymous. Paper copies were also completed and have been considered as part of the analysis. Members of the public that intended to further elaborate on their views were invited to email the team. Their feedback has been included in this report. The survey did not collect any personally identifiable information. The survey questions were designed to be straightforward, with a focus on current challenges and general aspirations for the future. Conclusion Responses were positive with a broad understanding that the route was logical for directness, potential for re-distribution of the road width and covering a wide catchment area. Though issues concerning safe segregation between active travel users and cars, effects of reduced parking, the treatment of junctions, connections to existing active travel network and the high speed of traffic on the route were all identified. These concerns are to be carefully considered to make the route attractive to all users.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 72 73 PLACEMAKING STRATEGY This Placemaking Strategy has been compiled to give an overview of the approach to be taken in project design to account for the quality, inclusivity and sustainability of the greater Helensburgh area and affected communities. CONTINUATION OF THE HELENSBURGH BELLS Carrying the theme of bells through from Helensburgh to Faslane segment of active travel route offers consistency. The east route passes Henry Bell’s hotel which should be recognised. Two other nodes have been identified for wayfinding, rest points and improved lighting. The following figure outlines three nodes of particular note: 1. EAST CLYDE STREET PARK The East Clyde Street Park is well used and enjoyed by a range of people, such as equestrian riders allowing their horses to gallop briefly, or passers-by sitting and enjoying the view. At the centre of the park sits a Category B listed monument, the Comet Flywheel and Henry Bell's anvil. Access to this area is currently via a narrow path with little signage on the street. By forming a lay-by area for cyclists, it marks the entrance to the monument while allowing for a rest stop with a panoramic view. A bell sculpture sank into the paving and continued the maritime narrative. The consultation raised concerns over lighting in the park area. By re-introducing the refurbished Comet lampposts (which are in storage), a hub of maritime and Henry Bell references may be facilitated. The Queens Hotel, another Henry Bell connection is also only a short way westward on the path.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 74 75 2. HELENSBURGH CENTRE THRESHOLD This node is the meeting point of several residential areas in Helensburgh, with Drumfork housing to the north and Craigendoran to the south. Crossing over the rail bridge going westward brings you into Helensburgh Centre. Heading under the rail line to the east takes you to what could be described as 'East' Helensburgh, and towards Cardross. The consultation feedback noted this area as particularly hazardous for pedestrians, with the blind crest on the bridge and the overly complex junction at the foot of South King Street. To resolve these issues, proposed is a simplification of the junction to a single T-junction as it was historically and the introduction of a new pedestrian crossing. These two alterations would create a large pedestrian zone, further separating pedestrians from the road, while offering a zone for seating, wayfinding and improved lighting. 3. HERMITAGE CROSSING This section of East Clyde Street currently signposts 'Welcome to Helensburgh', making it an ideal location for siting wayfinding, and a rest-stop. The area has been highlighted through our consultation as unsafe, with a lack of crossing options for pupils. Coming through the residential area to the south, off of the main road, the active travel route turns back up towards Hermitage Academy where we are proposing a new crossing to the school. To screen the residential area and route from the main road, we have proposed play-moulds with steps up to a playful sculpture. Integrating the Comet lampposts and wayfinding will help with direction and safety at night.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 76 77 MONITORING AND EVALUATION PLAN This Monitoring and Evaluation Plan has been developed in line with additional engagement, consultation and identified surveys carried out during Stage 2. The main aims for this project reflect the Places for Everyone programme aims: to create safer, more attractive, healthier places by increasing the number of trips made by walking, cycling and wheeling for everyday journeys. The specific aims for this project are: • A high level of service for those cycling, in line with Cycling by Design, attracting existing cyclists and those that currently do not choose to cycle. • Streets that enable people to walk and wheel everyday journeys enjoyably. • Cycling infrastructure that is easily and well maintained. • Elegant and comfortable cycling solutions for people and the town. • Innovation in the design of urban cycling infrastructure in the Scottish context. • Increased equity of access to cycling opportunities. • Easy integration with other transport modes, especially any rail stations, for all cycles (including adapted and non-standard cycles, e-cycles, cargo cycles and cycle share). To achieve these, the M&E Plan sets out the following SMART objectives: 1. Increase number of people and trips for walking, cycling and wheeling for everyday journeys by 50% by one year post completion. 2. All parts of the community have been engaged in the project development and decision making prior to construction. 3. The quality of place and the quality and quantity of green infrastructure has been increased. 4. People make the choice to walk, wheel or cycle as a result of providing dedicated, safe spaces for people to walk, cycle and wheel. 5. The project area is more accessible for people with protected characteristics. As part of baseline data gathering, the following surveys have been conducted to help form part of the baseline monitoring for the project: • Non-Motorised User (NMU) Video Surveys • Traffic Volume and Speed Surveys Monitoring Tools Objective Outcome Indicator Tool Stage Findings 1. Increase number of people and trips for walking, cycling for everyday journeys by 50% by one year post completion. More people travelling actively, resulting in improvements to health and wellbeing, as well as producing environmental benefits. Increased active travel trips NMU surveys Pre and post construction 2. All parts of the community have been engaged in the project development and decision making prior to construction. A community that supports the project and feels like they have been actively engaged throughout the design phases. Positive perception End user experience surveys Pre and post construction 3. The quality of place and the quality and quantity of green infrastructure has been increased. Improved environmental quality, enhanced biodiversity, and better human health and well- being, while also contributing to climate adaptation and mitigation. Increased number of people who believe public realm provision within site extents has improved. Increased numbers of people using public realm spaces within site extents. Traffic speed and volume surveys NMU surveys (specifically recording pedestrian dwell times and location). Pre and post construction 4. People make the choice to walk, wheel or cycle as a result of providing dedicated, safe spaces for people to walk, cycle and wheel. Modal shift to active travel methods as a direct result of this project. Increased number of local people completing everyday journeys whilst actively travelling within route extents instead of using a private car. NMU surveys Pre and post construction 5. The project area is more accessible for people with protected characteristics. Social inclusion, improved quality of life and a more equitable society by removing barriers and allowing everyone to participate fully in everyday activities. Increased use of space by specific groups and increase in positive perception End user experience surveys Accessibility Audit Pre and post construction Next Steps This M&E plan should be expanded further during Stage 3. Similarly, further baseline information should be gathered in Stage 3.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 78 79 COSTS A Stage 2 Cost Plan has been developed by PMP which can be found in Appendix D. The purpose of this Stage 2 Cost Report is to forecast the estimated cost for the Helensburgh East Active Travel works. The report provides a magnitude of capital cost to Argyll & Bute for the Helensburgh East Active Travel works. The Stage 2 estimate is £4,832,685. RISKS AND CONSTRAINTS A Designers Risk Assessment has been compiled and can be found in Appendix E. This should be updated through each new project stage. An updated Constraints Plan was also completed in April 2025. The report intends to provide commentary on general site constraints and foreseeable risks that would inform initial design stages of the project. The complete Constraints Plan is found in Appendix F. The following provides a general summary of the major constraints outlined in the report. Road and Parking The following figure outlines the existing cycle network and proposed changes to current infrastructure. The primary constraint for the roadway is the availability of additional space for cycle lane implementation. In most locations, provisions will feasibly be made to re-allocate parking bay space or excess road width. The report identifies any locations of different road widths or cross-sections. Additionally, instances of parking controls, street furniture, bridges and elevation changes are all identified, with information provided to inform the construction of active travel infrastructure. Existing Utilities A complete summary of all assets identified in the utilities search is provided in the Constraints Plan. A brief summary of these findings is located in the next section (Utilities Survey). Site Conditions According to the British Geological Survey (BGS) data, the route has superficial deposits of clay, silt and gravel overlying bedrock deposits of psammite and pelite. The presence of more sandy/gravelly type ground conditions could prove favourable for the implementation of SuDS elements. Helensburgh is located within the Cowal / Clyde Sealochs Coastal catchment, which feeds into Gare Loch, Loch Long, Holy Loch and Loch Goil, as well as an estuary of River Clyde. This area is shown in the figure to the right. The groundwater body associated with Helensburgh has a recharge rate of 359 mm/year and a water quality classification of “good”. The aquifer is moderate to highly productive. Helensburgh is also fronted by two watercourses: Gare Loch and the Clyde Estuary, both of which are in moderate and good condition. Additionally, there are three main burns that run through the project area, including: Milligs Burn, Drumfork Burn and Red Burn. Flood Risks The following information is based on consultation with SEPA Flood Extents Maps and historic Scottish NFRA studies. High to medium pluvial flooding (surface water flooding) risks were identified in the following locations: • East Clyde Street towards Craigendoran train station • Dennistoun Crescent/Marmion Avenue Moderate coastal flooding risks were identified along East Clyde Street near the seafront. The entirety of the site is included within SEPA’s potentially vulnerable area, however, the Scottish NFRA does not highlight groundwater flooding as a particular risk within this area. Additionally, climate change risks were identified. Typically, the effects of climate change in the UK are higher frequency of high intensity rainfall over a short-term period, and an increase in the frequency of long duration rainfall events.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 72 80 81 Heritage A Heritage Impact Assessment was completed by Page Park in 2023. A full summary is located in the Constraint Plan. Of particular interest are the following heritage considerations: • Two Conservation Areas may be impacted by the active travel zone • There are 3 Category A listed and 33 Category B listed buildings in the Helensburgh East and Cardross area (Historic Environment Scotland) • There are 45 shipwrecks and other marine obstructions in the Gare Loch mouth • The earliest available historic maps are from 1840 o Continuation of a grid-like structure since the early 1900s o Craigendoran and Helensburgh Central stations, town pier and various greenspaces have been around since 1890 o The town quarry and corn mill were constructed around 1970 and 1840, respectively Key Opportunities Opportunities for biodiversity net gain were identified through the undertaking of a Preliminary Ecological Assessment. See future section Preliminary Ecological Assessment and Appendix G for more details about this report. Important recommendations to contribute positively to biodiversity are as follows: • Development of a Biodiversity Action Plan (BAP). • Native species planting. • Improvements to the existing B-line on site by providing availability of foraging resources for pollinators. • Provisions of log piles and woodcrete blocks to provide further sheltering resources for small mammals, reptiles, amphibians and invertebrates. • Provision of a range of bat and bird boxes. The design intent of the project is for active travel interventions to be implemented alongside a SuDS network to help alleviate the current drainage network. Majority of the road network discharged into a combined sewer network, which provides ample opportunity for works to divert flows into SuDS systems. This could be in the form of in-carriageway raingardens that help capture, attenuate and treat surface water runoff. Water is to be infiltrated into surrounding soils, discharged into nearby watercourses or enter existing drainage network at a slow rate. Specific areas identified for ideal SuDS implementation include East Clyde Street, Cardross Road, Dennistoun Crescent towards Marmion Avenue, Sinclair Street and Lomond Street. Major placemaking opportunities include the following: • Consultation of local groups / individuals for design inclusions that facilitate community improvement • Improved lighting and extension of pedestrian walkways • Advocating for more accessible public spaces to be used as green spaces • Addition of rest areas along the route UTILITIES SURVEY A complete utilities survey was completed by Cornerstone Projects Ltd. in November 2023. The full utilities search can be found in Appendix H. A more complete summary of all identified utility assets is found in the Constraints Plan in Appendix F. The following provides a brief summary of the findings: Gas (Scotia Gas Networks Ltd.) Low pressure mains run along most of East Clyde Street. An intermediate pressure main runs along the entire length of South King Street and Cardross Road until the east site boundary. Water (Scottish Water) A water distribution main runs along the length of East Clyde Street / Cardross Road. Isolated public main runs from Adelaide Street to Hanover Street. Abandoned public mains are found at Hanover Street, Monaebrook Place, Hermitage Avenue and Red Burn. A major trunk waterline was identified at the east site boundary. Sewers (Scottish Water) Combined gravity pipes run along the length of East Clyde Street. Natural water pipes cross East Clyde Street near Maitland Court and at Adelaide Street. Combined sewer overflows are located adjacent to the junctions at Lomond Street, Glenfinlas Street and Hanover Street. A foul water syphon crosses East Clyde Street at Adelaide Street. Telecommunications (BT) Lines and boxes are dispersed along most of East Clyde Street, from Maitland Street to Lomond Street, as well as from Adelaide Street to Station Road. Cardross is also populated with utilities, especially from Hermitage Avenue to the east site boundary. Electricity (SP Energy Networks) Low voltage cables are located along the entirety of East Clyde Street / Cardross Road. High voltage cables are present along East Clyde Street from Sinclair Street to Maitland Street, at the junction with George Street and from Sommervile Place to South King Street. HV cables are also found along a majority of Cardross Road, with major crossings at Hermitage Avenue and Red Burn.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 82 83 Cable/Fibre (Virgin Media) Single ducts are located at a number of locations along East Clyde Street / Cardross Road. A fibre cabinet is located adjacent to Cardross Road at Campbell Drive. TOPOGRAPHIC SURVEY A topographic survey was undertaken by Aspect in February 2025. The complete report is located in Appendix I. The following outlines the survey extents, as determined by the project boundary: The survey measured approximately 2.2km in total, running from the junction of East Clyde Street and Sinclair Street to the crossing of the A814 over the Red Burn. Additionally, small sections of South King Street, Station Road, Diana Vernon Court, Abbotsford Drive and Talisman Crescent were also included. The survey extended to the rear of the footpaths and included invert levels of any manholes and gullies. In many cases, manholes covers couldn’t be raised and gullies were block. These instances were annotated as such on respective drawings. TRAFFIC SURVEYS A series of traffic surveys were undertaken in February/March 2025 by Traffic Data Collection Ltd. This involved both Non-Motorised User (NMU) video surveys and Traffic Volume and Speed Surveys. Both were undertaken at the following locations: • East Clyde Street / Charlotte Street • East Clyde Street / South King Street • Cardross Road Pedestrian Crossing An additional Traffic Volume and Speed Survey was undertaken at a fourth location, where an NMU survey was not required: • Marmion Avenue Locations are further specified in the figure below and at the following link: https://www.google.com/maps/d/u/0/edit?mid=1A7B_2W6H3nhyobx5zAiFjjKcXeVaAME&usp =sharing. Both surveys were conducted over a period of 7 days, from February 27th to March 6th, running for 24 hours a day. The complete traffic survey report can be found in Appendix J. PRELIMINARY ECOLOGICAL ASSESSMENT A Preliminary Ecological Appraisal (PEA) was undertaken by EnviroCentre on 4th December 2023. The complete report can be found in Appendix G. The following summary intends to provide an overview of the major considerations of this PEA. In general, species were surveyed with the intention to identify roosting/foraging suitability, as well as evidence of settlement and sightings. More details on survey identification specifics can be found in the complete report. One statutory designated site, Inner Clyde, is located approximately 90m south of the site. It is ecologically connected to the site via Gare Loch and the southern site boundary along the shore of the Inner Clyde. In particular, this impacts a number of marine bird species. One non-statutory designated site, Duchess Wood, is present within the survey area, which is designated as a Local Nature Reserve (LNR) of locally important natural heritage. Drumfork Wood also lies within 50m of the Black Route and is similarly designated as an LNR. 12 further non-statutory designated sites are located within 2km of the site, all identified with details provided in the complete report.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 84 85 Two Ancient Woodlands are located within the survey area and a total of four further areas of Ancient Woodland Inventory woodland lie adjacent to the route. Habitats A total of eight UKHab primary code habitats were identified during the site visit: 1. Other Neutral Grassland – patches are rare and sparse but exist to the west of the railway and adjacent to the boat yard. Can offer opportunities for wildlife foraging and shelter. Site importance. Abundant vegetation includes Yorkshire fog and creeping bent. 2. Modified Grassland – small patches near verges, on carriageway isles and in community parks/fields. Limited opportunities for wildlife due to urban location and continuous management. Site importance. Abundant vegetation includes perennial ryegrasses and white clover. 3. Bramble Scrub – patches located along railways and adjacent to sports field. Dense scrub offer sheltering opportunities. Local importance. Abundant vegetation includes bramble and Yorkshire fog. 4. Other Broadleaved Woodland – patches in Hermitage Park. Offer opportunities for foraging and sheltering and are an important LBAP habitat. County and National (UK) importance due to classification as an Ancient Woodland. Abundant vegetation includes sycamore, silver birch, common ivy, Darwin’s barberry and rhododendron. 5. Other Mixed Woodland – larger patches in a small community garden near W Montrose Street. Offer resources for foraging and sheltering wildlife. County and National (UK) importance. Abundant vegetation includes Scot’s pine, silver birch and common ivy. 6. Beach – two beaches are located along the western section of the survey area by the coast. Mix of pebbles and sand, with abundant algae. Offer foraging/resting opportunities for birds, as well as habitat for crustaceans and molluscs. Site importance. 7. Built-up Areas and Gardens – comprise majority of the survey area. Limited opportunities for wildlife. Site importance. Vegetation includes garden plants, hedgerows and trees. 8. Artificial Unvegetated Unsealed Surface – small area near north survey area within boatyard. No opportunities for most wildlife. Negligible importance. INNS Two instances of INNS were recorded within a 50m area of the site during the survey: 1. Rhododendron – located in patches of scrub along railway, within Hermitage Park and in a small community garden 2. Wall cotoneaster – located along outer wall of a house Thorny olive and Atlantic ivy, which have potentially invasive tendencies, were also recorded along a watercourse. Bats Two records of roosting 320m south and 400m southwest of the site in 2013 and 2016 were returned from the desk study. Older, traditional buildings along the survey route display moderate suitability for roosting bats. A number of the newer buildings lack suitable access points and present negligible roosting suitability. Further assessment is required to establish suitability of semi-mature to mature broadleaf trees, due to their size. In the wider landscapes, suitable foraging habitat for bats exists to the north within the Helensburgh Reservoir and to the north along the woodland border leading to Faslane. In general, within the site area, foraging and commuting habitats are classified as low suitability. Red squirrel The desk study returned four records of red squirrel between 670m and 1km west and 175km south of the site between 2019 and 2021. No diagnostic field evidence of red squirrel was identified during the site visit. Suitable resources for red squirrels can, however, be found within local private gardens. Badger No records of badger were returned from the desk study. No diagnostic field evidence of badger was identified during the site visit. Primary and secondary foraging habitats for badger are found in the site area, but due to the highly urbanised area and fragmented habitat cover, extensive use of the site by badger is unlikely. Sett creations opportunities are limited but exist adjacent to the site within broadleaf woodland patches. Hedgehog No records of hedgehog were returned from the desk study. Highly urbanised area on site is considered detrimental to hedgehogs, however, local gardens and green areas offer some suitable opportunities. It is likely that a number of hedgehogs occasionally use the site or adjacent sites. Amphibians No records of amphibians were returned from the desk study. Highly urbanised area and lack of ponds provides overall unsuitable habitat for amphibians. It is possible that a small number of amphibians may be found within private gardens with small ponds. Better opportunities for these species are found within the Helensburgh Reservoir, 400m north of site. Birds The desk study found a number of birds within 2km of the site between 2013-2023. The majority of the species are restricted to the southern site boundary along the shore. The following species were identified during the desk study, with corresponding SBL/BOCC designation: Notably, green-listed species are naturally occurring species with self-sustaining populations, amber-listed species are threatened in Europe with a historical decline and red-listed species are globally threatened with severe population decline. Green-listed birds are of local importance, amber-listed birds are of regional importance and red-listed birds are of National (UK) importance. The following species were identified during the site survey, with corresponding SBL/BOCC designation:
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 86 87 The high degree of urbanisation, as well as vicinity to coastal habitats, lends the site to a substantial provision of foraging grounds and resources for a variety of birds. Invertebrates The desk study returned a total of 32 different invertebrate species, including bees, beetle, moths, butterfly, mayfly, spiders and molluscs. No SBL invertebrate species were returned. The site is part of an important national network of ecologically connected habitat for pollinators. Opportunity exists within private gardens and public parks for suitable pollination resources. Invertebrates are of site importance. Potential Impacts The following are foreseeable negative impacts that may occur if mitigation strategies are not factored into design: • Loss/damage to broadleaf/mixed woodlands and important lines of trees • Loss/fragmentation of foraging and commuting habitats for mammals and birds • Disturbance of foraging and commuting nocturnal and crepuscular species if artificial lighting is installed • Loss of nesting, resting, loafing for hedgehog and birds if scrub/trees are removed • Small scale removal or degradation of habitat within a B-line • Death/injury to nesting/hibernating hedgehog and birds if vegetation clearance takes place during sensitive periods • Pollution of adjacent Inner Clyde waters • Loss/degradation of ancient woodlands Potential positive impacts associated with development are as follows: • Biodiversity on site to increase if landscape design is inclusive of retaining habitats and creating new habitats • Provision of roosting, nesting and sheltering resources Additionally, further tree and bat surveys are to be completed if tree removal is undertaken. Mitigation Recommendations The following mitigation is recommended to avoid/minimise potential impacts: • Neutral grassland, tree lines and woodland areas should be retained/enhanced • SEPA pollution prevention guidelines should be followed to prevent pollution of Inner Clyde waters • Machinery/vehicles should not be left idling, and no materials should be stored near trees/watercourses • Ancient woodland tree removal to be avoided • Implement an ecologist-approved sensitive lighting strategy for permanent lighting near woodlands, with primary consideration for ‘complete darkness’ levels for nearby bats • Fingertip search shall be conducted prior to works commencing for any removal of scrub/grassland during hedgehog hibernation and breeding seasons • Vegetation clearance is not to be completed during breeding bird season. If not possible, a nesting bird survey should be undertaken within 48hrs prior to work starting • Works to stop if any protected species are found in the site. Ecologist to be contacted immediately • High noise and vibration activities to be limited to daylight hours • Any excavations created should not be left open for animals to fall into. Fitted covers or shallow sloping edges/ramps to be supplied at the end of each day • Slopes accesses/escape routes to be provided for ground dwelling species in any case of ground level changes that create barriers to movement • Care taken to avoid contact with INNS on site and surrounding areas Opportunities for Biodiversity Gain Enhancements to consider that could benefit local wildlife and the environment are as follows: • Maintain/enhance existing green infrastructure and encourage long term habitat connectivity. Sourcing vegetation (seeds/plants) of native species should include trees, scrub and grassland. Recommended native planting includes birds cherry, field maple and blackthorn • Foraging/commuting corridors are to be enhances by planting woodland and scrub along site boundaries • Provision of log piles within woodlands/grasslands to enhance animal sheltering and basking. Use wood from on-site tree surgery works where possible • Improvements to availability of foraging resources for pollinators • Woodcrete and reed insect blocks or “bug hotels” are to be installed on retained trees to provide insect shelter • Permeable/green paths should be used to maintain drainage, where possible • Bird nesting boxes installed to provide permanent nesting at a minimum height of 2m. Suitable boxes include Eco Starling Nest Boxes, Schwegler Wren Roundhouses, 1MR Schwegler Avianex boxes and 1B Schwegler Nest Box. • Bat boxes to provide permanent roosting opportunities at a minimum height of 3m. Suitable boxes include 1FD Schwegler bat boxes and Large Multi Chamber WoodStone Bat Box. Undertaken in December 2023, the information contained within this PEA is aged around 16 months. It is important that planning decisions are based on up-to-date ecological reports and survey data. For a circumstance like this, where specific guidance for survey data validity does not exist, the following advice provided by CIEEM will be primarily considered. For data aged between 18 months to 3 years, a professional ecologist will be required to undertake a site visit. The PEA may have to be updated, and the report will be reviewed for its validity. Appropriately updated surveys are to be scheduled and updated, as required. The likelihood of surveys needing to be updated increases with time and is greater for mobile species or in circumstances where the habitat or its management has changed since the surveys were undertaken. ROAD SAFETY AUDIT A Stage 1 Road Safety Audit (RSA) was conducted by Drummond Black Consulting Ltd. in April 2025. This full report can be found in Appendix K.
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HELENSBURGH TOWN EAST HELENSBURGH TOWN EAST 88 89 NEXT STEPS During Stage 3, emphasis will be put on progressing the design in line with the risks and constraints identified in Stage 2. The following are key outputs are required for the progression of Stage 3: • Develop and update designer’s Risk Register. • Review the existing concept design and progress the design through the developed design stage. The designs are to respond to the responses and recommendations in the Stage 1 and 2 reports, Stage 1 Road Safety Audit and through discussions with Argyll and Bute Council and Sustrans. The developed design should seek to provide the highest level of service possible as advised by the design principles set out in Cycling by Design (2021), Designing Streets and relevant roads design guidance. • Develop the stage 2 designs including general arrangement drawings, cross-sections and associated documents for the preferred route. • Level 3 utilities survey for the preferred route in order to support design and construction cost estimation. • Desktop and physical ground investigation surveys, including land contamination. • Identify opportunities within the design to manage appropriate traffic speeds, to the agreement of Argyll and Bute Council Roads and Infrastructure Service. • Draft all Traffic Regulations Orders (TROs) required, for approval by Argyll and Bute Council Roads and Infrastructure Service. • Engage with local community organisations in order to gain input from as wide a cross section of the community as possible. • Updated cost plan. • Stage 2 Road Safety Audit. • Gain planning approval for the construction of the active travel route as designed, including submitting the planning application and developing and submitting all necessary documents as required by planning service to determine the application. • Equality Impact Assessment (EqIA) for the designed route and seek input from individuals and groups with protected characteristics. • Review, update and implement Monitoring & Evaluation plan.
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Appendix A Drawings
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Appendix B Engagement Strategy
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Appendix C Engagement Results
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Appendix D Cost Plan
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Appendix E Designers Risk Assessment
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Appendix F Constraints Plan
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Appendix G Preliminary Ecological Appraisal
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Appendix H Utilities
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Appendix I Topographical Survey
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Appendix J Traffic Surveys
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Appendix K Road Safety Audit
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Client: ARGYLL AND BUTE COUNCIL SUSTRANS Team: Civic Engineers Urban Movement Page Park Living Streets PMP Lead Consultant; Civil Engineering Transport + Urban Design Engagement + Placemaking Schools Engagement Costing Contact: Isla Jackson Contact: Christopher Martin © Civic Engineers + Urban Movement, 2023 All rights reserved