Agenda reports pack
Argyll and Bute Council · 10 December 2024
Back to Helensburgh & Lomond Area Committee — 10 December 2024 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 602127 Fax: 01546 604435 3 December 2024 NOTICE OF MEETING A meeting of the HELENSBURGH & LOMOND AREA COMMITTEE will be held ON A HYBRID BASIS IN THE MARRIAGE SUITE IN THE HELENSBURGH AND LOMOND CIVIC CENTRE AND BY MICROSOFT TEAMS on TUESDAY, 10 DECEMBER 2024 at 9:30 AM, which you are requested to attend. Douglas Hendry Executive Director BUSINESS 1. APOLOGIES 2. DECLARATIONS OF INTEREST 3. MINUTE OF THE MEETING OF THE HELENSBURGH AND LOMOND AREA COMMITTEE, HELD ON 10 SEPTEMBER 2024 (Pages 3 - 18) 4. PUBLIC QUESTION TIME 5. POLICE SCOTLAND UPDATE (Pages 19 - 24) Update from Inspector Bart Simonis, Police Scotland 6. AREA PERFORMANCE REPORT - FQ2 2024/25 (Pages 25 - 66) Report by Executive Director with responsibility for Customer Support Services 7. ARGYLL AND BUTE HEALTH AND SOCIAL CARE PARTNERSHIP - PERFORMANCE REPORT - FQ1 2024/25 (Pages 67 - 82) Report by Senior Performance and Improvement Manager, Argyll and Bute Health and Social Care Partnership 8. ROADS AND INFRASTRUCTURE SERVICES UPDATE (Pages 83 - 86) Report by Executive Director with responsibility for Roads and Infrastructure Services 9. HELENSBURGH CHORD BINS (Pages 87 - 88) Report by Executive Director with responsibility for Roads and Infrastructure Services Public Document Pack
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10. ROSNEATH CYCLEPATH UPDATE (Pages 89 - 224) Report by Executive Director with responsibility for Development and Economic Growth 11. EXPRESSION OF INTEREST - LEASE - HELENSBURGH PIER REGENERATION (Pages 225 - 248) Report by Executive Director with responsibility for Commercial Services 12. CHARITABLE TRUSTS, BEQUESTS AND TRUST FUNDS (Pages 249 - 254) Report by Executive Director with responsibility for Legal and Regulatory Support REPORT FOR NOTING 13. DRAFT HELENSBURGH AND LOMOND AREA COMMITTEE WORKPLAN (Pages 255 - 258) EXEMPT REPORT E1 14. HELENSBURGH CONSERVATION AREA REGENERATION SCHEME (CARS) RECOMMENDATION OF AWARDS (Pages 259 - 266) Report by Executive Director with responsibility for Development and Economic Growth The Committee will be asked to pass a resolution in terms of Section 50(A)(4) of the Local Government (Scotland) Act 1973 to exclude the public for items of business with an “E” on the grounds that it is likely to involve the disclosure of exempt information as defined in the appropriate paragraph of Part I of Schedule 7a to the Local Government (Scotland) Act 1973. The appropriate paragraph is:- E1 Paragraph 8 The amount of any expenditure proposed to be incurred by the authority under any particular contract or acquisition of property or the supply of goods or services. Helensburgh & Lomond Area Committee Councillor Math Campbell-Sturgess Councillor Maurice Corry Councillor Graham Hardie Councillor Fiona Howard (Vice-Chair) Councillor Mark Irvine (Chair) Councillor Paul Donald Kennedy Councillor Ian MacQuire Councillor Gary Mulvaney Councillor Iain Paterson Councillor Gemma Penfold Contact: Julieann Small, Democratic Services Assistant - 01546 604043
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MINUTES OF THE MEETING OF THE HELENSBURGH & LOMOND AREA COMMITTEE HELD ON A HYBRID BASIS IN THE MARRIAGE SUITE IN THE HELENSBURGH AND LOMOND CIVIC CENTRE AND BY MICROSOFT TEAMS ON TUESDAY, 10 SEPTEMBER 2024 Present: Councillor Fiona Howard (Vice Chair) Councillor Math Campbell-Sturgess Councillor Maurice Corry Councillor Graham Hardie Councillor Paul Donald Kennedy Councillor Ian MacQuire Councillor Gary Mulvaney Councillor Gemma Penfold Attending: Stuart McLean, Committee Manager John Blake, Fleet, Waste and Transport Manager Colin Young, Strategic Transportation Delivery Officer Sergeant Sophie Marshall, Police Scotland Seymour Adams, Vice Chair, CHARTS 1. APOLOGIES The Vice Chair welcomed everyone to the meeting. Apologies for absence were intimated on behalf of Councillors Mark Irvine (Chair) and Iain Paterson. 2. DECLARATIONS OF INTEREST There were no declarations of interest intimated. 3. MINUTE OF THE MEETING OF THE HELENSBURGH AND LOMOND AREA COMMITTEE, HELD ON 11 JUNE 2024 The Minute of the meeting of the Helensburgh and Lomond Area Committee, held on 11 June 2024 was approved as a correct record. 4. PUBLIC QUESTION TIME Before the introduction of Public Questions and in response to several questions that had been submitted in advance the Vice Chair made a statement regarding Helensburgh Waterfront. This Committee and Council over the past 10 years has successfully invested over £20m in Helensburgh Waterfront with important community infrastructure including the new leisure centre, new car park, sea defences and resurfaced pier to name a few. This Administration, and indeed the previous Administration, appreciates there remains a great deal of public interest in the final piece of the jigsaw and things have moved on considerably in last few weeks following the decision by Policy and Recourses Committee in August to select a sole preferred developer in Forrest Developments. All of the submitted points from today’s Public Questions will be answered in the coming days. We will also be updating the information and frequently asked questions page on Page 3 Agenda Item 3
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the Councils Website about the Waterfront so the correct narrative is shared as widely as possible. I do however want to reiterate 3 points. Firstly, our town centre is important to us all and we want to get this important site right with a viable and economically sustainable development. There has been an open process where we received several offers from retailers, fast food giants, hotels and the community. We have assessed these bids through an agreed process and have a proposal that is considered to be most adventitious in terms of deliverability, risk, financial outcomes and community feedback. Secondly, we are aware that views both for and against this development have been expressed in the wake of the recent announcement and in this context, it is important to note that the council’s focus is on ensuring that the Waterfront regeneration ultimately delivers benefits for Helensburgh as a whole. Community feedback has played an important part in reaching the stage we are now at. There have been opportunities for community involvement at various points. In response to previous community feedback the Masterplan was altered to reduce the retail area and building line was pulled away from Clyde Street to protect views. We are listening, but the preferred bidder’s proposal is not developed to a stage that matters can be taken forward to a planning application yet. Officers are working with the developer on that and more detail will be shared when it is available and again community feedback will be welcomed as part of the planning process. Finally, the Committee acknowledge that the skatepark is interlinked to the waterfront and I wanted to reiterate what this Committee confirmed in December 2023. That there will be a skatepark at the waterfront as a backstop. This has been confirmed with Forrest Developments. However, and in supporting ambition of growth or expansion this Committee asked that 2 alternative locations were to be explored at both Kidston Park and Hermitage Park. Officers are currently looking at that and will report back to a future Area Committee once in a position to do so. So for clarity and in conclusion, the Area Committee recognise the public interest and welcome the questions which will be answered by officers in the coming days. Wider information will continue to be shared via the website as it becomes available. When updates and more detail is available that of course will be shared widely. All questions raised today around the waterfront will be welcomed and minuted, however it would be my intention that these are referred to Officers for a fuller, more detailed response. Stella Kinloch The Committee Manager read out questions submitted by Stella Kinloch in advance of the meeting as follows: Question 1 Page 4
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I have concerns that the Committee in approving the sale of land on the waterfront were not provided with full and honest representation from the consultation and that there are continuous attempts to overrule and quash the voice of residents. The sale of the land was supposed to include space for the skatepark. It’s now clear officers have been manipulating the process to find the ‘best’ site, whilst the community and its young people are repeatedly advising what they believe is the best site, the waterfront, yet this continues to be ignored. Why did the elected members accept evidence from an outdated retail spending from 2017 to be submitted as part of the report? And why did they not question the poor consultation numbers and lack of transparency from the consultants used to produce this report? Why has there been no full community consultation on the best site for the skate park? Councillor Campbell-Sturgess highlighted that there had been no decision made on where the Skatepark would be located. The Committee advised that they would seek guidance from the relevant department and provide Ms Kinloch with a response to this question following the meeting. Question 2 I’d like to know why did over 1300 pupils at Hermitage Academy start their year by being issued with 8 pages of printed paper giving GDPR notices for video and photo permissions and 2 for data confirmation. The authorities currently pays for licenses and use Google forms; also pay for Xpressions as the agreed communication method. These 2 digital solutions are available and are not being used. Printed paper is a waste and where pupils don’t return it, they receive a second set printed out to take home. We’re seeing committees discussing budgets, spending cuts, whilst this obvious waste of budget, not to mention the actual paper is astonishing when the digital solutions are there. I can only speak to what was issued at Hermitage but I would assume it’s authority wide. Counting up all these little areas of waste are what is eating into overstretched budgets. I’m looking for a commitment that the authority will stop the needless printing of forms to parents. This is only required where there is an exception agreed. Hopefully with all services removing such waste we’ll see small savings add up! The Committee Manager highlighted that on receipt of the question he had passed it to the Head of Education – Learning and Teaching who advised that: Annual Data Checks are a vital aspect of Data Protection compliance and are issued on paper as they are pre-populated with information that parents have previously supplied to use. This is to facilitate the process rather than them having to completely write everything out again. Unfortunately, Messenger 5, our main tool for communicating with parents is Page 5
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unable to handle that level of data. The service are looking at a parent app that could resolve this issue and are in discussion with IT to plan an implementation programme. Gill Simpson Has the Area Committee noted that a short-term working group of the Helensburgh and Lomond Area Community Planning Group has been set up to explore Community Wealth Building? The Vice Chair advised that the Committee were aware that a short-term working group had been established and noted the question. Peter Brown Question 1 Can the Chair clarify who Argyll and Bute Council are intending to sell the pierhead site to - is it Forrest Developments Ltd (as in the A&BC press release of 18th August) or Forrest Group (as in the Council's Q&A on their website)? Question 2 Can the Chair advise whether Argyll and Bute Council obtained an independent valuation of this site? If so: a. Which company provided the valuation? b. What was the valuation? c. When were the Area Committee Councillors informed of this valuation? Question 3 Can the Chair advise when the Area Committee Councillors agreed the budget for the disposal of the pierhead site, and how much was that budget? This refers to the combined cost of external consultants, including Avison Young as marketing company, Darnton B3 architects in providing an illustrative design, Colliers for the retail survey update and Ryder Architects for the community engagement process. Question 4 Each bid was scored against five criteria, of which Criterion 4 was "Community Feedback: Based on Community Engagement Process (June 2023)", as signed-off by the Area Committee Councillors in September last year. The Ryder Architecture report on the Community Engagement process, which only 83 people participated in, concluded that there was "no consensus" on what was wanted on the site. Can the chair advise how this report was used to score this criterion? Did they simply award 5 out of 5 to all bids, as they did for the Community Council's bid, and what was the score assigned to the winning bid? Question 5 Is the Chair aware that this site is still at risk of flooding? The seawall that was built for the leisure centre was not built as a formal flood defence, therefore the Scottish Environment Protection Agency (SEPA) will consider each new building on this site on its own merits Page 6
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and, as SEPA said at the pre-planning meeting for the leisure centre, the increased footfall from any retail on this site would cause them to regard it as a "more vulnerable" use. Councillor MacQuire advised that when the swimming pool was built, part of ground was raised by 2 metres to stop flooding. Question 6 After the Area Committee approved 2 bidders at their private meeting in March this year, did the Council give any commitment to those bidders? If the Council had not selected one of those two bidders would there have been a penalty to the Council, and were Councillors aware of this? Question 7 Can the Chair confirm that the Council has followed the Scottish Government's 2010 regulations on Disposal of Land by Local Authorities? Specifically paragraph 12 which says their duty includes "Being open and transparent in transactions", and "Demonstrating responsiveness to the needs of communities, citizens, customers and other stakeholders". Question 8 I raised a number of points to the Area Committee in March about the Colliers Retail Study update, in particular their figures for floorspace in the town centre. In underestimating the existing floorspace, Colliers concluded that there is scope to increase the amount of retail space in the town. The Council officer has kindly pursued Colliers as to how they originated their data - Colliers said: "the floorspace used in the 2023 Retail Study Update was based on the a 2023 GOAD Category Report specifically generated for Helensburgh. The GOAD report provided an overall floorspace figure of 404,700 sqft Gross Floor Area for Helensburgh Town Centre. This was broken down into Financial & Business Services, Leisure Services, Comparison, Convenience and Retail Services. This floorspace figure was updated and ratified, in terms of retailer representation via an on ground site visit, it was also cross referenced with the defined town centre boundary, as provided by the Local Development Plan and other related planning applications that were reviewed." I have seen the 2023 Experia GOAD Category Report for Helensburgh, and what it shows is the number of each category of shop - chemist, charity shop, supermarket, etc - and the total floorspace of each category. There's nothing that says which chemists, or the floor area of each Boots, or where each Boots is. So it is completely impossible to "ratify" the floorspace figure on the ground, or even to "cross reference" it with the town centre boundary. Further, the GOAD report itself says: "The floor space figures shown on the report are derived from the relevant GOAD Plan, but only show the footprint floorspace, and the site area without the building lines. They should not therefore be read as a definitive report of floor space, but do provide a useful means of comparison between centres, as all outlets are measured in a consistent manner.” Page 7
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Does the Chair agree that the Colliers Retail Study update does not provide an accurate representation of Helensburgh's retail position, leaving Helensburgh's local businesses vulnerable to retail development on the waterfront? Question 9 On 12th September last year, this Committee was briefed by officers about "items that are considered to be major risk factors to the Council regarding Hermitage Park", which included the following: "Skate park is located in a suitable spot in Helensburgh. If located in Hermitage Park a full suite of documents are required by NLHF including; a heritage impact assessment undertaken by a specialist consultant in historic parks, H&S risk assessment, statement from planning department, survey of park users and stakeholders, the local community and Friends group to gauge public opinion, an updated and fully funded management and maintenance plan explaining how skate park will be maintained over 20 years, an updated Pavilion business plan, statement of impact on Green Flag award. This requirement is legally binding in order to draw down funds and not be liable for clawback." The Council's Environment, Development and Infrastructure Committee meets this Thursday, and the officers' report for that committee says: "The risks regarding the potential location of a skatepark in Hermitage Park have been deemed acceptable and subsequently a letter has been drafted for consideration by National Lottery Heritage Fund (NLHF)." Can the Chair explain how the risks have been mitigated, and particularly the risk regarding public opinion? The Vice Chair thanked Mr Brown for the questions raised and assured him that his questions would be referred to the relevant department who would provide responses to his questions in the coming days. Ed Watling The Committee Manager read out questions submitted by Ed Watling in advance of the meeting as follows: Question 1 In relation to the supermarket development, why does Argyll and Bute Council feel that a retail survey carried out in 2007 is still relevant to the current & future needs of the area given: a) this was before the Improvements of the CHORD project, b) before the building of Waitrose (now Morrisons) and c) the effects of the pandemic on retail shopping habits? Question 2 Has Argyll and Bute Council carried out a traffic study in relation to increased shopping traffic at the East Clyde/ Sinclair Street junction? Are there any plans to change entry/exit to the Leisure Centre/Supermarket car park? Have Police Scotland been asked for their views in relation to the significant increase in vehicle movements in Clyde Street/Sinclair Street, potential bottlenecks and Road safety issues? Page 8
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Question 3 With the fact that the new supermarket development is earmarked for use by the Co-op, can Argyll and Bute Council confirm their plans for the current Co-op site, especially how such plans will impact parking in the town both for shoppers and rail users? Have ScotRail been consulted in relation to the impact on station access and passengers numbers both during any redevelopment and subsequently? The Vice Chair thanked Mr Watling for the questions raised and assured him that his questions would be referred to the relevant department who would provide responses to his questions in the coming days. Sarah Davies The Committee Manager read out questions submitted by Sarah Davies in advance of the meeting as follows: Question 1 Why is the proposed development of a retail site on the Waterfront not on today’s agenda? There have been a number of very important decisions taken since the last meeting, yet I see no written update or report. These decisions which were taken in private, and are of great interest to the residents of Helensburgh and Lomond but yet again there is no report or update. I note also that three months later the community council has received no reply from any of the councillors on this committee to our letter raising concerns about the process for selling off the site for redevelopment. Our only reply came from a council officer who is not accountable to the community as elected councillors are. In the absence of any replies we wrote to the Council leader seeking a meeting before any decisions were taken. Sadly his reply was that he did not have time to come to Helensburgh. You are I am sure aware that the announcement of the preferred bidder (following a closed meeting not available to press or public) has not been universally well received in Helensburgh. The Community Council has received many questions and representations on this issue. Many of these we are unable to answer due to lack of publicly available information. There were more than 120 residents at our August meeting eager for information. We thank our MSP Jackie Baillie, Councillor Howard and Councillor Kennedy for attending that meeting, however they too had little information they could share. The lack of transparency is concerning. We are told there will be benefits to the community but not what they will be. The apparent secrecy is for many the most concerning issue. Since that meeting a digital petition to Stop the Supermarket has gained more than 2,700 signatures in less than 10 days - a paper petition is also in circulation. For many of those signatories their main concern is lack of consultation and transparency. Page 9
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I note from the Scottish Government website the key roles of an elected councillor are Representing their ward Representing and meeting with residents and community groups within their ward and dealing with the issues they raise. Question 2 My question therefore is when will you our elected councillors be meeting with Helensburgh residents to answer questions on this issue? Will this be through well publicised surgeries, a public meeting or will there be drop in sessions? There are many current local issues raised with us as the Helensburgh Community Council. These include, along with the Waterfront, the Regeneration of the Pier (more than 500 residents turned out to support this cause on a. Sunday morning), the survival of the Tower Arts Centre and Cinema (more than 600 residents turned up to an engagement event just last weekend) the closure of the Cafe in Hermitage Park with no notice overnight and the long term future of the Waterfront Skatepark. None of these appear on today’s agenda, will they be on the next one? As well as answering these for those at today’s meeting I would request a written reply explaining clearly how you will be meeting with and representing residents concerns, questions and views. Also how you as our elected representatives will be taking those views to Argyll and Bute Council. I look forward to seeing the Waterfront and some of the other important issues I have touched upon being raised in future not just at public question time but on the official agenda hopefully at the next meeting in three months time. The Vice Chair thanked Ms Davies for the submitted questions and assured her that the questions would be referred to the relevant department who would provide responses to the questions in the coming days. Cameron Foy As reported in the Helensburgh Advertiser the future of the waterfront development is potentially tied to the existing Co-op supermarket and carpark on Sinclair Street/East King Street which the Council also owns and currently leases. Question 1 Can the Chair say whether, under the terms of the lease, the current leaseholder can end the lease early, or whether the Council has any control over who the lease could be transferred to, and therefore any influence over whether its future would be retail or residential? Question 2 What is the Council's own long term plan for the Sinclair Street/East King Street site and will it make public the timescale for its re-development? I am hearing that this new Council administration aims to be open and transparent and I am hoping to see evidence of that today. Page 10
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Councillor Mulvaney advised that no definitive decision has been made on the future of the site and that the decision made at Policy and Resources Committee was to award preferred bidder status only. The Vice Chair thanked Mr Foy for the questions and assured him that the questions would be referred to the relevant department who would provide responses to the questions in the coming days. Kathryn Smith The Committee Manager read out the following question submitted by Kathryn Smith in advance of the meeting: Why is the skatepark being limited to 350sqm when the revised & adopted masterplan includes a large skatepark in the waterfront? This would see no safe approach & run off spaces. The Vice Chair thanked Ms Smith for the question and confirmed the question would be referred to the relevant department who would provide a response to the question in the coming days. Jackie Hood, Helensburgh Skatepark Project The Committee Manager read out the following question submitted by Jackie Hood in advance of the meeting: Why, when the Skatepark Project has repeatedly stated that the waterfront is their preferred location and they would rather a smaller park there than a larger one out of town, are the council continuing to pursue alternative locations? Could the Council also clarify why Hermitage Park is now being considered as an alternative location when it was deemed unviable 2 years ago? The Vice Chair thanked Ms Hood for the question and confirmed that the question would be referred to the relevant department who would provide a response in the coming days. Fiona Baker In light of the recent announcement by Argyll and Bute Council, unanimously supported by this Area Committee, of the selection of a preferred bidder for the sale of Helensburgh waterfront for development of supermarket please could the Committee answer the following, and also provide a written response subsequent to this meeting. Question 1 Why have the Council decided to sell the waterfront rather than lease it? Councillor Mulvaney advised that in terms of the options, when he was Policy Lead, there was no definitive view as to whether a lease or sale and capital receipt would be the best option and that there is no pre-disposition to one or the other. He highlighted that it was his understanding that Council Officers would continue to engage to ensure an advantageous outcome for the area. Page 11
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Question 2 Has an external commercial market valuation of the waterfront site been carried out and if so what is the valuation? If no market valuation has been undertaken, why not? Councillor Mulvaney advised that he would be shocked if a number of valuations had not been undertaken on the site as the Council is committed to ensuring the maximum value of the site. Question 3 Has an external commercial valuation been carried out for the land at 54 Sinclair Street / East King Street owned by the Council and leased for the specific use of a supermarket and car parking for 200 cars which is currently leased to the Co-op supermarket until 2083? The lease value in March 2000, when the Co-op took over the lease, is recorded at the Registers of Scotland in Title Deed DMB16528 as £11,200,948. If a recent valuation for the land and / or the lease has been carried out what are the current market values? Question 4 The rateable value for the existing Co-op site is £312k per annum, can the Council advise on the anticipated rateable value for the proposed supermarket on the waterfront site? The Vice Chair thanked Ms Baker for the questions and confirmed that they would be referred to the relevant department who would provide a response to them in the coming days. Calum Douglas Question 1 Councillor Campbell-Sturgess said earlier “we have got to do the right thing by everyone”, can I ask you to clarify specifically who everyone is? Councillor Campbell-Sturgess highlighted that in terms of being an elected member his job is to represent the people who elected him and act in the best interest of his constituents and the Council, specifying that when he says Council it is the 36 councillors and entire Council. The Councillor advised that elected members have to do the best they can in terms of the decisions that are in front of them. Question 2 Mr Douglas highlighted that a petition has been started which holds at least 2700 signatures from people saying they do not want a supermarket. Mr Douglas asked that when Councillor Campbell-Sturgess says he has to do the right thing by everyone did that include the 2700? Councillor Campbell-Sturgess advised that when the Committee has a decision to make, as elected members, they have to determine what has the potential to deliver the best outcome for their constituents. Fraser King Page 12
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I worry that the meeting today will be remembered for its confrontational nature, how as elected officials did you get to the stage where almost 3000 people are losing confidence in you, because there is a real feeling of a lack of clarity and transparency? Liz Descato Question 1 Why was the bid process conducted in such a secretive manner? Even at the shortlisting stage, the names of those being considered was not disclosed, and more concerning the announcement of the preferred bidder provided no information on who was awarded the contract, that fact came later as did the plans for the site. I have to say what goes on behind closed doors and why is not for the benefit of the people of Helensburgh. Question 2 Councillors talked about the Argyll and Bute area, we are talking about Helensburgh and Lomond. Oban has a population of around 8500 and they have a massive sports centre; Lochgilphead has a population of around 2300 and they have the Mid Argyll Sports Centre which has 4 badminton courts, we cannot even play badminton in our hall as the ceiling is not high enough. Has anyone been to Hermitage Academy and spoken to children aged 11-16 who seem to cause trouble and asked them what they would like in Helensburgh?. I have spoken to people and none of them would ever dream of putting a supermarket on the seafront, as it should be used for leisure. The Committee Manager advised that the Area Committee can take decisions in private if the details contained within the associated report meet the requirements of the Local Government (Scotland) Act 1973. Councillor Mulvaney advised that there had been many papers on the Waterfront Development that had been considered by the Area Committee within the last 3-4 years and that the vast majority were considered in public. The Councillor advised that the scoring criteria was agreed by the Area Committee, and was used by officers accordingly. Councillor Mulvaney advised that the 2012 Masterplan for the site was predicated as a mixed use (commercial and leisure) site, with this also being reflected within the Local Development Plan. Councillor Mulvaney highlighted that the decision has not been made in secret and that there has been a very transparent and open process on how the preferred bidder was selected and what designation was on the land. Vivien Dance Question 1 Would all 10 members of the Area Committee sign a letter of support to go to the Tower Cinema Group so they can submit it with their bids? The Vice Chair confirmed that she would encourage all members of the Committee to sign the letter of support. Page 13
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Question 2 In 2007 the Full Council of Argyll and Bute, agreed to fund a new leisure centre for Helensburgh and around the same time established the CHORD project, which consisted of £35 million. Bute and Cowal agreed to use £2 million to fund rejuvenation of the Rothesay Pavilion, in the intervening 17 years the Council has failed to allocate sufficient funding to the Helensburgh leisure centre to fund the capital costs. In the meantime Rothesay Pavilion has returned many times to the Council for additional funding, with the most recent being at a meeting of the Full Council on 27 June 2024. If Members and Officers can bail out Rothesay Pavilion why has this Area Committee not presented a similar case for the Leisure Centre to the Full Council? Question 3 Earlier on today I heard the skatepark on the seafront being described as a backstop, what is a backstop? The Council’s interest in the Co-op site should have been declared before going to procurement and consultation, as the declaration of interest due to owning the site at Sinclair Street. Question 4 In relation to the Capital receipt from selling the seafront development, is there a Council policy that declares that capital receipts needs to be split between the areas? Question 5 When the petition is presented to the Council what will you do with it and what is the process for the Full Council to consider this petition? Councillor Mulvaney advised that the Leisure Centre project was not over budget and that the entirety of the site was always identified as a mixed use development, mixed for both leisure and commercial development. Councillor Mulvaney added that as an elected member he is accountable and always wants to take the community with him in the decisions he makes and that he is happy to defend his decision as the one that will benefit the town the most. Lindsey Young, Cyclepath Action Group MSP Jackie Baillie, Councillor Kennedy and Councillor Campbell-Sturgess attended a public meeting with the Council’s Head of Development and Economic Growth on 28 August in Cardross where over 125 members of the public were in attendance to show their support for the Cyclepath, with two highlights being the public support for the project and those landowners present confirming that they are happy to engage with the project. Jackie Baillie encouraged everyone present to urge elected members to prioritise the Cyclepath within the appropriate budget that the new monies be allocated to support its completion. The Cyclepath Action Group would like to ask that money be identified for the ecological studies before next summer. This element of the projects has held up the completion of the technical design for some years and we ask that planning is done over winter to communicate with landowners so that they are aware of what access is needed and that work goes ahead on the land when access is freely given. Page 14
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The Vice Chair highlighted that the Committee are in support for finding the quickest solution and would raise this matter with the Strategic Transportation Delivery Officer. Nick Relby Question 1 As I was parking in quite a full leisure centre car park, I did wonder has there been a recent car park survey done by any of the bidders as I am not sure where people going to the supermarket would park? The sense of when you walk through the site is that it is the face of Helensburgh and there is a duty of care on the Council to make sure it is the best going forward and I do sense that part of that is to respect the residents and I am staggered that for questions submitted in advance that there was no answers to them. Question 2 For mixed use in retail and supermarket there is a climbing footfall particularly in supermarkets and pre-covid data is not accurate, has any post-covid analysis on footfall been covered? The Vice Chair thanked Mr Relby for the questions and confirmed that they would be referred to the relevant department who would provide a response to them in the coming days. Sally Watson I am concerned at what seems to be lack of joined up thinking in terms of the existing Co- op site which the Council own and the site at the waterfront. Why is this decision being made in isolation? I think it is disingenuous to claim that the two are not linked. The Vice Chair highlighted that no decision had been taken on what kind of supermarket it would be. Councillor Mulvaney advised that any site that the Council has an interest in needs to be part of and compatible with all area related plans. Lynn Henderson You say that the two sites are not linked but have you taken parking into consideration? Parking in Helensburgh is difficult and it is suggested this will be removed. The Vice Chair advised that parking would be considered as part of the planning process. The Vice Chair adjourned the meeting at 11.25am for 15 minutes and re-convened at 11.40am. 5. POLICE SCOTLAND UPDATE Consideration was given to an update which provided information on the ongoing work of the Service and information on serious and organised crime; acquisitive crime; road safety and road crime; violent crime; public protection; fraud prevention and awareness; Page 15
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community policing; Operation Ballaton which has now concluded and the ongoing work with the Councils Anti-Social Behaviour Coordinator to improve CCTV within Helensburgh. Decision The Helensburgh and Lomond Area Committee considered and noted the information provided in the report. (Reference: Report by Inspector Bart Simonis, Police Scotland, submitted) 6. CHARTS (ARGYLL AND THE ISLES) The Committee gave consideration to a presentation by the Vice-Chair of the Cultural Heritage and Arts Assembly (CHARTS) for Argyll and the Isles. The presentation included information on the impact of partnership working on both regional and local areas and provided highlights of key projects throughout the Helensburgh and Lomond Area. Mr Adams also provided information in relation to funding streams and the benefits of the continued support received from Argyll and Bute Council. Decision The Helensburgh and Lomond Area Committee considered and noted the information provided in the presentation. (Reference: Presentation by Vice-Chair, Cultural Heritage and Arts Assembly, submitted) 7. AREA PERFORMANCE REPORT - FQ1 2024/25 The Committee gave consideration to the Area Performance Report for financial quarter 1 of 2024/25 (April to June 2024) which illustrated the agreed performance measures for this period. Decision The Helensburgh and Lomond Area Committee noted and considered the performance and supporting commentary as presented. (Reference: Report by Executive Director with responsibility for Customer Support Services, dated 6 August 2024, submitted) 8. ROADS AND INFRASTRUCTURE SERVICES UPDATE The Committee gave consideration to a report which provided links to the recent activities of Roads and Infrastructure Services. Decision The Helensburgh and Lomond Area Committee considered and noted the contents of the report. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services, dated August 2024, submitted) 9. RECYCLING AND RECOVERY PERFORMANCE Page 16
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Consideration was given to a report providing details on the council’s recycling and landfill diversion performance along with national policy, targets and regulations which are likely to impact on future performance. Decision The Helensburgh and Lomond Area Committee noted and gave consideration to the details as outlined in the report and the national policy drivers that would likely impact over the coming years. (Reference: Report by Executive Director with responsibility for Roads and Infrastructure Services, dated August 2024, submitted) 10. HELENSBURGH, CARDROSS AND DUMBARTON CYCLEPATH UPDATE Consideration was given to a report updating Members on the progress made since the Helensburgh and Lomond Area Committee on 11 June 2024 in relation to the delivery of a dedicated, high quality walking and cycle route linking Helensburgh, Cardross and Dumbarton. Decision The Helensburgh and Lomond Area Committee: 1. agreed that an update report would be submitted bi-annually and that out with this time, elected members would be briefed on any significant developments; 2. instructed Officers, subject to securing external funding, to appoint a new design team to complete development of Phase 1 and Phase 2 designs through Developed Design and Technical Design stages; 3. instructed Legal Services to utilise the Council’s statutory powers as necessary to ensure access to private land for surveys required as part of the design process where landowner permission is not forthcoming; and 4. supported progression of the project to full Technical Design, as required by the external funder. (Reference: Report by Executive Director with responsibility for Development and Economic Growth, dated 6 August 2024, submitted) 11. DRAFT HELENSBURGH AND LOMOND AREA COMMITTEE WORKPLAN The Helensburgh and Lomond Area Committee workplan was before members for information. Decision The Helensburgh and Lomond Area Committee noted the contents of the workplan. (Reference: Helensburgh and Lomond Area Committee workplan, dated 10 September 2024) Page 17
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OFFICIAL: POLICE AND PARTNERS Please note that all data included in this report are management information and not official statistics. All data are sourced from Police Scotland internal systems and are correct as of date of publication. Unless stated otherwise numerical comparisons are against the previous year to date and the previous five-year average for the same data period specified. OFFICIAL: POLICE AND PARTNERS Argyll & West Dunbartonshire Division Helensburgh and Lomond Area Committee November 2024 The priorities for your area are decided by data from our strategic assessment which details threats and risks, and also from feedback from local authorities, partners, and residents in the Local Policing Survey. • Serious and organised crime • Crimes of theft and dishonesty (acquisitive crime) • Road safety and road crime • Violent crime • Public protection. Serious & Organised Crime Cowal, Bute & Helensburgh benefits from a dedicated specialist resource, the Serious and Organised Crime Team (SOCT). These specialist officers are supported by dedicated intelligence officers in taking a proactive approach to tackling serious and organised crime in our communities. Serious and organised crime can have profound and multifaceted impacts on communities. We are determined to protect the public from criminality by disrupting the sale of illegal substances, preventing them from being circulated on the streets of our communities. Information from the public is crucial to our success and by working alongside Crimestoppers we can ensure anonymity is maintained. Community information is key for us and may just provide us with the last piece of evidence required to apply to the courts for a warrant. We encourage our communities to share concerns and suspicions around drug dealing either by calling 101 or by reporting anonymously via Crimestoppers on 0800 555 111 or via their website and online form (https://crimestoppers-uk.org/give- information/forms/pre-form). COWAL, BUTE & HELENSBURGH PRIORITIES 2023-2026 Page 19 Agenda Item 5
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OFFICIAL: POLICE AND PARTNERS Please note that all data included in this report are management information and not official statistics. All data are sourced from Police Scotland internal systems and are correct as of date of publication. Unless stated otherwise numerical comparisons are against the previous year to date and the previous five-year average for the same data period specified. OFFICIAL: POLICE AND PARTNERS Acquisitive Crime Proactive policing, crime prevention and partnership working remain our focus to drive down acquisitive crime across Argyll & Bute. Shoplifting across Argyll remains high and prevalent. Through analytical review and local governance, we have identified several repeat offenders. We are taking a holistic approach liaising with the Crown Office & Procurator Fiscal service (COPFS) seeking post- conviction orders from the Sheriffs which will reduce the opportunity for criminal behaviour by the most prolific offenders. We continue to highlight to COPFS the impact acquisitive crime is having on local businesses to ensure their concerns are being voiced. Fraudulent schemes and online threats continue to target our communities. Our preventions team are maximising opportunities to engage with community groups, clubs and volunteers across all ages to highlight how we can all keep safe. We are very active across our social media channels and continue to work with local newspapers to maximise our prevention messages. We are in regular contact with Trading Standards to ensure we have effective information sharing to provide the best support to our local communities. We are now in planning for the darker nights with festive action plans to ensure we increase our visibility across Argyll & Bute supporting our communities to reduce the fear of crime. Crime Type 5 Year Average PYTD YTD % Change from previous Year Common Theft 23 30 14 -53.3% Fraud 13.8 18 11 -38.9% Theft shoplifting 20.2 22 28 +27.3% (Figures from 1st April – 13 Nov 2024) Helensburgh Central and Helensburgh & Lomond South (PYTD – previous year to date) (YTD - Year to date) Road Safety & Road Crime Across Helensburgh and Lomond we very much understand public concerns in relation to road safety. We are committed to reducing road deaths by targeting the 5 main causes of fatal road accidents. These include speeding, being unfit to drive through drink or drugs, failure to wear seatbelts and driver distraction. Our officers will continue to pro-actively engage through enforcement and education. We very much welcome the new average speed cameras on the A82 at Luss and the safety cameras in Cardross and hope these cameras positively influence driver behaviour and decision making. Page 20
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OFFICIAL: POLICE AND PARTNERS Please note that all data included in this report are management information and not official statistics. All data are sourced from Police Scotland internal systems and are correct as of date of publication. Unless stated otherwise numerical comparisons are against the previous year to date and the previous five-year average for the same data period specified. OFFICIAL: POLICE AND PARTNERS We are working with partners including the Institute of Advanced Motorists to provide better understanding to road users who travel through our rural villages and towns to highlight the dangers and community impact that speeding and driving without due care and attention has. We delivered partnership events in Inveraray across the summer months with our specialist motorcycle officers and the Institute of Advanced Motorists who were able to engage with motorcyclists who regularly travel to Argyll during the summer months. Year to date across our area (including Cowal and Bute) 40 persons who have been reported with being unfit to drive through drink or drugs or have refused to supply a specimen when required to do so. These numbers remain on par with the 5 year average but are down on last years numbers. We delivered partnership events in Inveraray across the summer months with our specialist motorcycle officers and the Institute of Advanced Motorists who were able to engage with motorcyclists who regularly travel to Argyll during the summer months. Our community events have been a great success and well received in the local community. These events support our determination to reduce road deaths across Argyll Violent Crime Following a spate of violence and ASB within a Helensburgh housing estate 4 individuals have been given custodial sentences. A collective multi-agency response resulted in these individuals being identified and held to account for their violent behaviour. We are determined to reduce the impact violence has in our communities. We utilise analytical data and intelligence to monitor and police prolific offenders. This allows us to use our stop and search powers to proactively target those individuals who carry weapons on our streets. We continue to ensure those released back into our communities on specific bail are complying with conditions and are not reoffending. Across Helensburgh and Lomond we continue to support our night-time economy by providing a visible presence in our licensed premises. Weekend policing plans allow us to maximise our efforts across our towns as we look for opportunities to reduce early signs of anti-social behaviour which may escalate into violence. We often work with partners, including engaging with the Royal Navy Police and Ministry of Defence Police, to maximise our presence and share priority areas and taskings. Local officers and members of the management team are also part of the Helensburgh and Lomond Anti-Social Behaviour group and work closely with partners in identifying neighbour disputes that have the potential for escalation. Joint visits often take place between Housing Associations and Police and where appropriate, mediation is offered. Page 21
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OFFICIAL: POLICE AND PARTNERS Please note that all data included in this report are management information and not official statistics. All data are sourced from Police Scotland internal systems and are correct as of date of publication. Unless stated otherwise numerical comparisons are against the previous year to date and the previous five-year average for the same data period specified. OFFICIAL: POLICE AND PARTNERS Public Protection We continue to deliver a focused and determined response on gender-based violence. Our officers are resolute and committed to supporting those who put their trust in us to investigate these crimes. Our teams will utilise every investigative opportunity open to them to provide a positive outcome. We continue to strengthen partnerships to ensure that our most vulnerable individuals across Argyll are receiving crucial support. We continue to promote ‘Distress Briefing Intervention’ (DBI) allowing our officers to make direct referrals to the most appropriate partners who can provide a sustainable outcome. We are developing plans to implement a new arrest referral scheme where partner agencies within criminal justice social work can offer support to those in police custody. This support can lead to improved community safety by addressing the root cause of criminal behaviour and even lower the likelihood of reoffending. Local Policing News New Area Commander Chief Inspector (CI) Allan Dickson has moved from being the Area Commander for Helensburgh, Lomond, Cowal & Bute and returning to CID. The new Area Commander will be CI James McArthur who will be based at Dunoon Police Station. His depute, Inspector Bart Simonis who will be based in Helensburgh. Community Policing Our community police team have been maximising their presence across Helensburgh and Lomond. They continue to create and enhance new local links with partners from housing, RNP and Live Argyll. The officers are tasked daily with supporting the local community where it is needed most. The officers remained motivated and determined to provide a positive policing presence within the community. We are looking forward to welcoming some new probationers to Helensburgh in the coming weeks. These new officers will bolster our existing officer numbers providing more resilience and support to our communities. They come fresh faced and eager to make a difference and we look forward to their arrival. Operation Moonbeam The impact on our local communities from firework related ASB and disorder was very minimal and although we did receive a few calls in the lead up these very minor in nature. 1 individual was charged in Hermitage Park for being U18 and in possession of fireworks. Page 22
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OFFICIAL: POLICE AND PARTNERS Please note that all data included in this report are management information and not official statistics. All data are sourced from Police Scotland internal systems and are correct as of date of publication. Unless stated otherwise numerical comparisons are against the previous year to date and the previous five-year average for the same data period specified. OFFICIAL: POLICE AND PARTNERS Festive Safety Campaign As we move towards the winter months, our Winter Safety campaigns will kick in and we will be targeting seasonal crimes. Our plan will include prevention and proactive patrols supporting our local community and businesses through the festive season. This will be supplemented by the Roads Policing department with their drink and drug driving festive campaigns. Useful Links/Contacts • Argyll and Bute Communtiy Directory - https://abcd.scot/ including warm spaces information • Crimestoppers – Crimestoppers in Scotland | Crimestoppers (crimestoppers-uk.org) 0800 555 111 • Scottish Partnership Against Rural Crime – www.scottishparc.co.uk • Women’s Aid - Home - Women's Aid (womensaid.org.uk) • Citizens Advice – 0808 164 6000 • Argyll and Bute Council Trading Standards – 01546 605 519 • Argyll and Bute Council – https://www.argyll-bute.gov.uk/my-council/how-contact-us • Transport Scotland – road related incidents and road closures - https://www.traffic.gov.scot/traffic-information/incidents • Scottish Water - https://www.scottishwater.co.uk/Help-and-Resources/Contact-Us 0800 0778 778 • NHS24 (including mental health support) – 111 or https://www.nhsinform.scot/ Follow us on Social Media and help share loacl appeals and education messages • Facebook - Police Scotland Argyll and West Dunbartonshire • X (formerly Twitter) – PSOSArgyllBute and PSOS ArgWestDunb Sign up to Neighbourhood Watch to receive local alerts and bulletins for your community area - https://neighbourhoodwatchscotland.co.uk/#0 Have your say on your local policing priorities - https://consult.scotland.police.uk/strategy-insight- and-innovation/your-police-2023-2024/ Page 23
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1 Classification: OFFICIAL ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE CUSTOMER SUPPORT SERVICES 10 DECEMBER 2024 AREA PERFORMANCE REPORT – FQ2 2024/25 1.0 BACKGROUND 1.1 This paper presents the Area Performance Report for Financial Quarter 2 2024/25 (July to September 2024) and illustrates the agreed performance measures. 1.2 The features of the Performance Report are as follows:- ➢ Indicators are grouped by Corporate Outcome. ➢ The data table for each indicator is coded to identify the level of reporting. o Area level measures are blue o Council level measures are grey o COI measures are white ➢ Each indicator details the o Target, Actual and Performance status (Green / Red / No Target) for the current and four previous financial quarters. o Commentary for the current financial quarter only. o Narrative explaining the performance trend e.g. This indicator is above Target and performance has improved since the last reporting period. o Where appropriate a Performance Trend Line has been added. o The name of the Responsible Officer. o Where possible performance is presented at both Area and Council level. 1.3 The commentary for each indicator helps ‘Tell Our Story’ and enables Elected Members to put the performance data into perspective and understand if an issue is local in nature or should be escalated up to a Strategic Committee. 1.4 As part of our improvements to performance reporting and making best use of the digital technology available to us, the information contained in this report is also available in your online scorecard. If support is required to navigate the online scorecard please contact lorna.gillies@argyll-bute.gov.uk 1.5 To improve the response to performance queries, it is requested that should there be any queries that either the Responsible Person or Kay Owen are contacted. This should enable some queries being resolved or clarified prior to the Area Committee meeting, and therefore being carried forward as Actions at a subsequent meeting. Page 25 Agenda Item 6
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2 Classification: OFFICIAL 2.0 RECOMMENDATIONS 2.1 It is recommended that the Area Committee – a) Notes and considers the performance and supporting commentary as presented. 3.0 IMPLICATIONS 3.1 Policy All of the indicators in this report are based on agreed Council policy. 3.2 Financial All indicators with financial implications are actively managed through agreed budget monitoring processes. 3.3 Legal All appropriate legal implications are complied with. 3.4 HR All HR implications are actively managed through agreed Wellbeing and Management monitoring processes. 3.5 Fairer Scotland Duty See below. 3.5.1 Equalities All activities comply with Equal Opportunities/Fairer Scotland Duty policies and obligations. 3.5.2 Socio-economic Duty All activities comply with the council’s socio- economic duty. 3.5.3 Islands Duty All activities comply with the council’s islands duty. 3.6 Climate Change The Council is committed to working towards net zero. 3.7 Risk Without this information Elected Members are less informed of activities within their area. 3.8 Customer Service All activities with customer feedback or insight are rigorously monitored for improvement. 3.9 The Rights of the Child This report highlights examples of how the Council is (UNCRC) committed to, and working towards reducing child poverty and improving outcomes for every child. Kirsty Flanagan, Executive Director with responsibility for Customer Support Services Jane Fowler Head of Customer Support Services 7 November 2024 For further information, please contact: Kay Owen Team Lead - Organisation Development Project Office - Customer Support Services 01546 604073 Appendix 1: FQ2 2024/25 H&L Performance Report Page 26
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Classification: OFFICIAL# Indicator Responsible Person Reported Page COI - Maximise distribution of Scottish Welfare Fund Fergus Walker A&B only 3 COI - Percentage of clients satisfied that they are better able to deal with their financial problems following our support and intervention Lee Roberts A&B only 4 Number of parking penalty notices issued Hugh O'Neill Area 5 Car parking income to date (cumulative) Hugh O'Neill Area 6 - 7 Number of dog fouling complaints Tom Murphy Area 8 COI - Increase the percentage of our care experienced young people that have the recommended additional tracking and monitoring plans in place Louise Chisholm A&B only 9 COI - Provide quality meals within cost margins to all pupils Christine Boyle A&B only 10 Maximise the percentage of 16-19 year olds participating in education, training or employment Jennifer Crocket Area 11 2024/25 FQ2 Helensburgh and Lomond Performance Report The information presented is a summary of the agreed measures. Unless stated otherwise, performance is presented at both Area and Council-wide levels. The measure shows the performance against target for the current previous three reporting periods with an explanation of performance trend. Where appropriate a trend line has been added to illustrate movement in 'Actual' over the reporting period. Corporate Outcome: People live active, healthier and happier lives Corporate Outcome: People live in safer and stronger communities Corporate Outcome: Children and young people have the best possible start Corporate Outcome: Education, skills and training maximises opportunities for all Page 27
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Classification: OFFICIAL# Indicator Responsible Person Reported Page Number of affordable social sector new builds completed per annum Kelly Ferns Area 12 Percentage of pre-planning application enquiries processed within 20 working days Peter Bain Area 13 - 14 Average number of weeks to determine householder planning applications Peter Bain Area 15 - 16 COI - Number of new homeless applicants who required temporary accommodation this period Morven Macintyre A&B only 17 COI - Maintain the percentage of local suppliers that benefit from the award of contracts via the procurement portal Anne MacColl-Smith A&B only 18 COI - Increase the number of community benefits that are delivered through contracts we award locally Anne MacColl-Smith A&B only 19 Percentage of street lighting faults repaired within 10 days Tom Murphy Area 20 Number of waste collection complaints Tom Murphy Area 21 COI (part) - Percentage of waste recycled, composted and recovered John Blake Area 22 - 23 COI - Number of tonnes of waste sent to landfill John Blake A&B only 24 COI - LEAMS (Local Environment Audit and Management System) Tom Murphy Area 25 COI - Teacher sickness absence Jennifer Crocket (B&C and MAKI) Wendy Brownlie (H&L and OLI) Area 26 COI - LGE staff (including non-Teacher) sickness absence Carolyn Cairns Area 27 COI - Increase the percentage of all self-service automated contacts Robert Miller A&B only 28 Corporate Outcome: We have an infrastructure that supports sustainable growth Corporate Outcome: Making it happen Corporate Outcome: Our economy is diverse and thriving Page 28
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 95.3% 72.9% -22.4% Red - Actual below Target As of 30 September 2024, our expenditure stands at £258,079. However as our confirmed budget allocation has increased to £708,284 which includes £458,284 from the Scottish Government programme fund and £250,000 provided by the Council to address cost pressures. Therefore this represents an underspend of £96,065 to date. The number of applications to the fund is down by 11% in this quarter, however the average amount of award is higher compared to last year. As the next 6 months can be the most challenging for our vulnerable claimants we expect increases in both applications and spend going forward. Period Actual FQ1 Commentary 2023/24 FQ2 134.3% 2023/24 FQ3 138.2% 2023/24 FQ4 128.6% 2024/25 FQ1 94.0% 2024/25 FQ2 72.9% Corporate Outcome - People live active, healthier and happier lives COI - Maximise distribution of Scottish Welfare Fund Responsible Person: Fergus Walker This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 is lower than the target and performance has decreased since the last reporting period. Actual trend line As of 30 June 2024, our expenditure stands at £107,676, which is £6,894 below the profiled budget. This reduction in cost is primarily because the cost of white goods has decreased, leading to an average reduction of £120 in our standard community care grant awards. The number of awards we have made has increased this year and we are able to support more vulnerable claimants within the budget. 3 Page 29
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 100% 100% 0% Green - Actual meets Target This is a voluntary survey with no obligation for clients to respond either in full or in part. It is also common for incomplete returns to be received. In FQ2 2024/25, 14 survey forms were distributed to clients. 4 were returned. Of these 4 returns, 4 responded to the question relating to being better able to deal with their financial problems. Of these 4 respondents, 4 responded positively, whilst 0 responded negatively. Accordingly, 100% of clients that responded were positive about their experience i.e. no negative comments or responses were reported. Period Actual FQ1 Commentary 2023/24 FQ2 100% 2023/24 FQ3 100% 2023/24 FQ4 100% 2024/25 FQ1 100% 2024/25 FQ2 100% Actual trend line This is a voluntary survey with no obligation for clients to respond either in full or in part. It is also common for incomplete returns to be received. In FQ1 2024/25, 19 survey forms were distributed to clients. 1 was returned. Of this 1 return, 1 responded to the question relating to being better able to deal with their financial problems. Of this 1 respondent 1 responded positively, whilst 0 responded negatively. Accordingly, 100% of clients that responded were positive about their experience i.e. no negative comments or responses were reported. Corporate Outcome - People live active, healthier and happier lives COI - Percentage of clients satisfied that they are better able to deal with their financial problems following our support and intervention Responsible Person: Lee Roberts This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 meets the target with no change in performance since the last reporting period. 4 Page 30
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L No Target 1,426 N/A N/A There has been a large increase in PCNs for the H&L area, this is thought in the most part to be because extra warden patrols have been in the Luss area with the new Trafic Regulation order. Period Actual FQ1 Commentary 2023/24 FQ2 452 2023/24 FQ3 413 2023/24 FQ4 468 2024/25 FQ1 896 2024/25 FQ2 1,426 2024/25 FQ2 A&B No Target 2,302 N/A N/A There is a substantial increase since last year's FQ2, this is mainly due to the extra patrols in the Luss area on the back of the Traffic Regulation order being progressed and enforced as per the wishes of local Luss Village residents. Period Actual FQ1 Commentary 2023/24 FQ2 1,172 2023/24 FQ3 1,015 2023/24 FQ4 1,196 2024/25 FQ1 1,763 2024/25 FQ2 2,302 This indicator for FQ2 shows the number of parking penalty notices has increased since the last reporting period. Actual trend line In comparison to last year's FQ1 figure, there is a very slight overall drop in PCNs issued across the full area of 3%. This is in line with budget expectations. This indicator for FQ2 shows the number of parking penalty notices has increased since the last reporting period. Actual trend line In comparison to last year’s FQ1 figure we have an 8% reduction in the number of PCNs issued, this is most likely due to the vacant H&L Warden's post. Corporate Outcome - People live in safer and stronger communities Number of parking penalty notices issued Responsible Person: Hugh O'Neill This indicator is reported quarterly. The performance presented is at area level and Council-wide. 5 Page 31
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Classification: OFFICIAL# In comparison to last year's FQ1 figure, there is a very slight overall drop in PCNs issued across the full area of 3%. This is in line with budget expectations. 6 Page 32
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L £73,515 £83,862 £10,347 Green - Actual exceeds Target Extra patrols have taken place in the Luss and Arrochar area, the newly created TRO for Luss Village has potentially also displaced vehicles into the Luss Car Park. Period Target Actual FQ1 Commentary 2023/24 FQ2 £77,693 £114,849 2023/24 FQ3 £106,037 £178,233 2023/24 FQ4 £128,769 £202,533 2024/25 FQ1 £65,925 £51,862 2024/25 FQ2 £73,515 £83,862 £19,095 £63,833 £689 £26 £4 £215 £83,862 Income Collected During FQ2 Arrochar Luss, Lomond Sinclair Street, Helensburgh Maitland Street, Helensburgh Pier, Helensburgh H&L Total This indicator for FQ2 shows the cumulative amount of income has exceeded the cumulative target. Actual trend line There is no trend as this data is cumulative as of FQ1 each financial year. At present we are unable to explain why there is a shortfall in the Helensburgh and Lomond area. The weather may well be a contributing factor along with the cost-of-living crisis which may prevent people from travelling. All car parks are open, and the warden is in the area as often as possible Corporate Outcome - People live in safer and stronger communities Car parking income to date (cumulative) Responsible Person: Hugh O'Neill This indicator is reported quarterly. The performance presented is at area level and Council-wide. 7 Page 33
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ1 Commentary 2024/25 FQ2 A&B £373,922 £391,990 £18,068 Green - Actual exceeds Target Events in Oban, the new TRO in Luss as well as a full time warden in Dunoon has most likely been the source of extra income coming through our parking areas. Period Target Actual FQ1 Commentary 2023/24 FQ2 £584,204 £486,151 2023/24 FQ3 £797,331 £807,348 2023/24 FQ4 £968,262 £937,090 2024/25 FQ1 £289,219 £247,216 2024/25 FQ2 £373,922 £391,990 Responsible Person: Hugh O'Neill This indicator is reported quarterly. The performance presented is at area level and Council-wide. Green - Actual exceeds Target Actual trend line There is no trend as this data is cumulative as of FQ1 each financial year. At present we are unable to explain why there is an overall shortfall across all areas. The weather may well be a contributing factor along with the cost-of-living crisis which may prevent people from travelling. All car parks are open, and the wardens are in the areas as often as possible. Car parking income to date (cumulative) Corporate Outcome - People live in safer and stronger communities 8 Page 34
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L No Target 5 N/A N/A There were only 5 dog fouling complaints received this quarter for the Helensburgh and Lomond area, this is definitely an improvement on last quarter. Period Actual FQ1 Commentary 2023/24 FQ2 8 2023/24 FQ3 4 2023/24 FQ4 8 2024/25 FQ1 10 2024/25 FQ2 5 2024/25 FQ2 A&B No Target 33 N/A N/A This quarter has seen the number of dog fouling complaints reduce significantly to 33 throughout the whole Argyll and Bute Council area, this is very good and is partyly down to the presence of the Warden Service. In August the service recruited another Amenity Warden who will cover the Mid Argyll, Kintyre and Islay areas. Period Actual FQ1 Commentary 2023/24 FQ2 51 2023/24 FQ3 46 2023/24 FQ4 65 2024/25 FQ1 57 2024/25 FQ2 33 This indicator for FQ2 shows the number of dog fouling complaints has decreased since the last reporting period. Actual trend line This quarter the section has received a total of 57 dog fouling complaints and only 1 fine was issued in the Kintyre area. This is quite a high number and our Warden service where possible will continue to monitor this when they can. Dog fouling fines are difficult to enforce as the Warden would actually have to witness the act and even then, the dog owner may have a medical reason as to why they are unable to pick up after their dog. However, this will not deter the Wardens and they will continue to educate people on this matter. This indicator for FQ2 shows the number of dog fouling complaints has decreased since the last reporting period. Actual trend line There have been 10 reports of dog fouling complaints in the Helensburgh/Lomond area this quarter. The Warden service will continue to patrol in an attempt to reduce the number of complaints. Corporate Outcome - People live in safer and stronger communities Number of dog fouling complaints Responsible Person: Tom Murphy This indicator is reported quarterly. The performance presented is at area level and Council-wide. 9 Page 35
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Classification: OFFICIAL# This quarter the section has received a total of 57 dog fouling complaints and only 1 fine was issued in the Kintyre area. This is quite a high number and our Warden service where possible will continue to monitor this when they can. Dog fouling fines are difficult to enforce as the Warden would actually have to witness the act and even then, the dog owner may have a medical reason as to why they are unable to pick up after their dog. However, this will not deter the Wardens and they will continue to educate people on this matter. 10 Page 36
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 100% 100% 0% Green - Actual meets Target Each care experienced child and young person enrolled in an authority school has tracking and monitoring plans in place via our education management information system knowns as Seemis. Data collated includes attendance, exclusion, progress and attainment and wellbeing information. The Virtual Head Teacher (VHT) for Care Experienced Children and Young People (CECYP) works closely with the education team and receives monthly reports specific to CECYP. The VHT has focussed attainment meets with Designated Managers for CECYP across authoriy settings. Our tacking and monitoring data is scrutinised during these meets to ensure each young person has the correct framework of support to help them achieve success. Our 2023 - 24 data (still embargoed to quality assurace process) evidences the positive impact of this enhaced level of scrutiny, support and challenge. The profile of our CECYP continues to be raised through system improvements, training opportunities, information sharing (as appropriate) leading to greater consideration of personalised support at all stages of the young peron's educational journey. Feedback evidences that wider school staff have increased awareness of the needs of our CECYP cohort. We are able to work with Virtual Head Teachers from Scottish wide local authorities to develop a data sharing agreeemnt to support cross authority tracking and monitoring to support CECYP hosted out with Argylll and Bute. Period Actual FQ1 Commentary 2023/24 FQ2 100% 2023/24 FQ3 100% 2023/24 FQ4 100% 2024/25 FQ1 100% 2024/25 FQ2 100% Actual trend line Each care experienced child and young person enrolled in an authority school has tracking and monitoring plans in place via our education management information system knowns as Seemis. Data collated includes attendance, exclusion, progress and attainment and wellbeing information. The Virtual Head Teacher (VHT) for Care Experienced Children and Young People (CECYP) works closely with the education data team and receives monthly reports specific to CECYP. The VHT offers both support and challenge to Designated Managers for CECYP across authority settings to ensure each young person has the correct framework of support to help them achieve success. The profile of our CECYP continues to be raised through system improvements, training opportunities, information sharing (as appropriate) leading to greater consideration of personalised support at all stages of the young person’s educational journey. We continue to develop and refine our tracking and monitoring systems to ensure data is relevant and meaningful. This happens through self-evaluation and linking with wider local authorities to ensure best practice. Next steps include developing a system to formally track and monitor CECYP who are out-with our authority schools. A data sharing agreement is currently being produced for this purpose. Corporate Outcome - Children and young people have the best possible start COI - Increase the percentage of our care experienced young people that have the recommended additional tracking and monitoring plans in place Responsible Person: Louise Lawson This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 meets the target with no change in performance since the last reporting period. 11 Page 37
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B +/-5.00% -1% -4% Green - Actual exceeds Target We continue to monitor schools that are not achieving the +/- 5% target. B&C -5.65%, H&L -5.52%, MAKI 6.55%, OLI 3.26 Period Actual FQ1 Commentary 2023/24 FQ2 -7.07% 2023/24 FQ3 4.12% 2023/24 FQ4 -3.44% 2024/25 FQ1 0.48% 2024/25 FQ2 -1.37% COI - Provide quality meals within cost margins to all pupiles Responsible Person: Christine Boyle This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 within the +/-5.00% variance however performance has decreased since the last reporting period. Actual trend line Work continues to monitor all schools that are out with the food cost percentage target. B&C 8.89% H&L 0.25% MAKI -4.68% OLI 1.58% Corporate Outcome - Children and young people have the best possible start 12 Page 38
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 94.00% 95.17% 1.17% Green - Actual exceeds Target As of 10th October 2024, the participation figure (16-19 year-olds in employment, training or education) in Helensburgh and Lomond was 1,142 young people, which equates to 95.17%. This is 1.17% above the target and 0.87% above the annual Argyll and Bute participation figure of 94.30%, which was released by Skills Development Scotland at the end of August 2024. The participation figure of 95.17% for FQ2 of 2024/25 is an increase of 1.01% on the participation figure for FQ1 of 2024/25. Period Actual FQ1 Commentary 2023/24 FQ2 94.49% 2023/24 FQ3 92.58% 2023/24 FQ4 92.37% 2024/25 FQ1 94.16% 2024/25 FQ2 95.17% 2024/25 FQ2 A&B 94.00% 95.80% 1.80% Green - Actual exceeds Target As of 10th October 2024, the participation figure (16-19 year-olds in employment, training or education) for the whole of Argyll and Bute was 4,174 young people, which equates to 95.80%. This is 1.80% above the target and 1.50% above the annual Argyll and Bute participation figure of 94.30% which was released by Skills Development Scotland at the end of August 2024. The participation figure of 95.80% for FQ2 of 2024/25 is an increase of 0.81% on the participation figure for FQ1 of 2024/25. Period Actual FQ1 Commentary 2023/24 FQ2 95.94% 2023/24 FQ3 94.37% 2023/24 FQ4 93.59% 2024/25 FQ1 94.99% 2024/25 FQ2 95.80% Actual trend line As of 4th July 2024, the participation figure (16-19 year-olds in employment, training or education) for the whole of Argyll and Bute was 4,287 young people, which equates to 94.99%. This is 0.99% above the target and 0.61% below the annual Argyll and Bute participation figure of 95.60%, which was released by Skills Development Scotland at the end of August 2023. The participation figure of 94.99% for FQ1 of 2024/25 is an increase of 1.40% on the participation figure for FQ4 of 2023/24. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Actual trend line As of 4th July 2024, the participation figure (16-19 year-olds in employment, training or education) in Helensburgh and Lomond was 1,178 young people, which equates to 94.16%. This is 0.16% above the target and 1.44% below the annual Argyll and Bute participation figure of 95.60%, which was released by Skills Development Scotland at the end of August 2023. The participation figure of 94.16% for FQ1 of 2024/25 is an increase of 1.79% on the participation figure for FQ4 of 2023/24. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Corporate Outcome - Our economy is diverse and thriving Maximise the percentage of 16-19 year olds participating in education, training or employment Responsible Person: Jennifer Crocket This indicator is reported quarterly. The performance presented is at area level and Council-wide. 13 Page 39
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Classification: OFFICIAL# 14 Page 40
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 0 0 0 Green - Actual meets Target There were no completions in H&L in Q2. Period Actual FQ1 Commentary 2023/24 FQ2 0 2023/24 FQ3 0 2023/24 FQ4 0 2024/25 FQ1 12 2024/25 FQ2 0 2024/25 FQ2 A&B 26 26 0 Green - Actual meets Target There were 26 units completed during this period. B&C 0 H&L 0 MAKI 20 OLI 6 Period Actual FQ1 Commentary 2023/24 FQ2 40 2023/24 FQ3 4 2023/24 FQ4 0 2024/25 FQ1 12 2024/25 FQ2 26 This indicator for FQ2 meets the target and performance has increased since the last reporting period. Actual trend line There were 12 units completed during this period. Dunbritton Housing Associaition – 12 units in Helensburgh 8 x 1 bed and 4 x 2 bed. B&C 0 H&L 12 MAKI 0 OLI 0 This indicator for FQ2 meets the target however performance has decreased since the last reporting period. Actual trend line There were 12 completions for Helensburgh and Lomond during the 1st quarter of 2024/25. 8 General Needs Housing (6 x 1 bed and 2 x 2 bed units) and 4 Amenity Housing (2 x 1 bed and 2 x 2 bed units). Number of affordable social sector new builds completed per annum Responsible Person: Kelly Ferns This indicator is reported quarterly. The performance presented is at area level and Council-wide. Corporate Outcome - Our economy is diverse and thriving 15 Page 41
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Classification: OFFICIAL# There were 12 units completed during this period. Dunbritton Housing Associaition – 12 units in Helensburgh 8 x 1 bed and 4 x 2 bed. B&C 0 H&L 12 MAKI 0 OLI 0 16 Page 42
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 75.0% 40.0% -35.0% Red - Actual below Target Performance across the Development Management Service continues to be impacted by a backlog of casework. Overall performance is improving across the Service as availability of staff resource has delivered improved output,however timeliness measures are adversely impacted as older casework from the backlog is completed. To assist with the management of customer expectations the target for responding to pre-app enquiries has been temporarily extended to 6 weeks. During FQ2 there has been considerable effort to close older pre-app enquiries which has resulted in a slight reduction of in time responses despite good output. During FQ2 48% of enquiries were responded to within 6 weeks. Period Actual FQ1 Commentary 2023/24 FQ2 25.0% 2023/24 FQ3 35.7% 2023/24 FQ4 31.3% 2024/25 FQ1 50.0% 2024/25 FQ2 40.0% Actual trend line Performance across the Development Management Service continues to be impacted as it works through a backlog of casework that has accumulated through the Covid pandemic and which has been exacerbated by extended periods of operating with reduced staffing levels due to issues with recruitment to vacant posts, and the introduction of National Planning Framework 4. Whilst vacancies across the service have now largely been filled the focus of officers remains geared toward the resolution of statutory casework with the handling of pre-application enquiries afforded lower priority in caseload management. To assist with the management of reduced customer expectations the target for responding to pre- app enquiries has been temporarily extended to 6 weeks. Performance is now improving. During FQ1, 20 pre-apps were responded to within H&L. 55% were issued within 6 weeks. This indicator for FQ2 is lower than the target and performance has decreased since the last reporting period. Corporate Outcome - Our economy is diverse and thriving Percentage of pre-planning application enquiries processed within 20 working days Responsible Person: Peter Bain This indicator is reported quarterly. The performance presented is at area level and Council-wide. 17 Page 43
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 75.0% 49.2% -25.8% Red - Actual below Target Performance across the Development Management Service continues to be impacted by a backlog of casework. Overall performance is improving across the Service as availability of staff resource has delivered improved output, however timeliness measures are adversely impacted as older casework from the backlog is completed. To assist with the management of customer expectations the target for responding to pre-app enquiries has been temporarily extended to 6 weeks. During FQ2 there has been considerable effort to close older pre-app enquiries which has resulted in a slight reduction of in time responses despite good output. During FQ2 57.1% of enquiries were responded to within 6 weeks. Period Actual FQ1 Commentary 2023/24 FQ2 47.5% 2023/24 FQ3 49.1% 2023/24 FQ4 55.0% 2024/25 FQ1 49.5% 2024/25 FQ2 49.2% Corporate Outcome - Our economy is diverse and thriving Percentage of pre-planning application enquiries processed within 20 working days Responsible Person: Peter Bain This indicator is reported quarterly. The performance presented is at area level and Council-wide. Actual trend line Performance across the Development Management Service continues to be impacted as it works through a backlog of casework that has accumulated through the Covid pandemic and which has been exacerbated by extended periods of operating with reduced staffing levels due to issues with recruitment to vacant posts, and the introduction of National Planning Framework 4. Whilst vacancies across the service have now largely been filled the focus of officers remains geared toward the resolution of statutory casework with the handling of pre-application enquiries afforded lower priority in caseload management. To assist with the management of reduced customer expectations the target for responding to pre- app enquiries has been temporarily extended to 6 weeks. During FQ1, 105 pre-apps were responded to across ABC. 57.1% were issued within 6 weeks. This indicator for FQ2 is lower than the target and performance has decreased since the last reporting period. 18 Page 44
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 8.0 27.8 19.8 Red - Actual exceeds Target Performance across the Development Management Service continues to be impacted by a significant backlog of casework although performance is now improving alongside improved staff resource availability. Improved output does however involve the determination of increasing volumes of older 'legacy' case work. The determination of a higher than normal volume of older cases has a significant adverse impact on average time reporting measures as a small number of old cases significantly skew the overall output. FQ2 has seen the determination of 5 legacy items amongst a higher volume of newer casework. It is highlighted that during FQ2 75% of all householder applications determined were less than 6 months old and that these were determined within an average timescale of 9.6 weeks. Period Actual FQ1 Commentary 2023/24 FQ2 17.9 2023/24 FQ3 15.7 2023/24 FQ4 21.6 2024/25 FQ1 18.2 2024/25 FQ2 27.8 This indicator for FQ2 exceeds the target and performance has decreased since the last reporting period. Actual trend line Performance across the Development Management Service continues to be impacted as it works through a backlog of casework that has accumulated through the Covid pandemic and which has been exacerbated by extended periods of operating with reduced staffing levels due to issues with recruitment to vacant posts, and the introduction of National Planning Framework 4. Improving resource availability has allowed the focus of the DM Service to shift from the prioritisation of the most significant applications to addressing the accrued backlog of older applications. The determination of a higher-than-normal volume of older cases has a significant impact on "average time taken" performance measures as a relatively small number of older cases can skew the outcome. It is also noted that these performance measures are based on "raw data" and as such have not been adjusted to take into account delays to determination out with the control of the planning authority. FQ4 has seen the determination of 2 'legacy' applications and continued high volume of newer case work. Performance overall has improved significantly although it is noted that the determination of older applications continues to impact on the headline figure however 83% of applications determined in FQ1 were less than 6 months old; these items were determined in an average time of 9.6 weeks. Corporate Outcome - Our economy is diverse and thriving Average number of weeks to determine householder planning applications Responsible Person: Peter Bain This indicator is reported quarterly. The performance presented is at area level and Council-wide. 19 Page 45
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 8.0 26.1 18.1 Red - Actual exceeds Target Performance across the Development Management Service continues to be impacted by a significant backlog of casework although performance is now improving alongside improved staff resource availability. Improved output does however involve the determination of increasing volumes of older 'legacy' case work. The determination of a higher than normal volume of older cases has a significant adverse impact on average time reporting measures as a small number of old cases significantly skew the overall output. FQ2 has seen the determination of 11 legacy items amongst a higher volume of newer casework. It is highlighted that during FQ2 75% of all householder applications determined were less than 6 months old and that these were determined within an average timescale of 9.6 weeks. Period Actual FQ1 Commentary 2023/24 FQ2 18.1 2023/24 FQ3 16.8 2023/24 FQ4 20.0 2024/25 FQ1 16.1 2024/25 FQ2 26.1 Corporate Outcome - Our economy is diverse and thriving Responsible Person: Peter Bain This indicator is reported quarterly. The performance presented is at area level and Council-wide. This indicator for FQ2 exceeds the target and performance has decreased since the last reporting period. Actual trend line Performance across the Development Management Service continues to be impacted as it works through a backlog of casework that has accumulated through the Covid pandemic and which has been exacerbated by extended periods of operating with reduced staffing levels due to issues with recruitment to vacant posts, and the introduction of National Planning Framework 4. Improving resource availability has allowed the focus of the DM Service to shift from the prioritisation of the most significant applications to addressing the accrued backlog of older applications. The determination of a higher-than-normal volume of older cases has a significant impact on "average time taken" performance measures as a relatively small number of older cases can skew the outcome. It is also noted that these performance measures are based on "raw data" and as such have not been adjusted to take into account delays to determination out with the control of the planning authority. FQ4 has seen the determination of 2 'legacy' applications and continued high volume of newer case work. Performance overall has improved significantly although it is noted that the determination of older applications continues to impact on the headline figure however 83% of applications determined in FQ1 were less than 6 months old; these items were determined in an average time of 9.6 weeks. Average number of weeks to determine householder planning applications 20 Page 46
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B No Target 40 N/A N/A During FQ2, the housing service took 138 homeless applications and provided temporary accommodation for 40 new homeless households. B&C: Out of 39 Homeless Applications, 16 new households went in to temporary accommodation (3 x Registered Social Landlord, 6 x Serviced Accommodation, 7 x Bed & Breakfast). H&L: Out of 29 Homeless Applications, 4 new households went in to temporary accommodation (3 x Serviced Accommodation, 1 x Bed & Breakfast). MAKI: Out of 46 Homeless Applications, 12 new household went in to temporary accommodation (5 x Private Sector Lease, 7 x Bed & Breakfast). OLI: Out of 24 Homeless Applications, 8 new households went in to temporary accommodation (5 x Supported Accommodation, 1 x Registered Social Landlord, 1 x Serviced Accommodation, 1 x Bed & Breakfast). Please note: • The Registered Social Landlord and Private Rented Sector properties are leased by the Council and sub-let to homeless households as temporary accommodation. • Serviced Accommodation is available in Cowal and Helensburgh and is for single people providing an en-suite bedroom and shared kitchen facilities. • Supported accommodation is provided in Lorn by Blue Triangle Housing Association. • Accommodation may be offered outwith the HMA area that the homeless application was taken due to availability i.e. application taken in Oban and the applicant offered accommodation in Dunoon as there was no accommodation available in Oban. Period Actual FQ1 Commentary 2023/24 FQ2 36 2023/24 FQ3 26 2023/24 FQ4 30 2024/25 FQ1 26 2024/25 FQ2 40 Actual trend line During FQ1, the housing service provided temporary accommodation for 26 new homeless households. B&C: 10 households (1 x Private Sector Property, 6 x Serviced Accommodation, 3 x Bed & Breakfast). H&L: 0 new households. MAKI: 2 household (1 x Bed & Breakfast, 1 x Serviced Accommodation). OLI: 14 households (1 x Registered Social Landlord, 4 x Private Sector Property, 1 x Serviced Accommodation, 4 x Supported Accommodation, 4 x Bed & Breakfast). Please note: • The Registered Social Landlord and Private Rented Sector properties are leased by the Council and sub-let to homeless households as temporary accommodation. • Serviced Accommodation is available in Cowal and Helensburgh and is for single people providing an en-suite bedroom and shared kitchen facilities. • Supported accommodation is provided in Lorn by Blue Triangle Housing Association. • Accommodation may be offered outwith the HMA area that the homeless application was taken due to availability i.e. application taken in Oban and the applicant offered accommodation in Dunoon as there was no accommodation available in Oban. Corporate Outcome - Our economy is diverse and thriving COI - Number of new homeless applicants who required temporary accommodation this period Responsible Person: Morven Macintyre This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 shows the number of applicants has increased since the last reporting period. 21 Page 47
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 20.0% 10.5% -9.5% Red - Actual below Target From the 49 tender/quick quote contract awards during FQ2, 57 suppliers were successful, 6 of which were local suppliers. However, only 12 received local bids. The nature of the types of contracts awarded can impact on submission of local bidders. Of the 12 contracts, 6 were awarded to local suppliers (50.0%) with an estimated total contract value of £140k. Period Actual FQ1 Commentary 2023/24 FQ2 26.5% 2023/24 FQ3 27.8% 2023/24 FQ4 14.3% 2024/25 FQ1 36.0% 2024/25 FQ2 10.5% COI - Maintain the percentage of local suppliers that benefit from the award of contracts via the procurement portal Responsible Person: Anne MacColl-Smith This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 is lower than the target and performance has decreased since the last reporting period. Actual trend line FQ1 – 36.0% (an increase from previous quarter 14.3%). From the 24 contracts awarded, 11 local suppliers submitted a bid, 9 of which were successful (81.8%) with an estimated contract value of £10.1m. The Procurement, Commercial and Contract Management Team will continue to support local suppliers by providing useful information on the Council's website. Corporate Outcome - Our economy is diverse and thriving 22 Page 48
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B No Target 31 N/A N/A We have been working closely with our suppliers to deliver additional social, economic and environmental value to our society. 31 Community Benefits have been achieved through Contract Management, Contract Awards and the Request List during Q1 & Q2 2024/25. Period Actual FQ1 Commentary 2023/24 FQ2 37 2023/24 FQ3 - 2023/24 FQ4 37 2024/25 FQ1 - 2024/25 FQ2 31 Actual trend line The next report will be due in October 2024. Corporate Outcome - Our economy is diverse and thriving COI - Increase the number of community benefits that are delivered through contracts we award locally Responsible Person: Anne MacColl-Smith This indicator is a Corporate Outcome Indicator that is reported in FQ2 and FQ4. The performance presented is Council-wide only. This indicator for FQ2 shows the number of community benefits has decreased since the last reporting period. 23 Page 49
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 75% 93% 18% Green - Actual exceeds Target Summer months, number of faults are lower still. We also have introduced the remote working tablets. Our electrician for Helensburgh has been covering other areas, whilst our electrician on the west has been on pre-planned annual leave and also working on the Isle of Mull Capital Works project. Period Actual FQ1 Commentary 2023/24 FQ2 29% 2023/24 FQ3 46% 2023/24 FQ4 37% 2024/25 FQ1 65% 2024/25 FQ2 93% 2024/25 FQ2 A&B 75% 97% 22% Green - Actual exceeds Target Overall introducing the new tablets has had a positive impact on the service, our electricians are working more efficently and effectivly. Summer months also does mean less faults reported by the general public, however that may change in the upcoming winter months. We also have carried out our capital improvements in the Lorn area, and are in the midst of carrying out capital improvements on the Isle of Mull. Period Actual FQ1 Commentary 2023/24 FQ2 43% 2023/24 FQ3 46% 2023/24 FQ4 49% 2024/25 FQ1 93% 2024/25 FQ2 97% This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Actual trend line Given the summer months, the number of faults reported in FQ1 has reduced, allowing our electricians in all areas to attend and repair the majority of faults within the timescales set out. We have now fully recruited our team of electricians. We are in the process of recruiting a Street Lighting Inspector who will oversee all areas and assist our Team Leader on the ground. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Actual trend line Given the summer months, the number of faults reported in FQ1 has reduced, allowing our electrician in this area to attend and repair the majority of faults. We have recently been successful in recruiting for the vacant electricians post within Helensburgh and Lomond, this has allowed an improved response time. Corporate Outcome - We have an infrastructure that supports sustainable growth Percentage of street lighting faults repaired within 10 days Responsible Person: Tom Murphy This indicator is reported quarterly. The performance presented is at area level and Council-wide. 24 Page 50
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Classification: OFFICIAL# Given the summer months, the number of faults reported in FQ1 has reduced, allowing our electricians in all areas to attend and repair the majority of faults within the timescales set out. We have now fully recruited our team of electricians. We are in the process of recruiting a Street Lighting Inspector who will oversee all areas and assist our Team Leader on the ground. 25 Page 51
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L No Target 16 N/A N/A There were 16 waste collection complaints received this quarter for the Helensburgh and Lomond area, this is still good given the number of properties serviced and taking into account staff vacancies and sickness absence. Period Actual FQ1 Commentary 2023/24 FQ2 30 2023/24 FQ3 9 2023/24 FQ4 2 2024/25 FQ1 22 2024/25 FQ2 16 2024/25 FQ2 A&B No Target 26 N/A N/A There were only 26 waste collection complaints received this quarter for the whole of the Argyll and Bute Council area. Given the number of properties serviced and the various waste collected over the summer months this is a very good level of service. Period Actual FQ1 Commentary 2023/24 FQ2 101 2023/24 FQ3 18 2023/24 FQ4 7 2024/25 FQ1 38 2024/25 FQ2 26 This indicator for FQ2 shows the number of waste collection complaints has decreased since the last reporting period. Actual trend line A total of 38 waste collection complaints were received this quarter for the whole of Argyll and Bute. This is an excellent level of service given the number of properties serviced and the various waste collected. Any complaints received are acted on timeously by the administration staff and waste collection staff. Actual trend line The Helensburgh and Lomond area received 22 waste collection complaints this quarter, this is still a very good level of service given the number of properties serviced and the varied waste that is collected, domestic, recycling, glass and food. This indicator for FQ2 shows the number of waste collection complaints has decreased since the last reporting period. Corporate Outcome - We have an infrastructure that supports sustainable growth Number of waste collection complaints Responsible Person: Tom Murphy This indicator is reported quarterly. The performance presented is at area level and Council-wide. 26 Page 52
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Classification: OFFICIAL# A total of 38 waste collection complaints were received this quarter for the whole of Argyll and Bute. This is an excellent level of service given the number of properties serviced and the various waste collected. Any complaints received are acted on timeously by the administration staff and waste collection staff. 27 Page 53
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 45.0% 70.5% 25.5% Green - Actual exceeds Target 70.5% recycling, composting and recovery (45.2% recycling/composting plus 25.3% recovery). Exceeds target due to increases in recycling and recovery. For example, a significant amount of over 1000 tonnes of stockpiled rubble at Renewi's Moleigh Waste and Recycling Facility was processed into materials for hardstanding at the site during the quarter. There was also slight tonnage increases in recycling of wood, blue bin materials and glass during the quarter. Recovery continues to improve compared to 2023 with the Helensburgh and Lomond general waste no longer going to landfill and instead going for refuse derived fuel (RDF)/energy from waste (EFW). Period Actual FQ1 Commentary 2023/24 FQ2 59.8% 2023/24 FQ3 49.0% 2023/24 FQ4 74.0% 2024/25 FQ1 68.4% 2024/25 FQ2 70.5% 2024/25 FQ2 Renewi No Target 61.3% N/A N/A 61.3% recycling, composting and recovery (44.3% recycling/composting plus 17.0% recovery). Increased recycling during the quarter mainly due to over 1000 tonnes of stockpiled rubble at Renewi's Moleigh Waste and Recycling Facility being processed into materials for hardstanding at the site. There was also slight tonnage increase in blue bin recycling during the quarter. Period Actual FQ1 Commentary 2023/24 FQ2 68.7% 2023/24 FQ3 55.3% 2023/24 FQ4 66.5% 2024/25 FQ1 56.2% 2024/25 FQ2 61.3% Actual trend line 56.2% recycling, composting and recovery during the quarter (40.2% recycling/composting plus 16% recovery). Recovery levels back to normal in this quarter after previous time limited trial by Renewi ended whereby during the trial some general waste from their sites was sent for energy from waste (EFW). Actual trend line 68.4% recycling, composting and recovery during the quarter (40.9% recycling/composting plus 27.5% recovery). Figure is high mainly due to significant recovery from Helensburgh and Lomond’s general waste which now all goes for refuse derived fuel (RDF)/energy from waste (EFW) instead of being landfilled. This indicator for FQ2 shows the percentage of waste recycled has increased since the last reporting period. Corporate Outcome - We have an infrastructure that supports sustainable growth COI - Percentage of waste recycled, composted and recovered Responsible Person: John Blake This indicator is reported quarterly. The performance presented is by Council-wide service provision. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. 28 Page 54
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Classification: OFFICIAL# 56.2% recycling, composting and recovery during the quarter (40.2% recycling/composting plus 16% recovery). Recovery levels back to normal in this quarter after previous time limited trial by Renewi ended whereby during the trial some general waste from their sites was sent for energy from waste (EFW). 29 Page 55
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 Islands No Target 51.8%% N/A N/A 51.8% recycling, composting and recovery (43.5% recycling/composting plus 8.2% recovery). There was slight tonnage increases in recycling of wood, blue bin materials and glass during the quarter. Recovery continues to improve compared to 2023 with the Tiree/Coll general waste no longer going to landfill and instead going for refuse derived fuel (RDF)/energy from waste (EFW). Period Actual FQ1 Commentary 2023/24 FQ2 35.6% 2023/24 FQ3 34.2% 2023/24 FQ4 41.5% 2024/25 FQ1 45.8% 2024/25 FQ2 51.8%% 2024/25 FQ2 H&L No Target 100.0% N/A N/A 100% recycling, composting and recovery (48% recycling/composting plus 52% recovery). There was slight tonnage increases in recycling of wood, blue bin materials and glass during the quarter. Recovery continues to be high compared to 2023 with the Helensburgh and Lomond general waste no longer going to landfill and instead going for refuse derived fuel (RDF)/energy from waste (EFW). Period Actual FQ1 Commentary 2023/24 FQ2 41.6% 2023/24 FQ3 41.5% 2023/24 FQ4 100.0% 2024/25 FQ1 100.0% 2024/25 FQ2 100.0% Actual trend line 100% recycling, composting and recovery during the quarter (44.9% recycling/composting plus 55.1% recovery). Figure is high mainly due to significant recovery from Helensburgh and Lomond’s general waste which now all goes for refuse derived fuel (RDF)/energy from waste (EFW) instead of being landfilled. Recycling and composting was also higher than similar quarter in FQ1 last year mainly due to increased wood recycling and green garden waste composting from these segregated waste streams via the Blackhill Recycling and Civic Amenity Site (Helensburgh). Actual trend line 45.8% recycling, composting and recovery during the quarter (32.8% recycling/composting plus 13% recovery). Increase is due to more recovery because Tiree/Coll general waste goes to same contractor as Helensburgh and Lomond. The Tiree/Coll general waste therefore is no longer landfilled and instead goes for refuse derived fuel (RDF)/energy from waste (EFW), which is classed as recovery. This indicator for FQ2 shows the percentage of waste recycled has remained the same since the last reporting period. This indicator for FQ2 shows the percentage of waste recycled has increased since the last reporting period. Corporate Outcome - We have an infrastructure that supports sustainable growth COI - Percentage of waste recycled, composted and recovered Responsible Person: John Blake This indicator is reported quarterly. The performance presented is by Council-wide service provision. 30 Page 56
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Classification: OFFICIAL# 100% recycling, composting and recovery during the quarter (44.9% recycling/composting plus 55.1% recovery). Figure is high mainly due to significant recovery from Helensburgh and Lomond’s general waste which now all goes for refuse derived fuel (RDF)/energy from waste (EFW) instead of being landfilled. Recycling and composting was also higher than similar quarter in FQ1 last year mainly due to increased wood recycling and green garden waste composting from these segregated waste streams via the Blackhill Recycling and Civic Amenity Site (Helensburgh). 31 Page 57
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 5,850 3,225 -2,625 Green - Actual below Target Well within target partly due to increased recycling during the quarter e.g. rubble, wood, glass and blue bin recycling. A significant factor also is that the Helensburgh and Lomond general waste now goes for refuse derived fuel (RDF)/energy from waste (EFW) instead of going to landfill (which it was in 2023). Period Target Actual FQ1 Commentary 2023/24 FQ2 5,550 5,510 2023/24 FQ3 5,100 4,253 2023/24 FQ4 5,000 2,567 2024/25 FQ1 5,850 2,567 2024/25 FQ2 5,550 3,225 Corporate Outcome - We have an infrastructure that supports sustainable growth COI - Number of tonnes of waste sent to landfill Responsible Person: John Blake This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 is lower than the target (lowest is best). Actual trend line Biodegradable municipal waste to landfill figure is well within target mainly due to significant recovery from Helensburgh and Lomond’s general waste which now all goes for refuse derived fuel (RDF)/energy from waste (EFW) instead of being landfilled. New waste disposal contractors have been appointed to deal with the general waste from the Helensburgh and Lomond area following the closure of Barr Environmental operations. 32 Page 58
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L 73 87 14 Green - Actual exceeds Target The Helensburgh and Lomond street cleanliness figure remains high at 87 overall for the months of July, August and September. Period Actual FQ1 Commentary 2023/24 FQ2 87 2023/24 FQ3 89 2023/24 FQ4 89 2024/25 FQ1 89 2024/25 FQ2 87 2024/25 FQ2 A&B 73 85 12 Green - Actual exceeds Target For the months of July, August and September the overall figure for street cleanliness within Argyll and Bute is sitting at 85, this is a very good level of service provided by the teams on both the mainland and the Islands. Period Actual FQ1 Commentary 2023/24 FQ2 83 2023/24 FQ3 85 2023/24 FQ4 83 2024/25 FQ1 84 2024/25 FQ2 85 Actual trend line All areas in Argyll and Bute have again this quarter well exceeded the target LEAMS figure, showing a very good level of street cleanliness. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Actual trend line Helensburgh and Lomond have again this quarter well exceed the street cleanliness target. This indicator for FQ2 exceeds the target however performance has decreased since the last reporting period. Corporate Outcome - We have an infrastructure that supports sustainable growth COI - LEAMS (Local Environment Audit and Management System) Responsible Person: Tom Murphy This indicator is reported quarterly. The performance presented is at area level and Council-wide. 33 Page 59
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Classification: OFFICIAL# All areas in Argyll and Bute have again this quarter well exceeded the target LEAMS figure, showing a very good level of street cleanliness. 34 Page 60
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L No Target 1.66 N/A N/A Work days lost has increased by 0.23 of a day on the same quarter last year and has decreased by 0.04 of a day from the previous quarter. Main work days lost have been due to Mental Health related reasons. Period Actual FQ1 Commentary 2023/24 FQ2 1.43 2023/24 FQ3 2.26 2023/24 FQ4 2.56 2024/25 FQ1 1.70 2024/25 FQ2 1.66 2024/25 FQ2 A&B No Target 1.77 N/A N/A Work days lost has increased by 0.52 of a day on the same quarter last year and has decreased by 0.37 of a day from the previous quarter. Main work days lost have been due to Mental Health related reasons. Period Actual FQ1 Commentary 2023/24 FQ2 1.25 2023/24 FQ3 2.82 2023/24 FQ4 2.82 2024/25 FQ1 2.14 2024/25 FQ2 1.77 This indicator for FQ2 shows the number of sickness absence days has decreased since the last reporting period. Actual trend line Work days lost has remained almost the same as the same quarter last year. It has decreased by 0.68 days on the same quarter last year. Most work days have been lost due to Mental Health related absence reasons. This indicator for FQ2 shows the number of sickness absence days has decreased since the last reporting period. Actual trend line Work days lost has increased by 0.15 of a day on the same quarter last year. It has decreased by 0.86 of a day from FQ4. Most work days lost have been due to Mental Health related reasons. Corporate Outcome - Making it happen COI - Teacher sickness absence Responsible Person: Jennifer Crocket (B&C and MAKI) / Wendy Brownlie (H&L and OLI) This indicator is reported quarterly. The performance presented is at area level and Council-wide. 35 Page 61
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Classification: OFFICIAL# Work days lost has remained almost the same as the same quarter last year. It has decreased by 0.68 days on the same quarter last year. Most work days have been lost due to Mental Health related absence reasons. 36 Page 62
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 H&L No Target 2.79 N/A N/A Work days lost has decreased by 0.32 of a day on the same quarter last year and has also decreased by 0.43 of a day from the previous quarter. Main work days lost have been due to Mental Health related reasons. Period Actual FQ1 Commentary 2023/24 FQ2 3.11 2023/24 FQ3 3.24 2023/24 FQ4 3.64 2024/25 FQ1 3.22 2024/25 FQ2 2.79 2024/25 FQ2 A&B No Target 3.43 N/A N/A Work days lost has increased by 0.25 of a day on the same quarter last year and has decreased by 0.42 of a day from the previous quarter. Main work days lost have been due to Mental Health related reasons. Period Actual FQ1 Commentary 2023/24 FQ2 3.18 2023/24 FQ3 3.73 2023/24 FQ4 4.12 2024/25 FQ1 3.85 2024/25 FQ2 3.43 This indicator for FQ2 shows the number of sickness absence days has decreased since the last reporting period. Actual trend line Work days lost has decreased by 0.41 days on the same quarter last year. It has also decreased by 0.42 days on the last quarter. Mental Health related absences account for the largest number of work days lost. This indicator for FQ2 shows the number of sickness absence days has decreased since the last reporting period. Corporate Outcome - Making it happen COI - LGE staff (including non-Teacher) sickness absence Responsible Person: Carolyn Cairns This indicator is reported quarterly. The performance presented is at area level and Council-wide. Actual trend line There has been an increase of 0.32 days absence on the same quarter last year. There has been a decrease of 0.27 days on the last quarter. Most work days lost have been due to Mental Health related reasons. 37 Page 63
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Classification: OFFICIAL# There has been an increase of 0.32 days absence on the same quarter last year. There has been a decrease of 0.27 days on the last quarter. Most work days lost have been due to Mental Health related reasons. 38 Page 64
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Classification: OFFICIAL# Period Area Target Actual Variance Status FQ2 Commentary 2024/25 FQ2 A&B 70.0% 72.7% 2.7% Green - Actual exceeds Target In FQ2 there were 39,421 customer transactions dealt with by Customer Service Agents (27.3%) and 104,776 were automated or self-service transactions (72.7%) so the 70.0% target was bettered. Period Actual FQ1 Commentary 2023/24 FQ2 72.1% 2023/24 FQ3 72.7% 2023/24 FQ4 70.1% 2024/25 FQ1 71.6% 2024/25 FQ2 72.7% Corporate Outcome - Making it happen COI - Increase the percentage of all self-service automated contacts Responsible Person: Robert Miller This indicator is a Corporate Outcome Indicator that is reported quarterly. The performance presented is Council-wide only. This indicator for FQ2 exceeds the target and performance has increased since the last reporting period. Actual trend line In FQ1 there was 41,574 transactions dealt with by Customer Service Agents (28.4%) and 105,051 automated or self-service transactions (71.6%) so the 70.0% target was exceeded. 39 Page 65
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Helensburgh and Lomond Area Committee Date of Report: 21 November 2024 Title of Report: Health & Social Care Partnership - Performance Report – FQ1 2024/25 (Apr – Jun) Presented by: tbc The committee is asked to: • Acknowledge performance for FQ1 2024/25 (April - June) • Acknowledge performance update on the National Health & Wellbeing Outcomes and Ministerial Steering Group Integration Indicators (Appendix 1) • Note Delayed Discharge Sitrep as of 01 July 2024 (Appendix 2) EXECUTIVE SUMMARY This report details performance for Financial Quarter (FQ)1 2024/25 (April – June), the performance outputs are taken from the Integrated Performance Management Framework (IPMF) Reporting Dashboard with the focus on twelve key service areas. Overall performance for FQ1 notes 42 of 84 measures reporting as on target (50%). The report details performance against each of the service areas and the 84 supporting Key Performance Indicators. Analysis of the KPI’s is supported by performance commentary from the Heads of Service and Service Leads. National Health & Wellbeing Indicators performance is included alongside latest performance from the National Delayed Discharge Sitrep. The use of the new performance Dashboard within SharePoint is designed to offer a more focussed approach to the access and analysis of data, offering scope for self-service. 2. RECOMENDATIONS The committee is asked to acknowledge current FQ1 24/25 performance. 3. DETAIL OF REPORT The report details the HSCP (Health and Social Care Partnership) performance for FQ 1 2024/25 (April - June) highlighting key performance trends across the 84 KPIs (Key Performance Indicators). In addition, the report includes performance updates from Heads of Service and Service Leads across the twelve service areas. The latest performance against the National Health and Wellbeing Outcomes Indicators is reported (Appendix 1). Also included is the latest national update on Delayed Discharges (Appendix 2). Page 67 Agenda Item 7
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4. RELEVANT DATA & INDICATORS 4.1 FQ1 2024/25 (April - June) Performance Summary Overall performance for FQ1 notes that 84 KPI’s are scoring against target, with 42 (50%) reporting as on-track and 42 (50%) off-track. The KPI’s report performance against the target and include the target, actual and variance and is a mix of both quantitative and qualitative indicators. The use of the green, amber and red graphics within the Dashboard is used to give an overview of the HSCP’s total performance for each of the twelve services and 84 KPI’s. The use of only green and red for the KPI’s is used to focus delivery with regards to sustaining performance on or above target. 4.2 Analysis of Key Performance This analysis identifies performance across the 12 service reporting categories within the Integrated Performance Management Framework (IPMF) and performance commentary is provided by Heads of Service and Service Leads as part of their one-to-one sessions with analysts. 4.2.1 Children & Families Performance across 7 Key Performance Indicators (KPIs) for Children & Families & Justice shows 2 KPIs (29%) on track, with 5 KPIs (71%) reported as off track against the targets set in FQ1 24/25. Performance on or above target: • Child Protection Register with an allocated worker met the target of 100% • Child Health assessments started within 4 weeks of coming into care exceeded the target of 96% in FQ1 (100%) Performance below target & areas for improvement: Page 68
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• CAHMS referrals seen within 18 weeks of referral fell short of the target of 75% by 15% (Actual: 60%) • Universal Health Visiting Pathway fell short of the target of 75% by 14% (Actual: 61%) • Violence Against Women & Girls basic training failed to meet the target of 30 by 2 (Actual: 28) • Criminal Justice social work reports submitted on time failed to reach the target of 90% by 3% (Actual: 87%) • Child Protection Planning Meetings held within 28 days of referral failed to meet the target of 90% with Actual of 0% 4.2.2 Telecare and Digital Performance across 13 Key Performance Indicators (KPIs) for Strategic Planning, Performance & Technology Services shows 4 KPIs (31%) on track, with 9 KPIs (69%) reported as off track against the targets set for FQ1 24/25. It should be acknowledged that nationally waiting time breaches are measured against a zero target. Local targets have been set to monitor progress and improvements to reduce the number of patients on waiting lists across varied health specialties. Performance on or above target: • Significant progress has been made in the digitalisation of telecare equipment, now reaching 52%. • Implementation of Just Checking activity monitoring equipment has been successfully carried out in six homes during Q1. • Usage of digital blood pressure monitoring in Primary Care has seen a consistent rise, increasing from 36 to 40 users. • E-health service successfully resolved 100% of support requests this quarter. Performance below target & areas for improvement: • The number of new telecare clients reduced from 203 in Q4 to 198, narrowly missing the increased target of 200. • Consultations delivered via Near Me missed the target by 10 consultations, showing little growth over the last four quarters. • The number of telecare clients overdue for their annual review continues to increase, now at 63%. • Silvercloud referrals missed the target again, though referral rates remain stable compared to the decreases in previous quarters with 57 referrals this quarter. • Two FOI requests were not submitted within the statutory timescale, achieving only 93%. However, the total number of FOIs was 29, a higher-than-normal volume of requests. • Currently, 42% of telecare clients have enhanced packages, below the desired target. • Waiting Times for Cancer Appointments at 31 & 62 Days reports 1 against target of zero. • New Outpatient Waiting Times breaches over 12 weeks noted 51% against 46% target. • Outpatient Long waiting over 52 weeks noted3.7% against a 2.8% target 4.2.3 Primary Care Performance across 10 Key Performance Indicators (KPIs) for Primary Care shows 6 KPIs (60%) on track, with 4 KPIs (40%) reported as off track against the targets set for FQ1 24/25. Performance on or above target: Page 69
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• 80% of children who received Fluoride Varnish treatment did not require be referred for further dental treatment. • 66% of eligible residents received their Spring Covid 19 booster. This is 3% higher than the national average. • HSPC run practices met their target of 14 by recording on 7 instances practices had to operate under contingency measures. • No GP practices were returned to HSCP Control during Q1 • GP practices remained at level zero during Q1 resulting in no reduction in services provided. • Primary Care Out-of-Hours Services covered 62% of all recorded out of hour consultations during Q1 exceeding their 45% target. Performance below target & areas for improvement: • The Oral Health Improvement Team only managed to deliver 95% of their planned activity. • HSCP Dental services only utilised 52% of clinic appointments missing their 90% target. • 4.7% of consultations by GPs and other HSCW within the primary care setting were done digitally, narrowly missing the 5% target. • 93% of children at 12 months of age received their 6 in 1 vaccination missing the 95% national target (data for this indicator is 1 quarter behind due to availability of statistics) 4.2.4 Public Health Performance across 5 Key Performance Indicators (KPIs) for Public Health shows 4 KPIs (80%) on track, with 1 KPI (20%) below the rolling target against the targets set for FQ1 24/25 Performance on or above target: • Increase the monthly number of quit dates set, supported by NHS smoking cessation advisors or jointly through shared care with pharmacy, by people in the most deprived 40% areas in Argyll. Performance this quarter was slightly above target, achieving 11 quit dates set against a target of 10. • Increase the number of engagement activities delivered in communities and supported through Living Well Networks. Performance was slightly above target, with an actual of 23 against a target of 20. • Increase the number of referrals to community link workers supported by “We Are with You”. Performance exceeded itself this quarter by achieving approximately 49% above the target, with an actual performance of 150 against a target of 101. • Number of instances working with Scottish Government or National Agencies on National Strategy and Policy Development. This is a new measure for 24/25 with a target initially set as 1. We surpassed expectations with 11 instances of working with Scottish Government or National Agencies on National Strategy and Policy development. Performance below target & areas for improvement: • Increase the number of people in Argyll and Bute attending training in the following areas, Money Counts, Behaviour Change, Mental Health and Suicide Prevention. The rolling target from 23/24 continues into 24/25, with the expectation of 17 additional clients each quarter. Page 70
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We fell marginally short, with an actual of 83 against a target of 85, approximately 2.35% below the target. 4.2.5 Finance Performance across 6 Key Performance Indicators (KPIs) for Finance shows 3 KPIs (50%) on track, with 3 KPIs (50%) reported as off track against the targets set for FQ1 24/25. Performance on or above target: • GP prescribing expenditure with actual spend being 1% lower than target. • Older People External Residential actual spend being 18% below target. • Older People Homecare actual spend being 2% below target. Performance below target & areas for improvement: • Cost of Hospital Delayed Discharges actual spend being 29% above target. • Staffing expenditure with actual spend (11%) being 1% above target. • Older People Internal Residential actual spend being 21% above target. 4.2.6 Carers Performance across 4 Key Performance Indicators (KPIs) for Carers Services shows 4 KPIs (100%) on track, against the targets set for FQ1 24/25. Performance on or above target: • Adult Carer Support Plans continues to be on target, with 137 completed against target of 133 • Young Carer Statements completed continues to be above target, with 26 completed in FQ1. • The number of Unpaid Carers Supported across A&B’s Carers Centres was reported at 3296 for FQ1 and continues to exceed the target of 3000. • The ACSP reviews completed now include welfare contacts and these continue to be above target of 700, with 913 completed in FQ1. Performance below target & areas for improvement: N/A 4.2.7 Allied Health Professionals Performance across 7 Key Performance Indicators (KPIs) for Allied Health Professionals shows 4 KPIs (57%) on track, with 3 KPIs (43%) reported as off track against the targets set for FQ1 24/25. It should be acknowledged that nationally waiting time breaches are measured against a zero target. Local targets have been set to monitor progress and improvements to reduce the number of patients on waiting lists across varied health specialties Performance on or above target: Page 71
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• MSK Outpatient Referral waits breaching >4 weeks are down significantly this quarter to 1118 (-9%) and meeting target of 1120. • AHP Outpatient Completed Waits are now on target this quarter with 977 reported against the 945 target. • Community Patient Discharges continue increasing this quarter to 1878, against the target of 1672. • The percentage of New versus Return Outpatient Physio AHP Referrals remains above the 30% target, with 31% noted in FQ1. Performance below target & areas for improvement: • Outpatients waiting over 12 weeks for AHP services have increased this quarter – these had been decreasing over recent quarters, with FQ1 reporting 552 against a target of 500. • The AHP Priority 1&2 referrals breaching > 4 weeks in FQ1 reported 58 against a target of 48. • Community Patient Referrals breaching over 12 weeks have been increasing quarter on quarter, with FQ1 reporting 558 against a target of 400. 4.2.8 Delayed Discharges Performance across 6 Key Performance Indicators (KPIs) for Delayed Discharges shows 1 KPI (17%) on track, with 5 KPIs (83%) reported as off track against the targets set for FQ1 24/25. For FY 2024/25 Delayed Discharges KPIs, we are using a count at the end of quarter census point instead of full month data. Cleansing of data at the census point is improving the accuracy of the delay codes recorded, and this also aligns better with national reporting. It should be acknowledged nationally, Delayed Discharges are measured against a zero target. Local targets have been set to monitor progress and improvements to reduce the number of patients showing as a Delayed Discharge. Performance on or above target: • Reduce the Number of people delayed in hospital with AWI code at Monthly Census Point. Performance was above target having achieved actual of 4 against a target of 6. We set the target based on the average over the last four quarters of 23/24, where the actual ranged between 3 and 9. In this quarter, the number of people delayed with AWI code increased from 4 in April to 7 in May, then returned to 4 in June. Performance below target & areas for improvement: • The number of overall people delayed in hospital at Monthly Census Point as at the end of Q1 was 39, compared to a target of 31. The target was set based on the average over the last four quarters of 23/24, where client numbers ranged between 29 and 34. Notably, there has been an increase this quarter, especially in May and June, with client numbers rising to 41 and 39 respectively, up from 32 in April. • At the end of Q1 census point, the overall length of stay in a hospital (Delayed Discharge Bed Days) at Monthly Census Point was 820, exceeding the target of 634. The target was set based on the average bed days over the past four quarters of 23/24, which ranged from Page 72
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598 to 695. This quarter saw an 18% increase in bed days between May and June (694 to 820) reflecting the rise in client numbers during the same period. • The number of people delayed awaiting a Care Home Placement was 8, representing 21% of census clients, compared to a target of 4. The target was set based on the average from the previous four quarters of 23/24, which ranged from 0-5. In March 24, we reported zero people delayed awaiting place availability, which is unusual and may suggest a recording issue. This quarter delays were consistently 5 in both April and May, increasing to 8 in June. • At the end of Q1, the number of people delayed in hospital awaiting care at home availability was 16, representing 31% of census clients, compared to a target of 12. The target was based on the average of the last four quarters of 23/24, which ranged from 8 to 14. May reported the highest number of delays at 18, 38% increase from April, before decreasing by 12.5% to 12 in June. • At the end of Q1, the number of people delayed in hospital awaiting assessment (Codes 11A and 11B) was 13, which is 33% of census clients, against a target of 10. The target was based on the average from the previous four quarters of 23/24, which ranged 9 to 11. This quarter, the reported increase was from 9 in April to 18 in May before reducing to 13 in June. 4.2.9 Adult Social Care Performance across 4 Key Performance Indicators (KPIs) for Adult Social Care shows 3 KPIs (75%) on track, with 1 KPI (25%) reported as off track against the targets set for FQ1 24/25. Performance on or above target: • The number of Unplanned Admissions to A&B hospitals directly from a care home in FQ1 was reported at 36, exactly on target. • FQ1 Performance on increasing the occupancy rates across A&B Care Homes was above target, achieving 96% occupancy against a target of 95%. This KPI is now measured against available places (previously all empty beds). • The FQ1 performance looking to reduce the value of assessed unmet need for care at home was £11,409.72, which is 12% below the target of £12,991.74. Target is set as previous quarter’s value. Performance below target & areas for improvement: • Performance in FQ1 for increasing the % of Older People who had their homecare monitoring review completed within 6 months was 31% against a target of 49%. This KPI was briefly above target in FQ3 2023/24 but has otherwise remained below target across the previous year. 4.2.10 Community Hospitals Performance across 5 Key Performance Indicators (KPIs) for Community Hospitals shows 2 KPIs (40%) on track, with 3 KPIs (60%) reported as off track against the targets set for FQ1 24/25. Performance on or above target: Page 73
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• FQ1 A&E Attendances in A&B Community Hospitals meeting the 4 hrs wait target reported 97% performance which is 2% above 95% target. This measure was above target throughout the previous reporting year. • Maintaining A&B Community Hospitals Bed Occupancy Rates reported below 80% target, with FQ1 actual noted as 73.6% occupancy. Performance below target & areas for improvement: • Reduce the rate of unplanned admission to Community Hospitals for 65+ population. The FQ1 total of 467 admissions is 3% off track and above the target of 452. • Reduce the average Length of Stay for inpatients in A&B Community Hospitals. Performance for FQ1 was 8.7 days average across the whole quarter, against a target of 7.8 days. • Reduce the number of Falls being reported in a Community Hospital setting in A&B. This KPI remains above target for the second quarter, with FQ1 at 63 falls against a target of 54. 4.2.11 Adults with Long Term Conditions / Adult Support & Protection / Alcohol Drugs Partnership Performance across 8 Key Performance Indicators (KPIs) for Adults with Long Term Conditions/ ASP/ADP shows 3 KPIs (38%) on track, with 5 KPIs (62%) reported as off track against the targets set for FQ1 24/25. It should be acknowledged that nationally waiting time breaches for New Mental Health Outpatients (12 weeks) and Psychological Therapy (18 Weeks) are measured against a zero target. Local targets have been set to monitor progress and improvements to reduce the number of patients on waiting lists across varied health specialties Performance on or above target: • 12 Adults reported on the dynamic support register with a category red or amber status • 383 Adults are waiting for a Mental Health outpatient service achieving the target of 390 or less. • 164 Adults are waiting for a psychological therapy service achieving the target of 175 or fewer Performance below target & areas for improvement: • 7% of 18-64 people with a Learning Disability were reported as overdue an Adult Review against 3% target • 56% of Adult Support and Protection 'duty to inquire' procedures were completed within the 5 working day target. • 65% of Adult Support and Protection inquiries requiring investigative powers were completed within the 15 working day target. • 70% of Case Conferences began within 20 days of referral or within 12 weeks of the initial conference for review. • 80% of individuals referred to Alcohol and Drug treatment services were seen within the target waiting period. 4.2.12 Rural General Hospitals (Lorn & Island Hospital) Page 74
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Performance across 9 Key Performance Indicators (KPIs) for Rural General Hospitals (LIH) shows 6 KPIs (67%) on track, with 3 KPIs (33%) reported as off track against the targets set for FQ1 24/25. Performance on or above target: • Reduce the rate of unplanned admissions to LIH 65+ population. For FQ1, the actual number of unplanned admissions was 341, with performance below the target by 4 (1.16%). The target set for this KPI was 345 based on average from 23/24. • Reduce the total number of unplanned bed days in LIH. The actual number of unplanned bed days reported was 3076, with 247 (7.43%) unplanned bed days below the target of 3323, based on the 23/24 average. • Reduce the Average Length of Stay for inpatients in LIH. FQ1 Performance noted we achieved an actual rate of 4.0. This was 0.8 better than the target of 4.8. • Maintain LIH Bed Occupancy Rates below 90% target. FQ1 performance noted an actual rate of 81.8%, bettering the target by 8.2%. • Reduce the number of LIH A&E Attendances that result in an unplanned admission. The FQ 1 performance for reducing unplanned admission from A&E attendances was 17.9 against a target of 19.2 and approximately 6.8% better than target. • Reduce the number of medication errors in LIH. Quarterly indicative target was set at no more than 6 per reporting period, 6 based on 23/24 average. In FQ 1 we achieved an actual of 3. Performance below target & areas for improvement: • Our FQ1 target is for 95% of A&E attendances to meet the 4-hour target. Actual FQ1 performance noted 93.8%, only 1.2% off the 95% target. • Reduce the number of falls being reported in a hospital setting in LIH. FQ1 target was to reduce reported falls to no more than 26 per quarter, however the actual recorded was 45. This indicates the number of falls was higher than expected. • Reduce number of instances of tissue viability in Lorn & Islands Hospital. The target was to reduce the number of tissue viability instances to no more than 9. However, FQ1 performance on actual instances was 16. 4.2.13 National Health & Wellbeing Outcome Indicators & Ministerial Steering Group Integration Indicators The National Health and Wellbeing Outcomes provide a strategic framework for the planning and delivery of health and social care services. This suite of outcomes serves to focus on improving the experiences and quality of services for people using those services, carers, and their families. These indicators form the basis of the annual reporting requirement for Health and Social Care Partnerships across Scotland. The national indicators will be updated and reported within A&B HSCP’s Integrated Performance Management Framework to provide the national performance position alongside the local service Key Performance Indicators suite. Page 75
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The latest data in relation to 26 HWBOI and MSG Indicators reports 50% on track, with 13 on track and 13 off track. An overview of A&B HSCP’s latest performance against the 26 measures is reported in Appendix 1. It should be noted that reporting periods vary across the suite of national indicator measures, with some measures reported quarterly affected by national reporting data lag. 5. CONTRIBUTION TO STRATEGIC PRIORITIES The monitoring and reporting against Key Performance Indicators using the Integrated Performance Management Framework and Dashboard ensures the HSCP is able to deliver against key strategic priorities. This in-turn is aligned with the Strategic Plan and key objectives. 6. GOVERNANCE IMPLICATIONS 6.1 Financial Impact Financial performance is evidenced within the IPMF Dashboard ensuring best value as well as evidencing the impact and performance against organisational budget savings. 6.2 Staff Governance Key performance indicators within the IPMF ensure that staff governance requirements continue to be progressed and developed include health and safety, wellbeing and new service redesign and working practices. 6.3 Care and Clinical Governance Clinical Governance and patient safety remain at the core of prioritised service delivery against the new IPMF Dashboard and National Health & Wellbeing Outcomes Indicators. The new governance structure supporting the IPMF ensures that the Clinical & Care Governance Committee remain central to performance improvement. The development of the IPMF is focussed on moving away from previous traditional styles of reporting to a fully collaborative approach with Head of Service and Service Lead commentary. 7. PROFESSIONAL ADVISORY Data used within the performance dashboard is fully accessible in SharePoint with data trends and forecasting are identified to give wider strategic context. This provides the HSCP professional advisors with self –service performance information to inform their role in maintaining professional standards and outcomes. 8. EQUALITY & DIVERSITY IMPLICATIONS The Integrated Performance Management Framework captures relevant indictors used to inform the HSCP E&D work. Page 76
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8.1 PROTECTED CHARACTERISTICS Performance detailed within this report acknowledges the rights of the Child (UNCRC), Islands. Fairer Scotland, Socio-economic Duty, Equalities - protected characteristics. 9. GENERAL DATA PROTECTION PRINCIPLES COMPLIANCE Data use and sharing within this report and IPMF performance dashboard is covered within the Argyll and Bute Council & NHS Highland Data Sharing Agreement 10. RISK ASSESSMENT Risks and mitigations associated with performance data sources and reporting are managed and identified within the monthly Performance & Improvement Team- Work Plan. 10.1 STRATEGIC, OPERATIONAL OR CLIMATE RISK Performance reports are used by operational management to identify service delivery risk and to inform mitigation action accordingly. 11. PUBLIC & USER INVOLVEMENT & ENGAGEMENT Performance reporting is available for the public via Argyll and Bute Council and NHS Highland websites. The IPMF dashboard utilises SharePoint to support manager and staff access across the HSCP. 12. CONCLUSION The committee is asked to considerer and acknowledge FQ1 2024/25 (April - June) 2024 performance as detailed in the IPMF Dashboard 13. DIRECTIONS Directions required to Council, NHS Board or both. Directions to: tick No Directions required x Argyll & Bute Council NHS Highland Health Board Argyll & Bute Council and NHS Highland Health Board 14. PREVIOUS REVIEW OF THE REPORT Meeting Title of report Date Output (if relevant) REPORT AUTHOR AND CONTACT Author Name: Douglas Hunter- Senior Manager Performance & Improvement Page 77
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Email: douglas.hunter@argyll-bute.gov.uk Page 78
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Appendix 1 – HWBOI & MSG Integration Indicators. Core Suite of Integration Indicators Data notes 67% (6 of 9) HWBOI Outcomes measures reporting as above the national Scotland Rate. It is worth noting that performance will be influenced and vary in line with the total number of respondents participating in this voluntary survey. As such, caution should be noted with regards to previous comparison and trends HWBOI - Performance Page 79
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Data notes 55.5% (5 of 9) HWBOI Performance measures reporting as above the national Scotland Rate. *Indicators 12, 13, 14, 15, 16, 18 Calendar year 2023 is used here as a proxy for 2023/24 due to the national data for 2023/24 being incomplete. This is in line with guidance issued by Public Health Scotland which was communicated to all Health and Social Care Partnerships. Using more complete calendar year data for 2023 should improve the consistency of reporting between Health and Social Care Partnerships. Ministerial Steering Group Integration Indicators Page 80
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Data notes 25% (2of 8) MSG Indicators reporting as above the national Scotland rate. MSG Indicators data notes that all MSG measures have increased in the last reporting year. Activity around Emergency Admissions, Unplanned Bed Days, A&E attendances and Delayed Discharge Bed Days all noted performance exceeding pre –Covid levels. This highlights the necessity to consider approaches to alleviate systems pressures around Urgent and Unscheduled Care and expedite hospital flow. Appendix 2 - Delayed Discharge Sitrep – 1st July 2024 Page 81
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ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE ROADS AND INFRASTRUCTURE 10 DECEMBER 2024 SERVICES ROADS AND INFRASTRUCTURE SERVICES UPDATE 1.0 INTRODUCTION 1.1 A Roads and Infrastructure standing report was a fixture on Area Committee agendas throughout the life of the last Council. In the first two rounds of Area Committee meetings in the new Council feedback was sought on the value of these updates, and their format and frequency. Generally Members felt having a standard item was beneficial and it was acknowledged that the Roads and Infrastructure weekly briefings issued to all members each Friday afternoon provide for the main sources of live information on current activities. On top of these briefings there is a bank of resources on the new Member Zone system which include the weekly briefings, subject specific briefings, ad hoc short briefings on issues, relevant previous committee reports, operational service procedures, legislation and Council policies. 1.2 In the last Council the purpose of these reports was to provide an update on service activities but since weekly briefings these have largely superseded the original stated purpose of these reports. 1.3 On the basis of the above this new format has been agreed through the December 2022 round of area committees for this standing item. This format removes duplication for Officers and rather links to existing published information, with additional updates only in the body of the reports if these are specifically requested/noted from previous meetings. The report remains as a standing item and continues to provide the opportunity for Officer engagement at the committee meetings. 2.0 RECOMMENDATIONS It is recommended that the Area Committee: 2.1 Note and consider the contents of this report. 3.0 DETAIL 3.1 Roads and Infrastructure Services provides Members with weekly briefings on topical service activities which are all available here. Page 83 Agenda Item 8
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3.2 As part of the resources on the new Member Zone system there are various key documents available in an online library here. 3.3 There are also additional online resources covering the streetlighting, footway, surface dressing and roads reconstruction programmes available on the website here. 4.0 CONCLUSION 4.1 This report provides links to existing published information on service activities and provides for the opportunity for officer attendance and engagement at committee meetings. 5.0 IMPLICATIONS 5.1 Policy – Roads and Infrastructure work to a number of policies across the range of service areas. 5.2 Financial – revenue and capital budgets are in place to deliver projects and cyclic work. 5.3 Legal – Roads and Infrastructure Services work to a number of different pieces of legislation such as the Roads Scotland Act 194 and the Environmental Protection Act 1990. 5.4 HR – none known. 5.5 Fairer Scotland Duty: 5.5.1 Equalities - protected characteristics – where appropriate EqSEIAs will be carried out to identify any implications. 5.5.2 Socio-economic Duty – where appropriate EqSEIAs will be carried out to identify any implications. 5.5.3 Islands – where appropriate Island impacts assessments will be carried out to identify any implications. 5.6. Climate Change – due regard will be given to climate change with a view to minimising any climate change impact and these will be considered as and when they arise. 5.7 Risk – risk managed through toolbox talks, safety briefings and where appropriate risk registers – all of the above are monitored through the RIS leadership and management teams. 5.8 Customer Service – none known. Page 84
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5.9 The Rights of the Child (UNCRC) – none known. Executive Director with responsibility for Roads and Infrastructure Services, Kirsty Flanagan Policy Lead for Roads, Transport and Amenity Services, Councillor John Armour November 2024 For further information contact: Jim Smith, Head of Roads and Infrastructure Services or Mark Calder, Project Manager Page 85
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ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE ROAD AND INFRASTRUCTURE SERVICES 10 DECEMBER 2024 HELENSBURGH CHORD BINS 1.0 INTRODUCTION 1.1 This report proposes the removal of the silver bins in Helensburgh following representation received from local Members. 1.2 As part of the public realm improvements in Helensburgh a number of years ago silver bins were installed in the streetscape and concreted into place. These bins have proven to be neither durable nor operationally suitable, with the result that additional cabinet style bins have been procured and placed out alongside them. 2.0 RECOMMENDATIONS 2.1 It is recommended that members of the Helensburgh and Lomond Area Committee: 2.1.1 Allocate funds from the surplus CHORD budget to the removal of the operationally unsuitable silver bins and; 2.1.2 Consider the future use for the model of the PS ‘Comet’ and for the ‘Flotilla’ of ‘Comets’. 3.0 DETAIL 3.1 As part of the public realm improvements in Helensburgh a number of years ago silver bins were installed in the streetscape and concreted into place. These bins have proven to be neither durable nor operationally suitable, with the result that additional cabinet style bins have been procured and placed out alongside them. 3.2 The cabinet style bins are more durable, are consistent with other public bins across the area, and, because they use a traditional wheelie bin inside the cabinets, have a standard 240litre capacity and are therefore larger than the silver bins, as well as being much easier and therefore more efficient to service. 3.3 The removal of the silver bins, because they are concreted in place, is not straightforward and there are costs associated to this for excavation, removal and reinstatement. There are around 40 of the bins around the town. The costs have been estimated at £21,016.35. Page 87 Agenda Item 9
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3.4 These works could be undertaken by our local roads team after the turn of the year. It has been suggested that the bins could be taken for use elsewhere, but they are not considered viable for use elsewhere for the reason noted above. 3.5 There is £28,000 left in the CHORD surplus funds budget, the management of which sits with the local area committee. This funding has previously been allocated to: 1. an encapsulated and lit model of the PS ‘Comet’ along with 2. the ‘Flotilla’ of ‘Comets’ which were rescued from the old lighting columns. 3.6 All of these are currently held in storage by Wave Particle on behalf of the Council until a decision as to how they are to be installed/displayed is taken. If Members wished to reallocate funding towards the removal of the silver bins, it would be important to consider: 1. any potential fees associated to the storage of the above items given the length of time they have been stored for the Council by Wave Particle 2. what should happen to the items. 4.0 CONCLUSION 4.1 This report proposes the removal of the silver bins in Helensburgh following representation received from local Members. 5.0 IMPLICATIONS 5.1 Policy – None known. 5.2 Financial – CHORD surplus funds budget. 5.3 Legal – public street bins in busy urban areas help contribute towards our duties under the Environmental Protection Act. 5.4 HR – None known. 5.5 Fairer Scotland Duty: None known. 5.5.1 Equalities - protected characteristics – None known. 5.5.2 Socio-economic Duty: None known. 5.5.3 Islands – None known. 5.6 Climate Change – None known. 5.7 Risk – None known. 5.8 Customer Service – larger and more durable bins, consistent with other public bins across the area, which will be easier and more efficient to service. 5.9 The Rights of the Child (UNCRC) – None known. Executive Director with responsibility for Roads and Infrastructure, Kirsty Flanagan Policy Lead for Roads, Transport and Amenity Services, Councillor John Armour November 2024 For further information contact: Jim Smith, Head of Road and Infrastructure Services Jim.Smith@argyll-bute.gov.uk Page 88
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ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 10 DECEMBER 2024 ROSNEATH CYCLEPATH UPDATE 1.0 EXECUTIVE SUMMARY 1.1. This report updates members on the progress made in relation to the Rosneath to Castle Caravan Park junction cyclepath. 1.2. Officers have completed a land access agreement with ACHA to allow construction of the section of path between Argyll Road and the Clachan Burn. Officers have also secured £259,950 funding in 24/25 for the construction of the section of the route between Argyll Road and the Clachan Burn. This section of path will be completed by spring 2025. 1.3. Officers secured funding from SPT in 23/24 to commission feasibility and concept design work on phase 2 of the route linking the end of the first phase at the builder’s merchants around Camsail Bay to the Castle Caravan Park junction. 1.4. The initial feasibility and options appraisal examined 4 options for the route around Camsail Bay, with a community consultation open for 2 weeks in November 2023. The associated community event attracting 32 attendees, with the same materials available on the study consultation website. The design team also visited Rosneath Primary School. A total of 80 survey responses were received which represents 7% of the local population. 82% of survey respondents believed that the provision of a route would encourage them to walk and cycle. 1.5. Respondents were also asked for their aspirations of what the concept design should take account of. The main topics were: lower speed limit, good maintenance, tarmac path, minimise road crossings, provision of a cycle lane, preserve the scenery, improve accessibility and improve safety. 1.6. A concept design was developed based on the community and stakeholder feedback and presented to the community for comment in February 2024. It was launched with a community event on 06 Feb, with a total of 16 people attending. Again all consultation materials were made available online. A total of 60 survey responses were received. Of the two options presented at concept design, 78% of respondents indicated a preference of minor realignment of the road inland to provide space for a path on the seaward side. 73% of respondents also stated that the options presented resolved Page 89 Agenda Item 10
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most or all of their concerns in regard to walking or cycling between Rosneath and Castle Caravan Park. RECOMMENDATIONS 1.7. It is recommended that the Helensburgh and Lomond members: 1.7.1. Welcome the securing of land agreements and funding to enable construction of section of the route within Rosneath in 24/25. 1.7.2. Support the preferred option identified for Phase 2 of the route around Camsail Bay. 1.7.3. Instruct Officers, subject to securing external funding, to complete development of designs for Phase 2 through Developed Design and Technical Design stages. 1.7.4. Instruct Officers to submit a further paper to members on completion of the Technical Design. Page 90
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ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE DEVELOPMENT AND ECONOMIC GROWTH 10 DECEMBER 2024 ROSNEATH CYCLEPATH UPDATE 2.0 INTRODUCTION 2.1. This report updates Members of the progress made since the previous quarterly report to the Helensburgh and Lomond Area Committee in relation to the delivery of a dedicated, high quality walking and cycle path linking Helensburgh, Cardross and Dumbarton. The delivery of this path is a stated Council Priority. 2.2. Full details of the project, including previous progress is available in the project update reports previously presented to this Committee. 3.0 RECOMMENDATIONS 3.1. It is recommended that the Helensburgh and Lomond members: 3.1.1. Welcome the securing of land agreements and funding to enable construction of section of the route within Rosneath in 24/25. 3.1.2. Support the preferred option identified for Phase 2 of the route around Camsail Bay. 3.1.3. Instruct Officers, subject to securing external funding, to complete development of designs for Phase 2 through Developed Design and Technical Design stages. 3.1.4. Instruct Officers to submit a further paper to members on completion of the Technical Design. 4.0 DETAIL 4.1. The Council’s Active Travel Team, 1.7 FTE (Full Time Equivalent employees), is part of the Strategic Transport Team within the Development and Economic Growth Service. No Council funding is currently received by the Active Travel Team. All project costs, including internal staff costs, have to be funded via successfully securing highly competitive external challenge funds. 4.2. In 2023/24 the Active Travel Team secured £2.56M external funding for the development and delivery of a total of 22 projects across Argyll and Bute, including the Helensburgh – Cardross – Dumbarton Cyclepath. This required 18 separate competitive funding applications, to 5 separate funds. Page 91
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Rosneath Town Section 4.3. Since design work on the 350m section of the route linking Argyll Road to the Clachan Burn was completed in 2021, Officers have been engaging with ACHA as the landowner of the large grass area between Argyll Road and Ferry Road. This engagement resulted in a path agreement being signed between ACHA and the council in September 2024 which permits the council to construct and maintain a path across ACHAs land. 4.4. Officers submitted a funding application to Transport Scotland’s Tier 2 Active Travel fund in late 2023 for 24/25 for funding to enable the construction of the section of the route between Argyll Road and the Clachan Burn. While the announcement of this funding was delayed due to the Scottish Government spending moratorium, fortuitously the funding award was confirmed on 11 November 2024. 4.5. The funding award for £259,950 in 24/25 will enable the construction of the section of the route between Argyll Road and the Clachan Burn. This section of path will be constructed by the council’s roads and infrastructure service and will be completed by spring 2025. Phase 2: Camsail Bay Section 4.6. Officers secured funding from SPT in 23/24 to commission feasibility and concept design work on phase 2 of the route linking the end of the first phase at the builder’s merchants around Camsail Bay to the Castle Caravan Park junction. 4.7. The initial feasibility and options appraisal examined 4 options for the route around Camsail Bay, with a community consultation open for 2 weeks in November 2023. The associated community event attracting 32 attendees, with the same materials available on the study consultation website. The design team also visited Rosneath Primary School. A total of 80 survey responses were received which represents 7% of the local population. 82% of survey respondents believed that the provision of a route would encourage them to walk and cycle. 4.8. Respondents were also asked for their aspirations of what the concept design should take account of. The main topics were: lower speed limit, good maintenance, tarmac path, minimise road crossings, provision of a cycle lane, preserve the scenery, improve accessibility and improve safety. 4.9. A concept design was developed based on the community and stakeholder feedback and presented to the community for comment in a 2 week consultation on February 2024. The consultation was promoted via local press, social media, 1000 leaflets distributed with the community magazine, and a pop up event in the local Coop. It was launched with another community event on 06 Feb, with a total of 16 people attending. Again all consultation materials were made available online. A total of 60 survey responses were received. This is in line with other projects where community Page 92
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engagement reduces following the initial consultation when the community are broadly supportive or ambivalent about the project. Of the two options presented at concept design, 78% of respondents indicated a preference of minor realignment of the road inland to provide space for a path on the seaward side. 73% of respondents also stated that the options presented resolved most or all of their concerns in regard to walking or cycling between Rosneath and Castle Caravan Park. 5.0 CONCLUSION 5.1. Completion of the Rosneath Cyclepath will provide an accessible walking and cycle route linking Rosneath to the Castle Caravan Park junction. This route will provide improved opportunities for local residents and visitors to travel more sustainably and actively by walking and cycling. This will provide a safe alternative to having to use a private car to travel between these communities and help lower Argyll and Bute’s carbon footprint.. 5.2. The delivery of the Rosneath Cyclepath is dependent on completing the design work, securing highly competitive external challenge funding, committing appropriate match funding and securing access to private land for the route. 6.0 IMPLICATIONS 6.1. Policy Completion of this project will support the Council’s SOA outcomes 2: We have infrastructure that supports sustainable growth and 5: People live active, healthier and independent lives. The project also supports achievement of the Scottish Government’s objectives set out in the Cycling Action Plan for Scotland (CAPS) and Let’s Get Scotland Walking - The National Walking Strategy. 6.2. Financial The design, construction and land purchase will be funded by external competitive funding applications. External funding is not currently available to cover maintenance costs. To date, the Council has not contributed any funding to design or capital costs. There is strong evidence that people who are more active, for example by walking or cycling, have been physical and mental health and are less likely to require social care services in later life which could result in a future saving to the Council or HSCP. 6.3. Legal Continued input will be required from Legal Services to support contractual agreements and land purchase including a CPO should this be deemed necessary. 6.4. HR None. 6.5. Fairer Scotland Duty: Page 93
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6.5.1 Equalities Completion of this project will provide opportunities for local residents and visitors to travel more sustainably and actively by walking, wheeling and cycling. The route has been designed to be DDA compliant and will provide a safe and accessible route for those with mobility aids including wheelchairs and parents/guardians with a child’s pram or buggy. 6.5.2 Socio- economic Duty The route, once completed, will offer residents the opportunity to choose to travel using active travel, which are lower cost than alternative modes of transport. The route will also improve access to essential services, retail, leisure and employment opportunities for residents living along the route, with studies demonstrating those who travelled actively had a higher monthly spend in local businesses than those who travel via motorised transport. The path will also offer opportunities for individuals to travel for leisure, again encouraging spend in local businesses along and connected by the route. 6.5.3 Islands There are no adverse impacts. 6.6. Climate Change Active Travel is the least carbon intensive mode of travel. Providing the opportunity for residents and visitors to consider an alternative to having to use a private car to travel between these communities will help lower Argyll and Bute’s carbon footprint. 6.7. Risk There is a reputational risk to the Council if the project is not completed within a reasonable timeframe. 6.8. Customer Services None. 6.9. The Rights of the Child (UNCRC) Active travel is the most accessible mode of travel to young people, as it does not have any minimum age limits, does not require any form of licence, is free to use and is not tied to any fixed timetable. All new active travel infrastructure is designed to be utilised by an unaccompanied 12 year old. Engagement feedback demonstrates even stronger support for the delivery walking and cycling infrastructure from younger members of the community than the already high overall level of community support. Wider engagement with school pupils indicates that the vast majority of pupils strongly support the provision of new active travel infrastructure, even where it would adversely impact other modes of transport. Page 94
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Executive Director with the responsibility for Development and Economic Growth: Kirsty Flanagan Head of Development and Economic Growth: Fergus Murray Policy Lead for Roads, Transport and Amenity Services: Councillor John Armour 11 November 2024 For further information contact: Colin Young Strategic Transportation Delivery Officer Colin.Young@argyll-bute.gov.uk Tel: 01546 604275 Appendix 1: Options Feasibility Report Appendix 2: Community Engagement Report Page 95
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Rosneath, Phase 2 Marina to ‘Y’ Junction at Castle Caravan Park Stage 1&2 Combined, Options Feasibility Report DATE: February 2024 REF: 501047 VERSION: Draft v3 Page 97
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MARK RINKUS Managing Director Mark.rinkus@connectedtp.com Click the icons to view our website and LinkedIn +44 7515834101 Contents 1 OUTLINE BUSINESS CASE ................................................................................... 1 2 OPTIONS DEVELOPMENT AND APPRAISAL ....................................................... 17 3 DEVELOPING THE CONCEPTS ........................................................................... 33 4 DESIGN PROCESS QUALITY AND INNOVATION ............................................... 37 5 PROJECT DELIVERABILITY AND DESIGN COLLABORATION ............................ 46 APPENDIX A – NETWORK AND UTILITIES ................................................................. 43 APPENDIX B – SOCIAL AND EQUALITY IMPACT ASSESSMENT (SEQIA) ................... 45 APPENDIX C – STAGE 1 ROAD SAFETY AUDIT AND DESIGNERS’ RESPONSE ............ 46 APPENDIX D – PRELIMINARY ECOLOGICAL APPRAISAL (PEA) ................................ 47 APPENDIX E – DESIGNERS RISK REGISTER .............................................................. 48 APPENDIX F – PRE-APPLICATION PLANNING RESPONSE ......................................... 49 Page 98
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1 | P a g e www.connectedtp.com 1 OUTLINE BUSINESS CASE 1.1 Introduction and Study Overview Rosneath supports a community of around 1,2601 people who live within the settlement of Rosneath / Clynder. The village is located 3.8km away from the village of Kilcreggan (population 1,320) which of located on the western coast of the peninsula. The villages, whilst near to each other form part of the circular route around the peninsula starting and ending at Garelochhead, linked by the B833. The route is a popular visitor destination due to the scenic views of the coast. During 2018, the Rosneath to Marina section of the Active Travel route was constructed by Argyll and Bute Council (ABC). The route provided a 2.5m wide surfaced shared use cycle footway connecting Rosneath village and the associated footway/service infrastructure to the yacht marina and small industrial / employment units located on the southern outskirts of the village. This is Phase 2 of the route which would extend the route from the Marina around Camsail Bay to the ‘Y’ junction formed on the B833. The junction is of strategic importance as it provides road access to the Castle Bay tip of the peninsula and the Rosneath Castle Caravan Park. Due to resourcing and funding issues, the concepts developed for the phase 2 route were not shared with the community. The publication of an updated active travel route design standard in 2021 necessitated 1 National Records of Scotland (15 August 2013). "Appendix 2: Population and households on Scotland's Inhabited Islands" (PDF). Statistical Bulletin: 2011 a revisit of the original route options. Following identification of further funding, this project seeks to reinvestigate the original route concepts and through working with the local community, develop the concepts and identify a preferred concept that can support a bid for future funding and detailed design. Notwithstanding, a future Phase 3 of the route will be required to complete the route by connecting the ‘Y’ junction to Rosneath Castle Caravan Park and therefore enabling access by visitors and residents to travel between both places by travel modes other than private car. This Outline Business Case (OBC) seeks to provide a ‘snapshot’ of the phase 2 project in context to the local area, setting out a baseline from which future monitoring and evaluation can be referenced. This report should be considered in conjunction with the Stage 1 Community Feedback and Monitoring and Evaluation Report; reported separately. Census: First Results on Population and Household Estimates for Scotland Release 1C (Part Two) (PDF) (Report). SG/2013/126. Retrieved 14 August 2020. Page 99
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2 | P a g e www.connectedtp.com 1.2 Study Location Plan The Proposed Study Area Is Shown In The Following Figure 2 A project which enables travel behaviour change. 1.3 Recent Study History Whilst the phase 1 route was supported by a funding bid, no details of the route business case or route design are available. Only PDF copies of the original 3 concept options for phase 2 have been provided by ABC. 1.4 Project Alignment with National and Local Strategy / Policy As an active travel enabler2, this project seeks to support the connection of 20- minute neighbourhoods3, linking people and place whilst enabling the movement of people of all ages and abilities. The project will seek to reduce car dependency, reducing car dominant short journey trips whilst promoting the benefits of healthier walking and cycling in undertaking everyday journeys by these sustainable travel modes. The project will also likely directly contribute to safety and resilience objectives through the creation of a safe walking and cycling route. The project is therefore directly and indirectly aligned with national, regional and local policy and aligned with the strategy objectives of Argyll and Bute Council (ABC). The following strategies and policies are considered relevant to this study: • The Scottish Government’s National Performance Framework • Scottish Government Infrastructure Investment Plan 3 https://www.sustrans.org.uk/our-blog/get-active/2020/in-your-community/what-is-a-20-minute- neighbourhood Page 100
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3 | P a g e www.connectedtp.com • Active Scotland Outcomes • Physical Activity Implementation Plan – A More Active Scotland • Scottish Government Creating Places • Preventing Obesity in Scotland • The National Walking Strategy • The Cycling Action Plan for Scotland (CAPS) • The Climate Change Plan • The Road Safety Framework; and • The National Transport Strategy (NTS) A figure summarising the Scottish Governments journey towards reducing car dependency for single occupancy trips is presented below. 4 National Records of Scotland (15 August 2013). "Appendix 2: Population and households on Scotland's Inhabited Islands" (PDF). Statistical Bulletin: 2011 Census: First Results on Population and Household Estimates for Scotland Release 1C (Part Two) (PDF) (Report). SG/2013/126. Retrieved 14 August 2020. 1.5 Population and Demographic Assessment Rosneath currently has a population of 1,2604 residents based on the 2021 census. The population has overall has been falling slowly since 2001, summarised in the following table. Year Rosneath Population 2001 1,400 2011 1,324 2021 1,260 The population is evenly split between males and females and slightly weighted towards ages 40 years old and upwards. The peninsula has more 70-year-old people than under 16-year-olds.5 5 https://www.nrscotland.gov.uk/files//statistics/scap/figures-maps/scap-figure- 18.pdf The National Picture Page 101
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4 | P a g e www.connectedtp.com The peninsula is challenged with migration as a number of younger adults will leave the area pre-30’s to pursue employment and careers before returning in later life. SIMD Assessment To understand Rosneath’s social challenges, the Scottish Index of Multiple Deprivation (SIMD) area statistics for 2022 were examined. The results indicate that Rosneath is ranked low overall at 1,814 out of 6,976 places, with income, Crime, Employment, Health and Housing ranking low ranking at 3 out of 10. Crime surprisingly scored more favourably at 6 out of 10. Geography and Access are also notable challenges. 1.6 Rural Deprivation 6 The Scottish Rural Policy Centre (SRUC) published a report entitled ‘Rural Scotland in Focus’ In recent years there has been a greater understanding of the impacts of transport poverty; where people lack access to services or work and the contributions that a lack of affordable transport options creates. It is important to consider the aspect of rural inequalities, which creates challenges to living that are different from communities within larger urban areas6. In reviewing employment in rural areas, the SRUC report highlights a significantly larger percentage of those in part-time or smaller contract jobs, often with lower hourly rates or salaries than counterparts in urban population centres. Many rural areas have become increasingly reliant on the tourism industry, as a result, many jobs are seasonal and in demand, reducing the overall hours or contracts available over the year. Fuel Poverty Living outside larger urban areas is likely to increase the costs of goods overall – primarily due to the cost of the supply chain network required. This can be seen in the cost of fuel with a predominant market of independent providers, unable to offer the prices of larger national outlets. This issue raises a secondary cost to local residents, with rural communities relying more on private transport, and often having to travel further for services. Ultimately, for residents of communities such as those in Rosneath and Islay, more fuel is required to travel for day-to-day work and leisure. SIMD Extract for Rosneath Page 102
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5 | P a g e www.connectedtp.com A report on the Minimum Income Standard for Remote Rural Scotland and research on the Minimum Income Standard for Scotland highlights that the cost of food and consumable goods are between 10-50% higher in rural areas, whilst clothing and household goods are between 30-50% higher than in urban areas. These estimates do not consider the impact of living in the most remote locations where the costs associated with the movement of goods and services can be even more disproportionate. The cycling organisation Sustrans through their own research have identified three key areas which can assist in addressing transport poverty. These are: • People-centred transport planning; • Provision of quality accessible, frequent and affordable public transport service; and • Development of a transport network that supports the movement of people to places irrespective of user’s social status. Whilst these options may not address the inequalities of rural transport challenges; improving accessibility and access for goods and services, through sustainable travel modes will provide the community with improved travel choices better aligned with the National Transport Policy. In time, these measures have the potential to reduce car dependency for short journey trips whilst contributing to people’s health and wellbeing through increasing daily physical activity. The reprioritisation of our streets, away from the private car, combined with the reallocation of road space to support sustainable travel, landscaping, ecological and placemaking will improve the social and environmental experience of the area. Transport and access within Rosneath can be concluded to be a core consideration in helping to manage the challenges of rural social deprivation. 1.7 Understanding Place Rosneath Village Rosneath forms is the main service centre for the peninsula. The coastal village is located along the B833 road which passes through the village and extends around the peninsula. Few properties actually front the road with the Phase 2 project located on the southeastern outskirts of the village within an area with no frontage properties. Rosneath supports access to several everyday community services: • The Rosneath Co-op, supplying most everyday essentials; • Local butchers and bakers; • Rosneath Primary School; • Community Library; and • Churches, supporting all aspects of community activity. Kilcreggan and Clynder Kilcreggan is a small coastal village located to the south west of Rosneath on the coast on the peninsulas opposite coast. The settlement is located around 3.8km away via the B833. Kilcreggan has a history dating back to the 19th century and Page 103
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6 | P a g e www.connectedtp.com was originally a popular destination for holidaymakers from Glasgow. The settlement includes access to Gourock via a ferry across the Clyde and a number of everyday services including a Cost Cutter supermarket. The village has strong links with Rosneath and Clynder with residents of the villages’ active between settlements. The village is known for its scenic beauty, with views across the Clyde to the picturesque town of Gourock. Kilcreggan is also notable for its Victorian pier, which was once a crucial transportation link for steamships connecting the area with other parts of the Clyde and beyond. Infrastructure The B833 is formed as a bi-directional traffic route c.7m wide linking Garelochhead around the peninsula. The road's is adopted and maintained by ABC with a total length of c.26km. In general, the carriageway is formed with unbound edges incorporating hard strips in some location. The carriageway surface blends into the adjacent verge. The route wynds through coastal topography with surface water drained via ditches provided adjacent to the carriageway. From the in-land side of the road, the drainage ditches are culverted under the road and discharged directly into the sea. There is no provision for the storage or treatment of road water runoff. In most locations, the embankment of the road is steep and unsuitable to pass oncoming vehicles. In most instances, such as on and near bends, opposing vehicles are required to slow down to pass. The road pavement, in most locations, is in generally good condition with many locations showing evidence of recent resurfacing. Within the extent of the rural villages dotted along the B833 footways and street lighting is provided, typically to an outdated standard with the pavement less than 1.5m wide. The road is subject to a de-restricted speed limit along length with 30mph speed limits provided within the village extents. Vehicle speeds do however vary by location. Pedestrian and cyclist activity occurs on the carriageway with pedestrians and cyclists giving way to oncoming vehicles. In some locations, this requires cyclists to dismount noting the adjacent verge can be steep, narrow and unstable underfoot. With no street lights, for most of the route, the movement of pedestrians and cyclists is restricted to occur within the hours of daylight or more likely during the summer period. Parking and Access As relevant to this study, a single public car parking lay-by is provided at Camsail Bay supporting visitors who wish to stop, park and inspect the views of the bay. Page 104
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7 | P a g e www.connectedtp.com There are no parking restrictions within the peninsula. Within the villages, for a number of residents, parking on-street along their property frontage is required. There is no provision for publicly accessible electric vehicle charging points in Rosneath. Tourism, Visitors and Local Economy The peninsula is understood to be a popular visitor destination attracting visitors from a wide geographical area. Peak visitor season is understood to be between May and September with visitors arriving by either the Gourock ferry to Kilcreggan or via the B833 from Garelochhead. Visitors drive or cycling the route. Few visitors are understood to be associate with visiting Rosneath directly but will pass through the village either touring the area or to access services. The community travel between Rosneath and the adjacent Kilcreggan, with the Rosneath Castle Caravan Park located between both. 1) Faslane Naval Base The Faslane Naval Base is located to the northeast on the other side of Gareloch and is of significant economic importance to the local community and the wider region. The base provides employment opportunities for many people, including both military personnel and civilian staff. The influx of personnel and their families contributes to the local economy through housing, education, and various other services. The base's operations also stimulate economic activity in the surrounding areas, as local businesses provide goods and services to support the needs of the naval personnel. Additionally, infrastructure development and maintenance at the base generate contracts for local companies, further contributing to the regional economy. The strategic importance of Faslane as a naval base plays a role in sustaining economic activity in the local community through employment, business transactions, and associated services. 2) Rosneath Castle Caravan Park Rosneath Castle Caravan Park offers a range of caravan and camping facilities for tourists and visitors. The park provides static caravans for rent or sale, as well as spaces for individuals bringing their own caravans or tents. Camsail Bay parking lay-by Page 105
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8 | P a g e www.connectedtp.com Given its name, Rosneath Castle Caravan Park overlooks Castle Bay , and visitors have the opportunity to enjoy the scenery and take part in the recreational activities offered along the coast. The park provides a family-friendly environment with recreational facilities, playgrounds, and some limited on-site facilities. The park also has the only licensed bar in Rosneath, its proximity supports a strong relationship with visitors to the park travelling to access facilities within Rosneath. Given the scenic beauty of Camsail Bay, the walking and cycling demand between these places is understood to be strong. The park is subject to continual expansion with 40 new bays recently formed (2023) to support visitors travelling by motorhomes. In addition to generating additional pedestrian and cyclist traffic along the B833 between the Rosneath and the park, the ongoing expansion will also likely increase the traffic flow along the B833 route and encourage a greater number of larger vehicles to visit. This will likely be to the detriment of pedestrians and cyclists using the route in the absence of a Phase 2 path being provided. 3) Rosneath Marina The Rosneath Marina is subject to a ‘live’ planning application to redevelop the site to provide c.175 luxury new houses (09/01089/DET). Whilst the application has been approved by ABC in 2019, the detail relating to the proposed infrastructure and operation is yet to be determined. The development is proposed to be accessed through a number of changes to the existing road geometry. These include: • Minor widening of the carriageway along the Marina frontage to include provision for a vehicular right-turn stacking lane; • Extension of the 2.5m wide constructed phase 1 active travel path along the Marina frontage to a point around mid-way along Camsail Bay. The proposed path will however only be 2m wide with a 0.5m wide verge; • Reduction of the B833 speed limit from 60mph to 40mph limit from the midpoint along Camsail bay extended into Rosneath. This includes vehicle speed management measures consisting of signage and rumble strips. Utilities and Known Constraints To understand the utilities within the area, a search of utility apparatus within the study area was undertaken. These are summarised as follows: Water supply Scottish water GIS plan has indicated a 90mmm HPPE pipe below / verge of the B833 road along the extent of the route. Consideration should be taken for any works undertaken within the vicinity of the pipe work in line with Scottish water guidance. The apparatus plan is shown in Appendix A. Electricity Line search before you dig has indicated multiple HV mains cables in the vicinity of the project route. These are slung alongside the breakwater. Consideration Page 106
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9 | P a g e www.connectedtp.com should be taken for any works undertaken within the vicinity of the cables In line with SSE guidance. The apparatus plan is shown in Appendix A. Foul/Surface Water Scottish water GIS plan has indicated a water main is present along the B833. The apparatus plan is shown in Appendix A. Communications No apparatus found. The apparatus plan is shown in Appendix A. Gas No apparatus found. Flood Risk An extract of the SEPA flood risk for the project area is included in Appendix A. The extract confirms that the project route is at risk to tidal flooding from a 1:200-year event. Landownership and Rights of Access Landownership within study area consists of 10 private land owners whose land interests flank the B833 road corridor. All private owned land is undeveloped and consists of vegetation and a former quarry. The land is overall estimated to be of low commercial value. The road and 2m of grass verge between the high-water line and opposing tree line are owned and maintained by ABC. There are 10 landowners fronting the Study Area Page 107
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10 | P a g e www.connectedtp.com 1.8 Understanding Travel Behaviour The majority of pedestrian activity is located along the B833 within the settlements of Rosneath but it understood that the trips by the community along Camsail Bay towards the Castle Caravan Park are currently undertaken. Walking between the park and Rosneath village centre takes around 30 minutes or 2.2km. As a coastal route, travel mode decision are impacted by weather including storms and, in some places, tidal surges (Camsail Bay). The current lack of coherent walking and cycling infrastructure combined with the narrow road, perception of high vehicle speeds and the width of large vehicle are noted by the community to be barriers to travel along the route. School Travel Rosneath Primary School is located on the eastern edge of Rosneath (furthest from the project area). In support of this project a Hands-up Survey (HuS) was undertaken during November 2023 to understand how the community’s younger member’s travel. The results of the survey show the that pupil’s dependency on travel by walking (50%) and car (40%). Around 10% of the surveyed children cycle to school. The school engagement has confirmed that a number of the villages younger members do own bikes and do regularly walk or cycle along the route. The school’s remote location relative to the study area is however unlikely to be a key indicator of suppressed active travel demand. Public Transport Bus services around the peninsula are operated by Garelochhead Coaches who provide public transportation services in various regions of Scotland. They offer a schedule of bus services connecting the various villages around the peninsula. It is understood that the service is currently subsidised through HITRANS. 1.9 Baseline Data To support this project, a number of data sources were commissioned to provide a snapshot of people and traffic volumes speeds and movements during 2023. The surveys consisted of 3 Automatic Traffic Counters (ATCS) installed for a 7- day period along the route. The counters recorded all vehicle movements including speeds by direction continuously. Following consultation with the project steering group, the counters were located at the following strategic locations: • ‘Y’ junction near Castle Caravan Park; Travel Mode Morning Trip Afternoon Trip Walk 19 20 Cycle 1 1 Bus 0 0 Scooter 0 0 Car 14 14 Page 108
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11 | P a g e www.connectedtp.com • Adjacent to the yacht marina; and • In the middle of Camsail Bay. In addition to the ATC’s a number of Non-Motorised Users (NMU) surveys were also undertaken during the same period. The NMU survey was located at the busiest locations along the route corridor. ATC Results The results of the surveys indicate that the typical traffic volumes along the corridor are around 1,592 vehicles per day, roughly split at 800 vehicles per day in both the northbound and southbound travel directions. The corresponding 85% vehicle speed is 44mph and is likely to be a result of the narrow road route, built-up features of the village and the presence of people. Traffic composition at this location is 90% cars or light vans with 10% classed as medium weight and no Heavier Goods Vehicles (HGVs). The traffic volumes are again around 1740 vehicles per day, roughly split at 900 vehicles per day in both the northbound and southbound direction indicating that vehicular trips observed within the ‘Y’ junction near Castle Caravan Park continue along this route. The corresponding 85% vehicle speeds are slightly increased relative to the ‘Y’ junction near Castle Caravan Park at 41mph with southbound speeds similar to northbound. Traffic composition at this location is 88% cars or light vans with 12% classed as medium weight and no Heavier Goods Vehicles (HGVs). Traffic data sets have been supplied separately. NMU’s The NMU surveys were located near the ‘Y’ junction supporting access to Castle Caravan Park. The survey captured all pedestrian and cyclist numbers by travel direction within a 24hr day 00:00 to 00:00 over 5 weekdays and 2 weekend days. Traffic Analysis, Speed, Volume and NMU Analysis Page 109
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12 | P a g e www.connectedtp.com The results of the surveys indicated that over the 7 surveyed days the typical daily pedestrian flow was 8 people (4 per direction). Most days no cyclists were recorded although one day saw a total of 9 cyclists. Road Safety A review of the road safety records using the Crashmap website7 indicates that over the last 5 years between 2018 and 2022, there have been no recorded road safety incidents within the study area that have involved personal injury. This doesn’t mean that no accidents have occurred as it is possible that more recent incidents have not yet been published. 7 https://www.crashmap.co.uk/Search Current Travel Patterns The 2011 census data for Rosneath was examined to understand current travel behaviours and travel patterns within the peninsula. However, no data was available. Rosneath Accident History 2018 - 2022 Page 110
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13 | P a g e www.connectedtp.com It is noted that more rural locations are more likely be more dependent on private car use when compared with the Scottish average. Travel mode preference in Rosneath is anticipated to reflect this trend. Understanding Roseneath’s Demographics The Rosneath population profile is aligned with the Scottish average (2011 census data) for the age group 0–16-year-olds. There is then a significant drop in 16-29- year-olds as young people migrate away from the community, however, it levels back out with the Scottish average for 30-44 as many people return to the area in their adult years. The figures remain level for 45-59 year olds but are significantly higher for 60-74 year olds. Where do People Currently Cycle? Cyclist demand around the peninsula is understood to be ‘healthy’ with cyclists’ day tripping from Glasgow to cycle the peninsula circuit. A number of circular walk and cycle routes have been published. These routes are in the majority off-road although cycling around the B833 is noted to be popular. Cycling in Rosneath is popular, although the number of people cycling within the project route is understood to be comparably low. The route between the ‘Y’ junction near Castle Caravan Park and Rosneath is c.1.2km in length and is comfortable to walk or cycle during pleasant weather. Anecdotal evidence provided by the community indicates that the project route is popular with tourists and is used to cycle/walk whilst exploring the area. Tourists will visit the peninsula by car and tour. This results in a number of tourist vehicles also driving along the project route. To assist in understanding existing cycle and walking use on the island the Strava fitness app was examined. The app records users cycling and walking activities by location and can be a useful indicator of walking and cycling activity. An extract as appropriate for Rosneath is provided as follows with Blue colours showing locations of greater walking and cycling intensity, Rosneath Cycling Activity from Strava Project Extent Page 111
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14 | P a g e www.connectedtp.com Forecasting User Group Demand It is not possible to forecast with certainty the likely future walking, cycling and wheeling demand for the project. With reference to the views reported within the Community Feedback Report, the community consists of 1,260 people. Of these, 56% regularly visit Castle Caravan Park (more than twice a week) and 11% visit every day. Only 6% of the surveyed indicated they currently regularly travel the project route every day. with 82% indicating the provision of the route would encourage them to walk or cycle. Using these percentages, it is estimated that the project route will support around 34 journeys regularly per week or an average of 4 journeys per day. Allowing for a similar level of tourist trips during the peak seasons of the year, the project may support a weekly total usage of around 74 trips per week or 8 trips per day. This estimate is noted to be around double the current surveyed daily cyclists’ numbers recorded. 1.10 Connecting Rosneath The project aims to provide a high-quality walking and cycling facility which will improve travel link options with the ‘Y’ junction near Castle Caravan Park. The inclusion of public realm works will improve the local amenity reducing dependency on car use, creating of spaces to stop and dwell and enjoy the scenery, wildlife and views. The project has the potential to address the safety-related challenges associated with travelling along the single track B833, better supporting the movement of people to place through supporting travel mode choice. The project will align with the National Roads Development Guidance (NRDG) Hierarchy of Users, creating an inclusive and accessible space prioritising the movement of people. National Road Users Hierarchy Page 112
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15 | P a g e www.connectedtp.com 1.11 Health and Wellbeing Being more physically active can benefit everyone and can reduce the chances of developing preventable conditions such as diabetes and heart disease. Active travel as promoted by this project route will encourage individuals to be more physically active as part of their daily routine by incorporating physical activity into everyday tasks. This reduces the need to find extra time, money or motivation for exercise. The route could also offer savings to travel by saving on fuel, and vehicle running costs. Making short journeys using active travel helps to reduce the number of vehicles on the road and improves local air quality and environmental amenities. Investment in active travel can also deliver economic benefits. Active travel is affordable and delivers value for money in achieving health, transport and wider policy objectives. Studies on the economic benefits of walking and cycling interventions revealed an average return of £13 for every £1 invested and in the UK, returns as high as £19 for every £1 invested. Page 113
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17 | P a g e www.connectedtp.com 2 OPTIONS DEVELOPMENT AND APPRAISAL 2.1 Investigating the Network Following a community engagement process during November 2023, the design team worked with the steering group and community to revamp the 3 original concept routes developed by ABC. A fourth option was subsequently added to ensure that all route corridor options had been considered. The appraisal was developed in stages including the following key milestones: • A constraints plan was developed to capture all known geographic, ecological and physical considerations within the identified route corridors. Following engagement with the Registry of Scotland (ROS) a land ownership register was produced to accompany a land ownership plan. Additional research identified protected environmental areas and other ecological constraints including protected woodland. A suite of data collection surveys was commissioned, including traffic and ecological surveys and the results were consolidated and considered. • The 3 original ABC concept options were added to the constraints plan along with the fourth design team generated option. • A site visit was undertaken by the design team in October to review the most obvious technical challenges of developing a route through the project area. • Details of known committed developments relevant to the area were identified through consultation with ABC planning portal. Post investigation, these potential developments / changes were transcribed onto the constraints and options plans. A key development relevant to the design is the planning approved housing development to be located adjacent to Camsail Bay within the former yacht marina. The extent of the road changes will have a significant impact on the project active travel route as the intervention includes around 50% of the active travel route corridor into Camsail Bay. The extent of the development related change is shown as follows noting the proposed footway (blue) will extend through the Camsail Bay parking lay-by. Marina Related Roads Improvement Page 115
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18 | P a g e www.connectedtp.com • Utilising the design team experience in conjunction with the guidance provided within Cycle by Design 2021, the route corridor options were investigated. The four route options considered are summarised as follows and graphically overleaf. Option Route Description 1 Shared use path on coastal side with new sea defences. 2 Realign road to include path on coastal side. 3 Shared use path on inland side of existing road. 4 Remote path through quarry / Forrest. Page 116
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19 | P a g e www.connectedtp.com 4 Route Options were Initially Considered Page 117
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20 | P a g e www.connectedtp.com 2.2 Route Summary Descriptions Each of the route options are described in greater detail as follows. Option 1: Shared use path Coastal with new Sea Wall Defence Route Length 481m Route Description The route continues along the seaside verge. The route utilises and upgrades the existing path. It will require the retaining wall to be realigned and will extend beyond the high-water springs line. The path is proposed to be a 2.5m shared use path, a 1m buffer and a 0.25m offset from the proposed parapet. Key Challenges • The existing sea defence is a heritage item and whilst not listed is an example of Victorian construction. • Interaction with the coastal entity beyond the mean high water spring line. • Additional land take. • Culverts to be extended. • Structure required. • Import additional fill materials. • Interact and change the flooding extents. • Passes through sections of verge which may have protected plant species. • Likely also have the highest cost to construct due to impact on sea defences. • Does little to address concerns of higher vehicle speeds or narrow road width. • No natural surveillance / no community interaction. • Would require minimalist design standard due to land requirements into bay. Key Opport’ies • Opportunity to form new sea defence to address coastal flooding risk. • Coherent and consistent standard. • Can be segregated from the road. Safer for non- motorised users. • Route is flat and level. • Would not require more extensive sub-base formation to allow access by 7.5 tonne maintenance vehicles. • The route alignment would not prevent ABC from adopting the asset to support future maintenance. • Separation of tourist traffic and reduction on demand for limited road space. • Limited impact on parking. • The route alignment would not prevent ABC from adopting the asset to support future maintenance. • Avoids impact on protected woodlands. • Most coherent route option which avoids the needs for users to cross the B833. Option 2: Road Re-Alignment with Path on Coast Side Route Length 501m Route Description This route option would seek to realign the existing B833 on the inland side of the road (western) edge of the B833. Key • Users would need to cross the B833 multiple times. Page 118
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21 | P a g e www.connectedtp.com Challenges • Impact on protected woodlands. • Largest impact on land required. • Requires changes to the road drainage system (possibly provision of). • No mitigation of future flood risk. • Impact on verge protected plants. Key Opport’ies • Can be segregated from the road. Safer for non- motorised users. • Would not require more extensive sub-base formation to allow access by 7.5 tonne maintenance vehicles. • The route alignment would not prevent ABC from adopting the asset to support future maintenance. • Separation of tourist traffic and reduction on demand for limited road space. • Limited impact on parking. • Route is flat and level. • Avoids the need to alter sea defences Option 3: Landside Verge with Path on inland side Route Length 497m Route Description Similar to Option 2, the facility would be formed on the inland side of the existing B833 with no change to the road alignment. Key Challenges • Users would need to cross the B833 multiple times. • Less coherent or consistent standard. • Avoids impact on protected woodlands. • Small impact on land required. • Requires changes to the road drainage system (possibly provision of). • No mitigation of future flood risk. • Impact on verge plants. Key Opport’ies • Can be segregated from the road. Safer for non- motorised users. • Would not require more extensive sub-base formation to allow access by 7.5 tonne maintenance vehicles. • The route alignment would not prevent ABC from adopting the asset to support future maintenance. • Separation of tourist traffic and reduction on demand for limited road space. • Limited impact on parking. • Route is flat and level. • Avoids the need to alter sea defences Option 4: Remote Track Path through Quarry Route Length 572m Route Description This route represents an alternative option to direct users away from the B833. The route would pass through the quarry site and woodland before rejoining the B833 near the Y junction. Key Challenges • Users would need to cross the B833 multiple times. • Coherent and consistent standard. Page 119
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22 | P a g e www.connectedtp.com • Impact on protected woodlands. Noting the presence of two listed trees of significance. • Largest impact on future value of land due to severance of land parcels. • No mitigation of future flood risk. • Impact on verge plants. • Would require more extensive sub-base formation to allow access by 7.5 tonne maintenance vehicles. • The route alignment would prevent ABC from adopting the asset to support future maintenance. • Would need a community maintenance model to be established. • More limited natural surveillance so perception of safety impacts on some users. • Some challenging gradients. • Least direct. • Users will misses out on sea / bay views. Key Opport’ies • Can be segregated from the road. Safer for non- motorised users. • Separation of tourist traffic. • No impact on parking. • Avoids the need to alter sea defences. 2.3 Considering an Appropriate Route Design Standard The route design standard was subjected to a review using Transport Scotland’s Cycling by Design 2021 guidance. Noting the results of the vehicle traffic / speeds, number of potential NMU that the route standard must be for a shared use facility. A minimum width of 3m segregated from the B833 via a 1m wide verge has been identified by the design team to reflect a minimum standard of appropriate provision. Consideration of a 2m wide unsegregated route was considered and discounted on the ground of road user safety risk. The substandard option could be accommodated whilst avoiding need for major support works. The route must also consider appropriate coastal protection requiring a minimum of 0.5m segregation from the coast edge and or provision of a protective barrier to a height of 1m where the route is formed adjacent to the coastal edge. A key influence on the route standard is vehicle speed. The proposed Marina Development will have a direct impact on the B833 speed limit through introduction of a 40mph speed limit, mid-way along the project route. Whilst the change to speed limit is subject to a separate public / statutory process and is therefore not guaranteed. It is generally accepted that for the road design to be given design approval (RCC) the speed limit reduction would be pre-concluded requirement. It is therefore appropriate to assume that the Marina access design will introduce a 40mph speed limit at a mid-point along Camsail Bay. Page 120
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23 | P a g e www.connectedtp.com 2.4 Considering Technical Design Constraints To assist in understanding the extend of land required to accommodate the 4 options considered. The proposed minimum design standard of a route formed on both the inland and seaward side of the B833 was sketched alongside the existing road at a point where the existing route corridor is most constrained. An allowance has been made for the extent of public adopted road (assumes 2m or up to the nearest boundary). A review of the cross sections indicates that if the route was formed on the seaward side, the maximum width of additional land required would be 2m. Should the route be formed on the inland side, the land required would increase to 4m. This is land in addition to the extent of public adopted verge. Obviously, the cross sections do not consider the off-road route option 4 which would be formed independently of the road. The cross sections were plotted onto a OS tile plan of the route corridor and the plan examined to determine the extent of the route to which each cross section would apply. The plan was overmarked to shade the extents of the route where land would be requried to accomidate each respective options. Using the plan the following land requirements have been calcualted: • Coastal: 192sqm • Inland: 1,168sqm Route Cross Sections Comparison Page 121
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24 | P a g e www.connectedtp.com Extent of Land Required Page 122
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25 | P a g e www.connectedtp.com Preliminary Flood Risk Assessment The site has been reviewed for potential sources of flooding in accordance with The Argyll & Bute Council Supplementary Guidance on Flood Risk. These are outlined below along with a qualitive assessment of the risk they post to the route. • Fluvial Flooding: The SEPA Indicative Flood Map shows that the location of the site is not within the area of fluvial flood risk. • Pluvial flooding: The SEPA Indicative Flood Map shows that the location of the site is within the area of high pluvial flood risk. • Costal Flooding: The SEPA Indicative Flood Map shows that the location of the site is within the area of high coastal flood risk. To summarise, the site is considered at risk of flooding and further investigation is deemed necessary into the flood risk of any proposed routes. Landownership Meetings Initial meetings were attempted both Face to Face and by MS Teams with the key landowners that would with certainty be impacted by the 4 route corridor options. Each landowner was contacted first by phone, then by email and finally by letter with the extract from the Registry of Scotland (ROS) included. Where landowners responded, the conversations were conducted at a ‘high level’ and aimed primarily to understand landowner support for each of the 4 options. A summary of the key points to each meeting is noted as follows: • Plot 1 & 2. No Impact • Plot 3, Marina Owner / Developer. The developer / owner of the site is in principle supportive of the concept design and will reserve a 1.5m wide land strip within their site to the rear of their frontage footway. • Plot 4, 5 and 6, No Response • Plot 7, ABC above the High Water Line and Marine Licence below. • Plot 8, No Impact • Plot 9, ABC above the High Water Line and Marine Licence below. • Plot 10, No Impact Community Feedback Reference is drawn to the results of the extensive community and stakeholder feedback reported within the Community Feedback Report. A summary of the community’s feedback as route concerns and aspirations are summarised as follows. Concerns relating to the use of the existing road route • A perception of high road traffic speeds along Camsail Bay. • Walking or cycling along the bay is unsafe as no continuous footway is provided. • A lack of street lighting discourages use of the path in the evening or winter. Page 123
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26 | P a g e www.connectedtp.com • Perception that buses (and larger vehicles) are too wide to fit within the narrow road space. • Visibility of cyclist and pedestrians along the route is poor. • Utility and services such as a new water main are located within the road. These will influence the options. • Development of Rosneath Caravan Park will increase the number of and type of larger vehicles such as caravans and campervans accessing the area. • General lack of route connection to Kilcreggan and the Rosneath to Kilcreggan circular walking and cycling trail. Aspirations for the future design • Preferred route widening on coastal side. • Reduce the severity of the road bend. • Reduce the roads speed limit. • Include lighting. Stakeholder Feedback Reference is drawn to the results of the extensive community and stakeholder feedback reported within the Community Feedback Report. A summary of the stakeholder feedback received is summarised as follows. Page 124
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27 | P a g e www.connectedtp.com ABC Roads • Off-road options will not likely be adopted by the council. • Off-road route options will require more substantive construction and therefore introduce greater capital expenditure. • Any coastal works will require the formation of a new coastal sea defence constructed to an appropriate height. The space behind the sea defence being backfilled. • Preference to maintain capital investment from developer of plot 3 and support their path construction with our design seeking to modify accordingly. ABC Marine Operations Contacted as part of Pre-application process ABC Fleet Public Transport No Issue ABC Outdoor Access No Issue ABC Planning Noting the routes proximity to the coast, any intervention impacting above the High-Water line would be the responsibility of ABC planning to determine. Consultees to the process would include ABC Roads, Marine Operations, the DIO and SEPA. Any interventions impacting below the High-Water Line would trigger a separate statutory process requiring application for a Marine License. As an ABC project, it is understood that no pre-application fee would be required. ABC Youth Services No Issue ABC Community Development Team No Issue ABC Economic Development No Issue SEPA Contacted as part of Pre-application process Scottish Water No Issue SSE No Issue DIO (Faslane) Not contacted. Recommended via a pre application process Page 125
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28 | P a g e www.connectedtp.com 2.5 Route Appraisal Against Cycling by Desing (CbD) 2021 The route corridors were subjected to a review using the Sustrans route assessment criteria in combination with Cycling by Design 2021. The routes were scored ranging between 1 – 3 with 1 reflecting a ‘high level’ of service and 3 a ‘low level’ of service. The assessment was undertaken by the design team as a workshop discussion to allow each route option and assessment criterion to be discussed and scored. The criteria considered in the assessment included: • Indicative Cost; • Deliverability; • Accessibility; • Local Need; • Coherence; • Directness; • Comfort; • Attractiveness; and • Adaptability. The resulting assessment identified that a number of the routes, unsurprisingly would need further investigation to determine an appropriate standard of design provision. This assessment would require to be undertaken in conjunction with a detailed review of how each section of the route is currently utilised by the community. No consideration of the relative weighting of the evaluation criteria has been undertaken. Page 126
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29 | P a g e www.connectedtp.com Route / Option Length (m) Proposed Intervention Structures Required 1 High level of Service 2 Medium level of Service 3 Low level of Service Costs Deliverability Accessibility Local Need Safety Cohesiveness Directness Com fort Attractiveness Adaptability Total Option 1 481 Coastal Widening Sea Defences + Culvert Extended 3 3 1 1 2 1 1 1 1 1 15 Option 2 501 Road Realignment and widening Culvert Extended 3 3 1 1 2 1 1 2 2 1 17 Option 3 497 Inland route provision on existing road Culvert Extended 1 2 3 1 2 1 2 2 2 1 17 Option 4 572 Remote path through Quarry None required 2 3 3 1 3 2 3 2 3 1 23 Page 127
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30 | P a g e www.connectedtp.com With reference to the above table, option 1 (coastal widening) is marginally better aligned with the CbD criterion with options 2 and, inland road realignments a close second. 2.6 Initial Route Appraisal Considering Landownership Each of the options has been appraised against the corresponding landownership requirements and considering the initial land ownership feedback received. The results of the appraisal are summarised in the following table. With reference to the above table, any of the inland route options (options 2,3 and 4) will require the support of plots 4, 5 and 6. Only option 1 requires the approvals of plot 7 and 9, both of which would be subject to pre-planning application inquiry. 2.7 Route Appraisal Against Stage 1 Community Feeback Each of the options has been appraised against the feedback received from the community. The same scoring system was used ranging between 1 – 3 with 1 reflecting alignment with community expectations and 3 indicating a potential design conflict The results of the comparison are shown in the following table. All criterion has again been given an equal weighting. Route Option Plot 3 (Marina) Plot 4,5 and 6 (inland side) Plot 7 (seaward) Plot 9 (seaward) 1 Supportive No Response Unknown Unknown 2 Supportive No Response Unknown Unknown 3 Supportive No Response Unknown Unknown 4 Supportive No Response Unknown Unknown Route Option Appraisal Against Stage 1 Community Feedback Coastal widening of the route is the most preferred option. A route managing the speeds on the road Options to reduce the severity of the road bend preferred. Off-road route through the quarry is popular Minimise road crossings required Promote scenery Physical separation of the route from the road is preferred Improve Visibility of Users Lighting is preferred. A road-based route is preferred Total 1 1 2 3 3 1 1 1 1 2 1 16 2 3 1 1 3 1 2 1 2 2 1 16 3 3 2 3 3 3 2 1 2 2 1 22 4 3 3 3 1 3 3 1 3 3 3 26 Page 128
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31 | P a g e www.connectedtp.com With reference to the above table, options 1 and 2 (coastal and road realignment) are best aligned with the aspirations of the community. 2.8 Considering Those with Protected Characteristics An appraisal of the project has been undertaken using ABC Social and Equality Impact Appraisal template (SEQiA). The results of the assessment are included in Appendix B. Taking cognisance of the appraisals summarised previously it is noted that all options would be provided to achieve a Cycle by Design ‘High standard’ of provision. Once a preferred route alignment has been determined the design should consider best practice to maximise the routes accessibility for all user groups and abilities. 2.9 Route Appraisal Summary Evaluating the four route options, it is clear that there are two main themes: path on either the ‘seaward’ or the ‘in-land’ side. Further exploring these options, it is clear that both options will require either land take or statutory approval to go beyond the council-adopted extent. The ‘seaward’ option highlights that the path will extend into the coastal boundary, beyond the spring high water line, by at least 2m which excludes the space required for a sea defence wall which could either be a retaining wall or a rock armour solution. The sea defence wall will have to be structurally designed and the existing wall will have to be demolished. The total length of new wall required is 192m. This route will require statutory approvals from SEPA and the Maritime Agency. The route has the potential to impact the flooding extent as it is in the area of coastal flooding and therefore additional flood risk assessment is recommended. The ‘in-land’ options will extend beyond the council adopted area by at least 4m which means that additional land take is required. Landowners will have to agree to land take which is one of the main risks for this route. This route will also require two road crossings which will require a transport assessment and decrease the directness of the route. The existing boundary wall will have to be demolished and rebuilt. Taking cognisance of the appraisals it is noted that both options 1 and 2, which would be most likely to achieve a Cycle by Design ‘High Level of design provision’ are the most supported options. Both align well with the feedback from the community and the initial feedback from the stakeholders consulted through the process. However, both options are dependent upon separate and unrelated approvals relating to planning and landowner agreements. Until these requirements are understood, it is not possible to identify a preferred route option. At this stage, it is recommended that the coastal route (option 1) is subject to a pre-planning application to determine the likely planning deliverability. For option 2 (and all other options, further investigation to identify the landowners involved should also be progressed. Page 129
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32 | P a g e www.connectedtp.com DEVELOPING THE CONCEPTS Page 130
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33 | P a g e www.connectedtp.com 3 DEVELOPING THE CONCEPTS 3.1 Developing the Options Following approval to progress by ABC, Option 1 (sea defence and coastal widening) and Option 2 (inland widening and road realignment) route options were further developed by the design team with greater focus being applied to the standard and appropriateness of intervention. A key ambition of the developed design process is to identify a preferred single alignment option for consideration at the next design stage. Both options are considered to be in principle deliverable but both are note to be reliant upon differing constraints with option 1 dependent upon third party land and option 2 on the ability to navigate statutory process. It was agreed within the design team that both options should be developed further and reevaluated as part of the stage 2 project programme. Option 1 – New Sea defence with Path Formed on Coastal Side. This option was subject to a more detailed desktop structural investigation and noted that 192m of the route would need to be widened into the coast by 2m. The package includes: • A replacement stone faced concrete or dyke stone sea defence around 200m long and 3m high which will partially connect with the existing verge and gabions. The protection barrier to pedestrian cyclists will be formed as an extension of the wall. The wall would be formed on a concrete ring beam and backfilled with inert material to form a new carriageway level. The wall will include weep vents at carriageway level to allow any water from coastal flooding to return to the sea. The wall will include sufficient height above carriageway to provide pedestrian and cyclist protection. • Inert backfill material likely to be well compacted granular fill (type 2 or type 1 x or type 3). Road surface provided as a bound bitumen surface and tar stitched to existing wearing course. • Introduction of a formalised road drainage system for all areas where the road is being augmented. This should include improvements to the western extent where surface water ponding in known to freeze in the winter and result in cars skidding. • Improvement to existing public transport infrastructure including the upgrading and provision of new shelters on both eastbound and westbound sides of the road. The shelters will be formed on hard standing and connected via dropped kerb crossing. The eastbound stop will be located away from its current location adjacent to a field access to reduce conflict and improve crossing visibility. • Integration with the proposed Marina infrastructure. This will include widening of the newly formed path from the tie in point with the existing path west through the new marina access and along the coastal side of the route. From the end of the marina works the path will be continued Page 131
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34 | P a g e www.connectedtp.com toward the ‘Y’ junction utilising the space provided through the provision of the new sea defence. • The Marina development will also promote a 40mph speed limit extending between Rosneath to a point just beyond the Marina access. The promotion of the speed limit change will remain the responsibility of the Marina development. • No street lighting is proposed. Option 2 – Inland Road Realignment with Path formed on Coastal Side • This option includes the majority of option 1 with the main difference relating to the formation of the new path. This option will utilise the existing verge located within the inland side of the road and realign the road inland to provide sufficient space to accommodate a new path on the coastal side. • The route will require the purchase of some third-party land on the inland side of the route. The existing sea defence will be heightened to provide pedestrian and cyclist protection through the addition of a parapet fence although an option to heighten the sea defence through a dyke wall construction could be considered subject to the necessary checks of the existing walls structural stability. Constructing and Maintaining the Concepts A key challenge of remote rural scheme design is ensuring the robustness and low maintenance obligations. To support this, aim a series of workshops were held with Argyll and Bute Network Management Representative. In advance of each workshop a concept option plan was shared. The key points of each workshop are summarised as follows. Argyll and Bute Network Management (Workshop 2) • ABC would adopt and maintain either of option 1 and 2 as both can be accessed from the existing carriageway. • The design is dependent upon the successful conclusion of a Traffic Road Regulation Order (TTRO) which will be promoted by ABC in support of a speed limit change from 60mph to 40mph in support of the Marina Development access. • Road drainage should be formalised as part of the design. • As the surface area of the carriageway is increasing, the untreated surface wate run off discharging into the sea will likely increase. Options to mitigate should be considered at the next design stage. • The design and form of the sea defence will be subject to further consideration. • The coastal route would need a cofferdam construction method to manage the impact of tide. The construction costs are therefore likely to be between 7 to 10 times greater than option, inland road widening. Based on the feedback received, the concept design plans were revised to address the above noted points. Page 132
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35 | P a g e www.connectedtp.com 3.2 Maintaining Parking and Access to Public Transport Neither design option is forecast to have an impact on local parking. Both designs include enhanced provision and access to the bus stops located within the scheme. The proposed scheme includes the provision of bus shelters, seating, pole and flag with an area of hardstanding provides on the eastbound side. The design also include provision of dropped kerbs to better support the crossing options for those with mobility challenges. Both designs will result in the loss of the visitor parking bay located near the midpoint of the route. 3.3 Route Safety Audit and Designers Response The emerging concept design were submitted to Drummond Black Ltd who undertook a Stage 1 Road Safety Audit during February 2024. The results of the audit are summarised as follows along with the designer’s response. All points have been fully actioned. Details of the audit are reported separately in Appendix C. 3.4 Landowner Agreement Further attempts by letter have been made to contact the primary landowner associated with Option 2 – inland widening. No response has been received. It is therefore recommended that should this option be progressed further that ABC consider the use of Compulsory Purchase powers (CPO). There is no private land purchase associated with Option 1 – New Sea defence. It is noted that the adjacent Marina developer has agreed to support either concept design with both designs reliant upon delivery of the road scheme currently awaiting Roads Construction Consent (RCC). An agreement indicates their design will make reservation of a 2m strip of land within their ownership to the rear of their proposed new path. This agreement should be formalised as soon as possible. 3.5 Results of Pre-Application Development Screening Further to conclusion of the pre-development application screening process with ABC (Incident: 240103-000174). The results do not indicate any notable challenges to the development of Option 1 – sea defence and coastal widening in relation to statutory process. A fully summary of the Pre-App feedback is included in Appendix F. 3.6 Developing the Route Cross Sections Narro Associates have developed a number of route cross sections for each of the options. These are shown as follows. Page 133
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36 | P a g e www.connectedtp.com 3.7 Considering Construction Phasing Due to the overall route length and complexity the identified route options will be constructed as a single delivery project. 3.8 Weighted Route Appraisal Against Cycling by Desing (CbD) 2021 Both options were again subjected to a review using the Sustrans route assessment criteria in combination with Cycling by Design 2021 (CBD) using the same assessment criterion. Recognising that not all evaluation criterion will have the same level of significance, both options were subjected to a further assessment against CBD, this time including the use of criterion weighting. The key changes resulting from the design team workshop include: • Additional criterion added to the matrix separate land purchase challenges from deliverability noting that many scheme can be excellent concepts but do not progress to construction due to land purchase challenges. • Clarification that ‘Safety’ is subjective viewpoint of end user and not an evaluation against a design standard as all options must be safe in relation to design standards to be suitable for consideration. • Resilience and Environmental criterion were added to capture the environmental sensitivity of both options noting that one options will have a greater environmental impact than the other. Page 134
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37 | P a g e www.connectedtp.com • Noting that both options provide broadly similar scores across most of the criterion, the main differentiation is in each options capital cost and deliverability. The criterion weighting used was adjusted to keep the comparative weighting between performance related criterion whilst an adjustment was made to place greater emphasis on deliverability and capital cost of both options. • The options descriptions were corrected to avoid risk of misleading reviewer noting that confusion could result with the options being similar. Each criterion was given a weighted index ranging from 1 to 10 with 1 reflecting lower priority and 10 a maximum. The weighting of each value was debated by the design team during a progress meeting workshop and the relative comparison of criterion weighting was debated and finally agreed. The results including criterion weighting are shown in the following table. Page 135
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32 | P a g e www.connectedtp.com Route / Option Length (m) Proposed Intervention Structures Required (Y/N) 1 High level of Service 2 Medium level of Service 3 Low level of Service Capital Costs Deliverability Construction Deliverability Land and Stakeholders Maintainability Route Directness End User Safety Perception Route Cohesiveness Vehicular Impact Route Comfort Route Attractiveness Resiliance and Environment Adaptability Total W eighted Total Option 1 – Sea defence and Coastal Widening 481 Coastal widening Sea Defences + Culvert Extended 3 3 2 3 3 3 3 3 3 3 2 2 33 136 Option 2 – Inland Widening and Road Realignment 501 Inland realignment and widening Culvert Extended 1 1 2 1 3 3 3 3 3 3 3 3 29 95 Page 136
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33 | P a g e www.connectedtp.com 3.9 Route Appraisal Against Stage 2 Community Feeback Both options have been appraised against the feedback received from the community as part of the stage 2 assessment. The same scoring system was used ranging between 1 – 3 with 1 reflecting alignment with community expectations and 3 indicating a potential design conflict The results of the comparison are shown in the following table. With reference to the above table, option 2 – Inland Widening and Road Realignment is best aligned with the aspirations of the community. 3.10 Considering Those with Protected Characteristics An appraisal of the project has again been undertaken using ABC Social and Equality Impact Appraisal template (SEQiA). The results of the assessment are included in Appendix C. Route Option Appraisal Against Stage 2 Community Feedback Inland realignment of the route is the most preferred option. Improved Speed Limits Improvement to Bend at Junction Reduce Flooding More Street Signs Safe W alking Route Improved Street Lighting Cycle Lanes Total 1 3 1 2 3 1 1 1 1 13 2 1 1 1 3 1 1 1 1 10 Page 137
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34 | P a g e www.connectedtp.com Taking cognisance of the appraisals summarised previously it is noted that all options would be provided to achieve a Cycle by Design ‘High standard’ of provision. Once a preferred route alignment has been determined the design should consider best practice to maximise the routes accessibility for all user groups and abilities. 3.11 Forecast Construction Costs Estimates An initial assessment of the capital cost of constructing each of option 2 is set out in the following table. Due to a lack of landowner response, the land costs associated with option 2 - inland widening have been initially sought via a District Valuer (DV) assessment. However, the land in question is noted to be undeveloped verge and of low value. As an alternative, the design team have determined a land value capped at £25,000 exc VAT. Additional costs are also included within the following estimates to support a Compulsory Purchase Order (CPO) by Argyll and Bute Council. A summary of budgeted scheme costs is set out in the following table. Page 138
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35 | P a g e www.connectedtp.com 3.12 Recommendations and Next Steps Following consideration of the material provided within this assessment, it is recommended that option 2 – widening inland with a new shared use walking cycle path formed on the coastal side is promoted. It is noted that both options will provide a similar level of end users service with the primary difference between options relating to the construction cost and deliverability of the options. Option 2 should be progressed to detailed design with a primary focus on investigating the necessary land purchase agreement of Compulsory Purchase process. It is recommended that all necessary land requirements are progressed via a legal agreement ASAP. Page 139
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36 | P a g e www.connectedtp.com DESIGN PROCESS QUALITY AND INNOVATION Page 140
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37 | P a g e www.connectedtp.com 4 DESIGN PROCESS QUALITY AND INNOVATION 4.1 Outline Design Process The project will be developed to align with the Placed for Everyone (PfE) design development programme. 4.2 Design Guidance and Quality A wide range of design guidance and standards have been used to develop the project proposals. The core documents include: • Designing Streets; • Cycling by Design (2021); • The National Roads Development Guide (NRDG); and • Inclusive Mobility (2021). The detailed design process will use these standards and include: • Design Manual for Roads and Bridges (DMRB); • Traffic Signs and Regulations and General Directions (TSRDG); • Local Transport Notes (LTN); and • Traffic Advisory Leaflets (TAL). These references represent the core design guidance however other documents such as Sustrans Design Guidance Documents and other examples of best practice have also been considered. Page 141
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38 | P a g e www.connectedtp.com 4.3 Considering Wider Area Improvements The concept design process will include a number of key considerations in support of the emerging network. These include: • Improvement to accessibility, walking and cycling links between people and place; • Developing a signage and wayfinding strategy; • Promoting cycle-friendly intervention; • Introducing a Travel behaviour change programme; and • Providing cycle parking and storage measures. 4.4 Considering Streetscape and Landscape Improvements The Rosneath route on its own will not create an environment which will support the movement of people, create place and encourage community ownership. Rosneath is a remote peninsular community which relies heavily on the use of motorised travel to support the movement of the community. To support lasting change to travel behaviours the design process must include placemaking potential giving priority to maximising the communities’ assets and access to public transport as well as the opportunity to walk and cycle. 4.5 Planting, Drainage and Local Environment Within the proximity of any areas where there would be works such as seating, way finders, and shared surfaces, planting of native species will enhance the environmental improvements. Not only will planting create an attractive setting but it will also be encouraging and increasing biodiversity. Salt-tolerant species can be used for foraging and can be educational. The changing seasons are marked with the advent of spring with blossom flowers followed by autumn leaf colour changes. For example, groupings of trees of the same species at either end of the village would act as a visual landmark, or scented shrubs around seating areas would improve the visitor experience. The sea view from the village and beach must be retained, but the clever positioning of planting can be used to frame and enhance the visitor’s experience. Page 142
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39 | P a g e www.connectedtp.com 4.6 Developing Streetscape Sensitively designed rural street furniture and public art, can be incorporated as part of the concept design process and is aimed at enriching the experience of everyday journeys and visits to the area. Whilst keeping in mind the Coastal environment; seating, opportunities for incidental play, way-finders would be appropriate. As a rural area with limited street lighting, the lighting design must be done very sensitively. Lighting can become a design feature in its own right, by marking at ground level or by enhancing seating areas by incorporating lighting into the structures. Paving materials will avoid any garish colours and patterns which would be more associated with an urban area and kerbs are to be avoided; again, as they are not in keeping with the style of the road. The linear nature of the site naturally establishes a physical connection through the site which can be punctuated with environmental improvements such as seating areas and viewpoints. Examples of Bike Stands Combined with Seating Examples of Bike Stands Page 143
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40 | P a g e www.connectedtp.com Examples of Rural Signage Examples of Micro Asphalt Bound Path Examples of Resin Bound Path Page 144
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41 | P a g e www.connectedtp.com Examples of Rural Seating Solutions Page 145
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42 | P a g e www.connectedtp.com Bins and Adding Colour Page 146
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43 | P a g e www.connectedtp.com Examples of Rural Route Lighting Solutions Page 147
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44 | P a g e www.connectedtp.com Designing for Equality and Accessibility The proposed Active Travel network must support access by all user’ groups that includes accessibility by all ages and abilities. As the route corridor design progresses, consideration must be given to ensuring that the network remains safe and inviting to everyone. This includes how those more vulnerable in our society will be supported by the design. The design is supported by a Social and Equalities Impact Assessment (SEQiA) which is included in Appendix B. 4.7 Flood Prevention With a changing climate, the importance of designing with flood risk in mind is paramount. The SEPA flood risk maps indicate that much of the road route will be at high risk of coastal flooding in the near future. A summary of the flood risk map is presented in Appendix A alongside the ABC Flood Teams pre consultation response. The response does not highlight any design considerations other than the future design should consider. “The small, unnamed watercourse flows underneath Rosneath Road marginally below the foot of the site. No information has been supplied regarding culvert modification within the site, however, if any modifications are to be made, the capacity of the existing must remain the same, or ideally be resized to facilitate the equivalent of a 0.5% AP plus climate change (200 year plus climate change) flood event.” 4.8 Traffic Modelling No traffic modelling is considered necessary at this stage of the concept development. 4.9 Preliminary Ecological Appraisal (PEA) A Preliminary Ecological Appraisal has been undertaken for the existing route corridor. The PEA is included in Appendix D. Page 148
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45 | P a g e www.connectedtp.com PROJECT DELIVERABILITY AND DESIGN COLLABORATION Page 149
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46 | P a g e www.connectedtp.com 5 PROJECT DELIVERABILITY AND DESIGN COLLABORATION 5.1 Landownership The project route is predominately located within council-owned or adopted lands. There are however sections of the route where third-party land ownership may be required. In these instances, attempts to contact the landowner have been made and initial feedback has been sought. Frontage landowners will need to be consulted at the next stage of the design development or pursual of a Compulsory Purchase Orders (CPO). 5.2 Designer Risk Register Similar to the Project Risk Register, the Designer Risk Register provides a summary of the risks and risk management associated with the technical delivery of the design. The Designer Risk Register is provided in Appendix E. 5.3 Project Budget Forecast It is recommended that the following project cost allowances are considered to support development of the design to the next stages. • Detailed Design - £40,000 • Technical Design - £40,000 Page 150
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47 | P a g e www.connectedtp.com APPENDICES Page 151
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43 | P a g e www.connectedtp.com APPENDIX A – NETWORK AND UTILITIES Page 152
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45 | P a g e www.connectedtp.com APPENDIX B – SOCIAL AND EQUALITY IMPACT ASSESSMENT (SEQIA) See separate Excel File Page 154
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46 | P a g e www.connectedtp.com APPENDIX C – STAGE 1 ROAD SAFETY AUDIT AND DESIGNERS’ RESPONSE See separate File Page 155
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47 | P a g e www.connectedtp.com APPENDIX D – PRELIMINARY ECOLOGICAL APPRAISAL (PEA) See separate File Page 156
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48 | P a g e www.connectedtp.com APPENDIX E – DESIGNERS RISK REGISTER See separate File Page 157
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49 | P a g e www.connectedtp.com APPENDIX F – PRE-APPLICATION PLANNING RESPONSE Page 158
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Rosneath, Phase 2 Marina to ‘Y’ Junction at Castle Caravan Park Stage 1&2 Combined, Community Engagement Report DATE: February 2024 REF: 501047 VERSION: Draft v1 Page 159
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MARK RINKUS Managing Director Mark.rinkus@connectedtp.com Click the icons to view our website and LinkedIn +44 7515834101 Contents 1 APPROACH TO TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT1 2 STAGE 1 - SURVEY QUESTIONNAIRE RESULTS ................................................ 15 3 STAGE 1 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS ............................... 26 4 2019 PLACE STANDARD TOOL RESULTS .......................................................... 30 5 STAGE 1 - STAKEHOLDER FEEDBACK ............................................................... 32 6 STAGE 1 - BARRIERS AND OPPORTUNITIES TO ACTIVE TRAVEL .................... 38 7 STAGE 2 – DEVELOPING THE CONCEPTS ......................................................... 42 8 STAGE 2 - SURVEY QUESTIONNAIRE RESULTS ................................................ 45 9 STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS ............................... 54 10 OUR LESSONS LEARNT ..................................................................................... 44 APPENDIX A – ROSNEATH PRIMARY SCHOOL - HANDS UP SURVEY 2023 .............. 45 APPENDIX B – CONSULTATION EVENT REGISTER OF ATTENDANCE ........................ 46 APPENDIX C – CONSULTATION STAKEHOLDERS WORKSHOP NOTES ...................... 48 APPENDIX D – STATUTORY STAKEHOLDERS WORKSHOP NOTES ............................ 49 Page 160
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MARK RINKUS Managing Director Mark.rinkus@connectedtp.com Click the icons to view our website and LinkedIn +44 7515834101 Page 161
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2 | P a g e www.connectedtp.com ` STAGE 1 - TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT Page 162
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1 | P a g e www.connectedtp.com 1 APPROACH TO TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT 1.1 Relevant Previous Engagement and Consultation The project consultation builds on the community dialogue undertaken by Argyll and Bute Council (ABC) during 2018 in support if the early exploration of Phase 2 route alignment options to extend the completed phase 1 Active Travel route around Camsail Bay to the ‘Y’ junction at the Castle Caravan Park. The report makes reference to other relevant assessments including the ABC 2019 Place Standard Assessment. 1.2 Stakeholder Mapping A stakeholder mapping matrix was developed in conjunction with the design team's relevant experience best practice stakeholder mapping. The stakeholder mapping provides a contact database for those to be involved within the study setting out each stakeholders forecast level of influence in the design process. The mapping process was led by the council using their knowledge of the community and appropriate experience. The stakeholders were categorised into engagement tiers reflecting their engagement hierarchy using the mapping matrix (shown opposite). The process was collaborative with members of the study steering group helping to define the map which evolved through the project lifecycle. 1.3 Engagement Planning A Consultation and Engagement Plan was developed setting out the studies Stage 1 engagement programme. The plan was used to identify all proposed activities, the activity order, potential audience and engagement method. The plan would provide a reference point during the study progress meetings to ensure that all parties were aware of forthcoming actions and had a chance to contribute or influence the approach. This provided the opportunity to incorporate local Tiered Stakeholder Mapping Developed Mapping Matrix Page 163
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2 | P a g e www.connectedtp.com knowledge and procedural best practices. The plan identified a range of activities, which, if realised, would support comprehensive engagement. A summary of the key project engagement activities considered in support of stage 1 is summarised as follows: • Study Branding Identity. • Project Press Release. • Study Facebook Page. • Regular Community Visits. • Study Website Space. • Engagement with Local Groups. • Press and Media Support. • Community Feedback Tool (CFT). • Schools Engagement. • Public Community Engagement Event. • Community Group Meetings. • Stakeholder Meetings (virtual and face to face). A summary of each action plan is provided in the remainder of this chapter. 1.4 Study Branding / Study Identity Whilst active travel studies do benefit from the development of a bespoke study branded title and logo, it was agreed with the project steering group, at the project outset that no branding should be applied to this project. The primary reason being that the study is considered to be strategically less significant. 1.5 Project Press Release From our experience of other active travel projects, whilst the project is managed by Argyll and Bute Council (ABC) Strategic Transportation Delivery Team, other council divisions may not be aware of the project. This can generate confusion and on occasion, conflicts between projects where more than one project is being developed, each with differing aims. To assist in ‘setting the right project message’ and reducing confusion risk, the study team strongly recommended authoring and issuing a Project Press Release (PPR) and engaging the council’s Marketing and Communications (M&C) team for support. The PPR is typically authored by the lead council sponsor in conjunction with the M&C team. The resulting PPR would then be circulated internally to all council departments and issued externally to local press and media outlets. ABC manage a portfolio of active travel projects, where all projects are advertised and communicated within and across the council. The programme supports the sharing of project information. Through discussion, it was agreed that no PPR would be necessary for this project. 1.6 Facebook Study Page As part of the study lifecycle, provision of a bespoke study Facebook Page was discussed but again was not provided as the project is too small to benefit from a dedicated page. As an alternative the existing Rosneath and Cylinder Community Page 164
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3 | P a g e www.connectedtp.com Councils and Rosneath Community Facebook pages were utilised. Our design team posted updates that encourage anyone with an interest in the study to engage with the study team at any point. The Facebook Page was effective with the community engaging to ask questions throughout the duration of the study. The page was used as a direct channel of communication between the design team and the community. Our study team managed the page daily to maintain responsiveness. The page was used to inform the community of upcoming project events, advertise the teams’ visits to the community and publish our visit itinerary. The page was also used to share post visit photos and video. These were produced to provide a post event snap-shot of the design team's community interaction and would assist those unable to attend in person to appreciate what the design team had been doing. 1.7 Regular Community Visits A key ambition of the project delivery was to ensure the community remained central to the project delivery and would feel strong collaboration through ‘face to face’ meetings. To achieve this aim, our engagement strategy centred around the design team being physically present within the community where appropriate. Using the community Facebook Pages, we advertised our intended visits which included a day within the community where the design team invited and met with local groups, school and community councils. We advertised an itinerary of our visits providing an opportunity for the community to ‘drop-in’ to our evening public event. To support the conversations, we used our digital ‘platform’ of materials. These included our pre-prepared constraints mapping used to record ideas and note comments, barriers and aspirations. The plan was then digitised, comments added to our Community Feedback Tool (CFT) and used as the foundation of the constraints mapping process and route option development. The ability to demonstrate to the community how their comments had been considered is key to developing trust and engagement between the design team and the community. The Community Facebook Page was Well Used to Support the Project Page 165
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4 | P a g e www.connectedtp.com 1.8 Study Website To support the lifecycle of the project, a study webpage was developed and hosted within the Connected Transport Planning Ltd (CTP) website. The use of our study website removes the constraints of traditional website hosting costs and the costs associated with the use of expensive service providers such as Commonplace. The website utilised our project template which was personalised to reflect the project community using images of the village’s recognisable buildings to assist in making the space familiar to the community. The website provided the ‘spine’ of the project, designed to be accessible at any point and not just a ‘bolt on’ point of reference. The site provided access to all public exhibition and reference material, videos, a range of feedback tools and general project information. The site also incorporated a range of functions including a news feed, a Facebook link and an interactive constraints and option map from where a series of micro-animations visualisations could also be accessed. These animations were developed from local photos taken at key points along the study route and designed to present a vision to the audience that would assist their understanding of the project’s possible outcomes. The website enabled those unable to speak with us in-person to view and comment on any of the materials at any point that suited them. Noting the remoteness of the community, the use of the website was a perfect tool to support wide-reaching engagement on Rosneath. Constraint Mapping and Face – Face Meetings were Constructive Page 166
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5 | P a g e www.connectedtp.com The website was open to access by the public for a period of 2 weeks following the stage 1 public event. 1.9 Bespoke Survey Questionnaire A survey questionnaire was developed for the project to provide a platform for the community to share with us their concerns and barriers to active travel. The survey was designed using our experience of supporting similar projects, where we noted that to maximise community feedback, the survey should be less than 15 questions to minimise survey fatigue and maximise the chance of receiving complete responses. Using the questions from previous studies as a reference, a bespoke stage 1 survey questionnaire was developed that would capture core community demographics relating to age and health and sought to learn how the community used the existing travel route and their aspirations for a future design. The survey formed a core component of the engagement process and was the primary informant of quantitative feedback, used to support the design process. To maximise accessibility by all possible user groups and abilities, the survey was hosted online via the study website using QR codes, website URLs and by contact email. The survey also included links to the study website tools such as the Community Feedback Tool (CFT) which would assist the community in providing comments by location on a map. Physical copies of the survey were also distributed at various locations within Rosneath and nearby Kilcreggan such as the Rosneath Primary School, butchers, St.Gildas Church and Castle Caravan Park. The leaflets were also hand issued by the design team for a period during a day outside the Rosneath CO-OP shop with a number of community representatives supporting wider distribution. The Rosneath, Phase 2 Marina to ‘Y’ Junction Website including Custom Local Images Page 167
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6 | P a g e www.connectedtp.com 1.10 Media Support To raise the community’s general awareness of the study, the local press and media platforms that cover the study area were contacted. The main news publication in the community is Lochside Press and the community Facebook Page. The paper prints provided physical and digital advertisement of the study and was again used to advertise our contact details. ABC’s Marketing and Communications (M&C) team were also approached for marketing engagement support. A series of event advertisement leaflets were developed to advertise the community events. A number of the locations planned to post the flyers either couldn’t accept the flyer or were unable to display it. Notwithstanding, the flyers were successfully posted at various locations. These included: • GP Surgery/ Medical Centre, • Rosneath primary school; • Butchers; • St.Gildas Church; • Castle Caravan Park; • Kilcreggan Bar; • Kilcreggan Costcutter. The flyers were also utilised post-event as a ‘Thank You’ to the community and to continue the promotion of the digital feedback options offered via the project website. This approach meant that those members of the community unable to attend the advertised event would still have the option to provide feedback or ask the design team questions, enabling wide-reaching community engagement. Public Event Flyer Advertising the Event Page 168
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7 | P a g e www.connectedtp.com Lochside Press Coverage of the Study Helped Raise Awareness Page 169
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8 | P a g e www.connectedtp.com 1.11 Community Feedback Tool (CFT) Developed as an alternative to the Commonplace platform, our bespoke engagement platform that supports community feedback using a project map and comment pins. The tool allows comments to be added by location with comments visible to everyone. The tool was hosted within the project website and again used a series of QR codes, website URLs and a named email contact to support access to other feedback methods and information platforms. The CFT was prepopulated with some of the designs teams own observations using the constraint plan. 1.12 Schools Engagement Rosneath Primary School Rosneath Primary School catchment extends to include the community of Rosneath and adjacent Clynder. The school role includes around 80 pupils from primary 1 to primary 7. The design team arranged to visit the Primary 6 and Primary 7 pupils (36 pupils) for a 2-hour period to learn more about the younger generation's hopes for the route. The timing of the meeting worked well as it developed on the classes ongoing theme of problem identification and solutions. Following introductions and an appropriate project discussion, an interactive Hands-up Survey (HuS) exercise was undertaken using stickers and travel mode pictures. The use of this approach energised the children to participate in the engagement discussion whilst also providing a visual result of their current travel mode decisions. The results of the HuS are shown in Appendix A. and shows that around 50% of the children currently walk or travel by car. Following the HuS, the team discussed with the children and teachers how they would feel about the project path if it were to be constructed. 100% (36) of the children and 100% (2) of the teachers supported the proposal and agreed it would be a positive addition. A summary of the school children’s feedback about what they think is important in the design is shown in the following figure. Community Feedback Tool (CFT) allows Comments to be added by Location Page 170
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9 | P a g e www.connectedtp.com Rosneath Primary School Provided Good Design Insight Page 171
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10 | P a g e www.connectedtp.com With the children in ‘problem-identification mode’, the team utilised our bespoke primary school asset pack to work with the children to develop their own ideas for a streetscape and how they would solve the travel issues they had earlier identified. The children were then split into three groups and tasked with developing/exploring ideas using the kit, using drawings and plasticene to help people and animals move around within the space they had created. Some very creative options were explored and positive feedback from parents via the Facebook Page. Rosneath Primary made Great Use of the Asset Pack to Design a Streetscape Feedback from the Rosneath Primary School was Positive Page 172
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11 | P a g e www.connectedtp.com 1.13 Parent Teacher Association (PTA) To maximise the reach of the engagement, the school was approached to advertise awareness of the project through communication with the local parents via the Parent Teacher Association (PTA). 1.14 Community Public Event Following the physical and digital advertisements, an event was hosted by the design team and ABC within Rosneath on the 7th of November 2023. The event opened to the public at 16:00 to 20:45 with the start time set to maximise attendance. 10 large format, graphically designed A0 presentation boards were displayed to provide the audience with a story map of the study, process and consultation purpose. The event was advertised to the community through the use of banners and bunting that was installed. The team also posted live Facebook updates. All visitors were given the choice of completing the project survey questionnaire or accessing our range of digital tools to provide feedback via QR codes and URL links. A key advantage of the digital platform is, that even with the adverse impact of winter weather on attendance, the materials could still be accessed and commented upon at a time that best suited the consultees. This was particularly relevant noting the event took place on a dark winter’s weekday night with only 32 people managing to meet the team. A register extract of those attending the event is shown in Appendix B. Engineers of the Future? Page 173
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12 | P a g e www.connectedtp.com A weekday dark winter night may have had an adverse impact on the Communities Attendance Page 174
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13 | P a g e www.connectedtp.com 1.15 Micro-Visual Transition Animations To assist the public in understanding how and what an active travel route may look like within their community a series of transition animations and sketches of the future were developed. Each animation was based on a photographed viewpoint of locations along the route that the public would recognise. The transitions lasted 10 seconds and showed the transformation of the existing viewpoint to a proposed future vision. The animations were hosted as part of the study website experience and embedded within the large format constraints and options maps. 1.16 Community Group Meetings A number of requests to meet were issued to the various local groups within the community. Unfortunately, no responses were received from the groups noting their members may still have provided representation through the public survey questionnaire and online materials. Micro-Transition Animations were effective in showing what could be developed Page 175
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14 | P a g e www.connectedtp.com STAGE 1 - SURVEY QUESTIONNAIRE RESULTS Page 176
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15 | P a g e www.connectedtp.com 2 STAGE 1 - SURVEY QUESTIONNAIRE RESULTS 2.1 Sources of Community Feedback The multiple engagement platforms made available to the community supported the community to engage with the project providing feedback both digitally and physically. A summary of the received feedback by the various engagement platforms used is summarised in the following table. Format Responses Received Survey (Paper) 5 Survey (Digital) 75 Community Feedback Tool (Digital) 13 Total Quantitative Responses 93 Community Public Event Attendees 32 Stakeholder Meetings 11 Total Non-Quantitative Responses 43 1 https://statistics.gov.scot/atlas/resource?uri=http%3A%2F%2Fstatistics.gov.sc ot%2Fid%2Fstatistical-geography%2FS12000006&inactive=true 2.2 Survey Sample Validation A total of 93 quantitative responses were received from Rosneath’s population of 1,2601 residents. This represents a sample size of 7% which is slightly lower than the 10 – 15% aimed for. The lower-than-expected sample may reflect that the projects is not viewed as contentious as it is simply seeking to extend the phase 1 section of the route which has already been constructed. The winter dark nights / changing of the season may also have impacted on the community’s appetite to attend the public event. It was also noted that none of the 93 survey respondents identified as an interested land owner. Page 177
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16 | P a g e www.connectedtp.com 2.3 Participant Demographics Of the participant responses received the majority (41%) were aged between 40- 59. 14% were younger than 40 with 3% of these younger than 21. 40% were older than 60. These results highlight that the survey has not captured the views of the younger community (0% younger than 15) noting however that the school event was well attended and their views have been recorded through less prescriptive measures than the survey questionnaire. This question was asked as it is important to capture the views of people with varying levels of life experience to assist in the design process. Of the total respondents, 56% were women / girls and 36% as men / boys. No respondents identified as non-binary and 8% of respondents indicated that they would prefer not to say. Overall, we consider that the respondents reflect a reasonable cross-section of the community however the results are slightly skewed more towards the views of females. Page 178
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17 | P a g e www.connectedtp.com Respondents were asked if they lived on Rosneath. This question was relevant to ask as it is important to understand if the respondent is responding with longer term experience of the community or as a tourist/visitor. 76% of respondents are full time residents in the community and 24% have either lived in the community historically, or visited at least once a year. The majority of participants considered themselves to be able-bodied and did not have a health or disability that impacted on their everyday mobility (64%). 6% indicated they did have some health or disability which limits their day-to-day activity a lot, 24% indicated their disability or health issue would affect them a little. 6% of respondents indicated that they would prefer not to say. Page 179
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18 | P a g e www.connectedtp.com Of the respondents indicating they did have a health-related disability, 52% indicated their disability was related to mobility or stamina but not breathing related. 4% indicated a challenge relating to hearing, 4% related to poor vision, and 26% indicated they’d prefer not to say. These questions are important to ask as they assist the design team in designing for all user groups, including those with protected characteristics. Participants were asked to qualify their employment status. This question was relevant to ask as the design team will need to consider how the project would support economic activity and support the movement of people to and from places of work. 23% of respondents indicated that they are currently not employed. 40% indicated they were employed either part time or full time, 6% indicated they were self-employed and 31% of respondents said they were retired or not applicable. Page 180
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19 | P a g e www.connectedtp.com 2.4 Comparison with 2011 Census To assist in understanding more about how representative the study demographics are, the survey results were compared with the 2011 Census for Rosneath2. The results indicate that the project feedback demographic by age and all genders is broadly comparable with the census analysis. The community has a marginally higher proportion of female to males and a mature population with 23% over 65 years of age. 2.5 Participant Travel Habits 2 https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S19002469__ro sneath/ Overall, the study results are considered to capture a good sample of the community, capturing the views of both able bodied and those less able, those in work and those unemployed. 2.6 Views on Opportunities and Barriers to Walking, Cycling & Wheeling? Participants were asked how often they walked or cycled. This question is relevant as it helps us understand the popularity of walking and cycling within the community at present. 59% of respondents indicate that they walk or cycle every day, 13% less than twice a week and 28% between 2 and 4 times a week. These results indicate the community is relatively active and that cycling and walking is a popular travel mode. Page 181
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20 | P a g e www.connectedtp.com Following on from this question, participants were then asked how often they typically visited the Rosneath Castle Caravan area (Castle Bay). Only 11% of respondents indicated that they visit the castle caravan area every day, 56% less than twice a week and 33% between 2 and 4 times a week. The results of this question indicate that participants don’t regularly visit Castle Bay frequently. To help us understand how participants currently travel along the route, participants were then asked if they currently walk, cycle or wheel between Rosneath and Rosneath Caravan Park (Castle Bay). Only 6% suggested they currently travel between Rosneath and the caravan area by walking, cycling, or wheeling, every day. 23% indicated they travelled the route between 2 and 4 times a week and 71% indicated they travel the route less than twice a week. Considering the results cumulatively. The project route, whilst the only travel route between both ‘places’ is only occasionally used. Page 182
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21 | P a g e www.connectedtp.com Participants were asked to provide an insight into the factors influencing their travel mode decisions. Participants provided a variety of reasons they viewed to be barriers to travel by sustainable travel modes along the project route. To enable the processing and presentation of data, the responses were categorised into a number of themes. A summary of the themes is presented as follows and shown by descending popularity in the following chart: • High Speed Traffic. • Missing Footpath. • Lack Of Lighting. • Debris on Footpath. Considering the responses received, with the exception of inclement or adverse weather which cannot be influenced, the majority of travel barriers relate to the perception traffic speed, a lack of street lighting, the fact that there is no current complete footpath and debris from passing cars. Many of these issues are within the scope of this project design and could be directly addressed through design development. Page 183
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22 | P a g e www.connectedtp.com 2.7 Future Opportunities to Improve Active Travel Participants were asked to consider if they believed that the provision of a car free route within the project area would encourage them to walk or cycle more often. 82% of respondents believed that the provision of a route as described through the public engagement process would encourage them to walk and cycle more often and 18% said it would not. To assist the design team in developing the most appropriate route corridor, the community was asked two questions related to the location of the route. Participants were asked if ABC should develop the route on the seaward side of the existing road. 89% of respondents supported the route should be developed on the seaward side of the existing road and 11% would like to consider other possibilities. Page 184
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23 | P a g e www.connectedtp.com The other question asked was, should ABC develop the route away from the road and through the woodlands area. 54% of respondents would rather follow the road route and 46% of respondents said yes, consider other possibilities. Overall, it is reasonably clear that the community are in favour of a project route which would be supported for community use. The route is preferred to be developed on the seaward side of the existing B833 road or as an alternative, a route through the quarry. Widening of the road on the inside of the road within the road verge would appear to be the least popular option. As a final question, participants were asked about their thoughts and aspirations for the considerations the proposed design should take cognisance of. To enable the processing and presentation of the responses, the responses were again categorised into a number of themes. A summary of the themes is presented as follows and shown by descending popularity in the following chart. • Lower Speed Limit. • Good Maintenance. • Tarmac Path. • Minimise Road Crossings. • Cycle Lane. • Scenery. • Accessibility. • Improve Safety. Page 185
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24 | P a g e www.connectedtp.com The feedback from the community to this question provides a good level of insight into the challenges the design is required to address. A number of points offered are directly opposed to each other and highlights the challenges in maintaining a design balance that will address all the points proportionately. Page 186
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25 | P a g e www.connectedtp.com STAGE 1 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS Page 187
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26 | P a g e www.connectedtp.com 3 STAGE 1 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS A total of 12 responses were received through the Community Feedback Tool (CFT). The responses were provided anonymously and no age or origin details of the recipient were recorded. Participant's comments were located along the route. In the majority, comments were positive with participants providing concerns relating to visibility, a lack of maintenance and excessive vehicle speeds. Some of the comments provided detailed summaries of localised challenges which will greatly assist the design development process. The feedback received is presented graphically and verbatim as follows. Page 188
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27 | P a g e www.connectedtp.com Community Feedback Tool Comments by Location Page 189
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28 | P a g e www.connectedtp.com 1 This is the primary road into and out of the peninsula connected ferry with base. 2 distinct hump in road might impact on visibility. 3 Phase 2 starts here 4 Many cyclists use this route to cycle around the peninsula. Travel to Kilcreggan is popular 5 bend is potentially dangerous. realignment might be better 6 Road bend impacts on visibility. Drivers speed along here quickly 7 deer on road may be a collision risk 8 lack of lighting can add to safety concerns. 9 potential to create space to support future path. will improve road safety 10 Caravan Park has now added 40+ motor home hard standings. likely to increase the number of larger vehicles using the route 11 frequency of traffic likely to increase due to expansion of the caravan park. Page 190
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29 | P a g e www.connectedtp.com 2019 PLACE STANDARD TOOL RESULTS Page 191
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30 | P a g e www.connectedtp.com 4 2019 PLACE STANDARD TOOL RESULTS Between May and October 2019, the Community Planning Partnership (CPP) used the Place Standard tool to engage residents in Argyll and Bute on how they feel about the place(s) that they live and work in Argyll and Bute. The results of the survey indicated that the thematic areas of Natural Space, Feeling Safe, Identity and Sense of Belonging and Social Contact came out with the highest scores, needing the least improvement, when considering Argyll and Bute as a whole. The following themes were recorded as areas for improvement within the Rosneath Community: • Moving Around; • Social Interaction; • Public Transport; • Care and Maintenance; and • Influence and Sense of Control. The community like most other rural communities will face additional challenges associated with moving around to undertake everyday journeys including access to employment are areas for improvement. The feedback from the Place Standard Tool provides a strong indicator of the value of a project such as this, which will support the movement of people, social interaction and moving around. Page 192
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31 | P a g e www.connectedtp.com STAGE 1 - STAKEHOLDER FEEDBACK Page 193
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32 | P a g e www.connectedtp.com 5 STAGE 1 - STAKEHOLDER FEEDBACK To support the design optioneering process, a number of stakeholders identified within the stakeholder mapping were engaged with. A range of engagement methods were used for each group. Stakeholder Meetings The study team met with a range of stakeholders identified through the study mapping process. We utilised consultation mandates to plan 1-2-small group workshop sessions with key stakeholders to introduce the team and discuss the study. Stakeholders included: • Key council staff; • Key local groups; • Local Community Councils; • Other key stakeholders. The workshops followed a similar format providing an introduction to the study, setting ambitions, and introducing the team. ABC Network Management The team met with Raymond Kane of ABC Network Management virtually to discuss the Rosneath project. Following a presentation of the project to date, a constructive conversation explored a number of topics including: • Route alignment challenges, particularly relating to the marina access junction planning approval, details of the Roads Construction Consent (RCC) and implications arising through changes introduced by this project. • A key outcome of the session was to note the application is long standing and all parties have a wish to conclude it ASAP; • The application whilst approved does not yet have an approved Roads Construction Consent (RCC). • The applicant is proposing to reduce the road speed limit from 60mph to 40mph. This is required to allow their design to be technically deliverable within the space available. • The proposal to change the speed limit is not publicly known and is subject to a separate public Traffic Regulatory Order (TRO). Whilst the outcome of the TRO cannot be prejudged, the process will only be progressed if it is highly likely to be positively concluded. • The proposed 40mph reduction is not yet approved as acceptable by ABC. • Any development of the Active Travel route on the seawards side of the road is noted to be only achievable through creation of a new breakwater. Cantilevering a facility is not possible as the existing wall is not structurally suitable. Page 194
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33 | P a g e www.connectedtp.com ABC Planning The team met with Kirsty Sweeney of ABC Planning Team virtually to discuss the Rosneath project. Following a presentation of the project to date, a constructive conversation explored a number of topics including: • Details of Marina Planning Application 09/01089/DET were discussed; • The officer is relatively new to ABC but has been briefed on the application history; • The developer is likely to be / confirmed is in breach of a number of planning conditions. These extend to include ecological considerations; • Any development of the Active Travel route on the seawards side of the road is noted to be only achievable through creation of a new breakwater. • Any changes to the breakwater that are located above the high wate line can be managed through the council planning system but will include SEPA; • Any changes below the high-water line will require involvement of other statutory consultees including through application for a Marine Licence. Page 195
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34 | P a g e www.connectedtp.com 5.1 Council Statutory Consultees A summary of the other stakeholder feedback received is summarised as follows. 5.2 Non-Council Statutory Consultees A summary of the non-council stakeholder feedback received is summarised as follows. 5.3 Community Groups Community groups have been engaged through the public engagement process. No direct response has been provided. 5.4 Traditionally Harder to Reach Groups / Individuals Engagement was undertaken with the residents of the community. Unfortunately, no representative of those with protected characteristics took part in the engagement. The Royal National Institute for the Blind (RNIB) was consulted and highlighted that there is no specific representation for Rosneath. 5.5 Landowners and Affected Parties The design team worked with the local community / stakeholder feedback to identify a total of 8 potentially impacted landowners. The Registry of Scotland (ROS) was contacted to obtain current legal land ownership details. These details were included within our landowner engagement tracker and recorded within our stakeholder mapping and constraint mapping (shown in circles). ABC Marine Operations Not Consulted ABC Fleet Public Transport No Issue ABC Outdoor Access No Issue ABC Youth Services No Issue ABC Community Development Team No Issue ABC Economic Development No Issue SEPA Not Consulted Scottish Water No Issue SSE No Issue Page 196
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35 | P a g e www.connectedtp.com At this stage in the route identification process, not all landowners would be impacted as the route corridor is yet to be agreed. To assist in assessing landowner support for each of the identified route options, the landowners likely to be required for each of the routes were contacted by email and where possible by telephone. Where appropriate written letters, including ROS extracts were issued to the addresses provided. A summary of the engagement status by each landowner is presented as follows: • Plot 1. No impact forecast. • Plot 2. No impact forecast. • Plot 3. Is subject to redevelopment with an approved planning application 09/01089/DET. The development includes alteration to the site access junction including the provision of a ghost right turn lane and extension of the 2.5m active travel route along the site frontage. Unfortunately, the planning approved design standard of the planning approved path is for a 2m wide footway with 0.5m verge which is narrower than the guidance recommended 2.5m wide as set out within Scottish Governments Cycle by Design. The landowner is supporting of the active travel project and will reserve a 1.5m land strip to the rear of the approved development footway for development by ABC. • Plot 4. No response to any approaches. • Plot 5. No response to any approaches. Page 197
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36 | P a g e www.connectedtp.com • Plot 6. No response to any approaches. • Plot 7. Marine Licence Dependent Below High-Water Line. ABC above High-Water Line. • Plot 8. No impact forecast. • Plot 9. Understood to be ABC owned to High Water Line. • Plot 10. No impact forecast. A copy of the landowner’s engagement tracker is included in Appendix C. Page 198
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37 | P a g e www.connectedtp.com STAGE 1 - BARRIERS AND OPPORTUNTIES TO ACTIVE TRAVEL Page 199
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38 | P a g e www.connectedtp.com 6 STAGE 1 - BARRIERS AND OPPORTUNITIES TO ACTIVE TRAVEL 6.1 The Challenges to Active Travel The community engagement programme has identified a number of barriers to travelling sustainably. These have been categorised and summarised as follows: • A perception of high road traffic speeds along Camsail Bay. • Walking or cycling along the bay is unsafe as no continuous footway is provided. • A lack of street lighting discourages use of the path in the evening or winter. • Perception that buses (and larger vehicles) are too wide to fit within the narrow road space. • Visibility of cyclist and pedestrians along the route is poor. • Utility and services such as a new water main are located within the road. These will influence the options. • Development of Rosneath Caravan Park will increase the number of and type of larger vehicles such as caravans and campervans accessing the area. • General lack of route connection to Kilcreggan and the Rosneath to Kilcreggan circular walking and cycling trail. Page 200
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39 | P a g e www.connectedtp.com 6.2 The Opportunities to Travel Actively The community engagement programme has identified a number of opportunities to travel sustainably. The feedback received can be grouped by specific design themes. These have been categorised and summarised as follows: Route Selection • Coastal widening of the route is the most preferred option. • A route managing the speeds on the road would be most supported. • Options to reduce the severity of the road bend would be popular. • Off-road route through the quarry is popular, even when considering a lack of visibility of path users. Social, Safety and Wellbeing • The design should take cognisance that the more mature road users will need more time to give way to oncoming cyclists. • The design should take cognisance of the interaction between different user groups and the potential for collision. • Speeding on the route is a concern. • Physical separation of the route from the road is preferred as car users will use the route as a passing place. • Road debris a concern. • Minimise road crossings required. • Improve visibility of users. Placemaking • The opportunity to create dwell spaces is welcomed, but not considered necessary. There was no mention of creating space for sightseeing or visitors stopping. • Spaces should include robust low-maintenance equipment such as benches. • Maximise scenery. Design • Lighting is preferred. Signage and Wayfinding • No specific signage or wayfinding strategy is considered necessary as the road is a single route. The formation of information points was noted as a positive feature. • Any signage must make clear that pedestrians have priority over cyclists. Accessibility • Users of the proposed Phase 2 of the route would need to have been able to travel along the completed phase 1. Character and appearance • No specific comments received. Page 201
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40 | P a g e www.connectedtp.com Construction and Maintenance • The path, if remote from the road, will not be adopted by the council. Consideration should be given to exploring community ownership. • A road-based route is preferred due to improved accessibility for future works from the roadside. • Any remote path will increase construction costs as the route formation will require to support the weight of maintenance vehicles at 7.5 tonnes. • Development of the coastal side will likely require changes to the breakwater. • The route should include pedestrian and cyclist counters to support future route monitoring. Page 202
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42 | P a g e www.connectedtp.com 7 STAGE 2 – DEVELOPING THE CONCEPTS 7.1 Further Engagement Following the conclusion of the stage 1 consultation and completion of the stage 1 Options Feasibility Report, Options 1 and 2 were shortlisted for further development. To support the process, the engagement plan as described within the stage 1 section of this report was repeated. A second public event was again held within the Howie Pavilion within Rosneath on the 6th February 2024. 7 large format graphically designed A1 and A0 presentation boards were displayed and the event was advertised to the community through the use of local press coverage, distributed of 1,000 event advertising leaflets, event banners and bunting. To further bolster event publicity, the design team also attended a 3-hour pop-up event within the foyer of the local Co-Op store where QR codes and website links were distributed to shoppers. The team also again posted regular updates using social media. Leaflets were also distributed to the local school for onward distribution to the communities All visitors attending the event were given the choice of completing the project survey questionnaire or accessing our range of digital tools to provide feedback via QR codes and URL links. A key advantage of the digital platform is, that even with the adverse impact of winter weather on attendance, the materials could still be accessed and commented upon at a time that best suited the consultees. This was particularly relevant noting the event took place on a dark winter’s weekday night. A total of 16 people managing to meet the team. A register extract of those attending the event is shown in Appendix B. Page 204
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44 | P a g e www.connectedtp.com STAGE 2 - SURVEY QUESTIONNAIRE RESULTS Page 206
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45 | P a g e www.connectedtp.com 8 STAGE 2 - SURVEY QUESTIONNAIRE RESULTS 8.1 Sources of Community Feedback The multiple engagement platforms made available to the community supported the community to engage with the project providing feedback both digitally and physically. A summary of the received feedback by the various engagement platforms used is summarised in the following table. Format Responses Received Survey (Paper) 2 Survey (Digital) 55 Community Feedback Tool (Digital) 9 Total Quantitative Responses 66 Community Public Event Attendees 16 Stakeholder Meetings 3 Total Non-Quantitative Responses 19 3 https://statistics.gov.scot/atlas/resource?uri=http%3A%2F%2Fstatistics.gov.sc ot%2Fid%2Fstatistical-geography%2FS12000006&inactive=true 8.2 Survey Sample Validation A total of 66 quantitative responses were received from Roseneath’s population of 1,2603 residents. This represents a sample size of 5% which is slightly lower than the 10 – 15% aimed for and lower than the equivalent stage 1 (93-7%). The lower-than-expected sample may reflect that the projects is not viewed as contentious as it is simply seeking to extend the phase 1 section of the route which has already been constructed. The winter dark nights / changing of the season may also have impacted on the community’s appetite to attend the public event. It was also noted that none of the 66 survey respondents identified as an interested land owner. Page 207
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46 | P a g e www.connectedtp.com 8.3 Participant Demographics Of the participant responses received the majority (75%) were aged between 60- 79. 20% were younger than 60 and 5% of these over than 80. 5% were older than 60. These results highlight that the survey has not captured the views of the younger community (0% younger than 15). This question was asked as it is important to capture the views of people with varying levels of life experience to assist in the design process. Of the total respondents, 55% were women / girls and 45% as men / boys. No respondents identified as non-binary and none of the respondents indicated that they would prefer not to say. Overall, we consider that the respondents reflect a reasonable cross-section of the community however the results are slightly skewed more towards the views of females. Page 208
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47 | P a g e www.connectedtp.com Respondents were asked if they lived on Rosneath. This question was relevant to ask as it is important to understand if the respondent is responding with longer term experience of the community or as a tourist/visitor. 69% of respondents are full time residents in the community and 31% have either lived in the community historically, or visited at least once a year. The majority of participants considered themselves to be able-bodied and did not have a health or disability that impacted on their everyday mobility (73%). No one indicated they have some health or disability which limits their day-to-day activity a lot, 22% indicated their disability or health issue would affect them a little. 5% of respondents indicated that they would prefer not to say. Page 209
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48 | P a g e www.connectedtp.com Of the respondents indicating they did have a health-related disability, 64% indicated their disability was related to mobility or stamina but not breathing related. 14% indicated a challenge relating to hearing, 7% related to poor vision, and 7% indicated they’d prefer not to say. These questions are important to ask as they assist the design team in designing for all user groups, including those with protected characteristics. Participants were asked to qualify their employment status. This question was relevant to ask as the design team will need to consider how the project would support economic activity and support the movement of people to and from places of work. 4% of respondents indicated that they are currently not employed. 34% indicated they were employed either part time or full time, 11% indicated they were self-employed and 52% of respondents said they were retired or not applicable. Page 210
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49 | P a g e www.connectedtp.com 8.4 Comparison with 2011 Census To assist in understanding more about how representative the study demographics are, the survey results were compared with the 2011 Census for Rosneath4. The results indicate that the project feedback demographic by age and all genders is broadly comparable with the census analysis. The community has a marginally higher proportion of female to males and a mature population with 23% over 65 years of age. 8.5 Participant Travel Habits 4 https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S19002469__ro sneath/ Overall, the study results are considered to capture a good sample of the community, capturing the views of both able bodied and those less able, those in work and those unemployed. 8.6 Views on the Concept Options? Participants were asked how often they visited the Camsail Bay area. This question helps us understand the number of individuals who visit or pass through the area, within the community at present. 20% of respondents indicate that they visit the Camsail Bay area every day, 40% less than twice a week and 40% between 2 and 4 times a week. These results indicate the community is relatively active and that cycling and walking is a popular travel mode. Page 211
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50 | P a g e www.connectedtp.com Following on from this question, participants were then asked which of the designs would best solve the community’s needs. Only 22% of respondents indicated that they would prefer option 1 (Coastal Widening with new sea defence) and 78% chose option 2 (Widen inland and include a new path on the coast side.) The results of this question indicate that the majority of participants would prefer option 2 (Widen inland and include a new path on the coast side.). To help us understand how participants currently feel about the designs, participants were then asked whether either of the designs successfully address their concerns about travelling between Rosneath and the Castle Bay Caravan Park. 73% stated that most of the issues had been resolved, 11% indicated that there are many issues still to be addressed and 16% of the participants weren’t sure. Considering the results cumulatively. Most of the community’s concerns have been addressed through each of the two designs. Page 212
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51 | P a g e www.connectedtp.com Participants were asked what changes they would like the design to include more of. Participants provided a variety of things they would like to see in the design. To enable the processing and presentation of data, the responses were categorised into a number of themes. A summary of the themes is presented as follows and shown by descending popularity in the following chart: • Improved Speed Limits • Improvement to bend at junction • Reduce Flooding • More Street Signs • Safe Walking Route • Improved Street Lighting • Cyclists Lane It is noted that the majority of participants did not provide a response to this question. Of those providing a response, the majority of travel barriers relate to the perception traffic speed, a lack of street lighting and safety. Many of these issues are within the scope of this project design and could be directly addressed through design development. Page 213
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52 | P a g e www.connectedtp.com 8.7 What would you like the concept to Exclude? Participants were asked what they would like the design to exclude. It is noted that none of the participants responded to this question. Page 214
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53 | P a g e www.connectedtp.com STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS Page 215
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54 | P a g e www.connectedtp.com 9 STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS A total of 2 responses were received through the Community Feedback Tool (CFT). The responses were provided anonymously and no age or origin details of the recipient were recorded. Participant's comments were located along the route. Both comments were positive noting the need to ensure views across the sea defence are maintained and the importance of a buffer zone to protect pedestrians and cyclist from road traffic. The feedback received is presented graphically and verbatim as follows. Page 216
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55 | P a g e www.connectedtp.com Community Feedback Tool Comments by Location Page 217
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56 | P a g e www.connectedtp.com 13 Protective parapet should be low enough to see over for wheelchair users. 14 2.5 metre with 1 metre buffer excellent benefit to all road users with this option. Page 218
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44 | P a g e www.connectedtp.com 10 OUR LESSONS LEARNT During the engagement plan, records of each activity were maintained to assist in the evaluation of how effective the engagement process has been. The review process included two design team workshop sessions, where the teams’ thoughts and ideas were shared to assist in ‘destressing’ and improving future engagement both during Stage 2 of this study but also all future studies. The summarised results of the workshop sessions are summarised as follows: Observation / Issue Mitigation Face to Face meetings have been most effective in supporting feedback Maximise time within the Community Lack of engagement with traditionally harder to reach groups Work with care centres to capture views of older and younger community members including those with registered disabilities Under representation from younger adults Focused workshop with teenagers during Stage 2 Pop-Up event in the Coop did not promote additional event attendance Try using the pop up as an advertising point. Use colour leaflets with QR codes, include more visuals to capture interest Low event turnout Avoid winter or spring community engagements Page 219
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45 | P a g e www.connectedtp.com APPENDIX A – ROSNEATH PRIMARY SCHOOL - HANDS UP SURVEY 2023 Travel Mode Morning Trip Afternoon Trip Walk 19 20 Cycle 1 1 Bus 0 0 Scooter 0 0 Car 14 14 Interactive Hands Up Survey got the children to engage Page 220
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46 | P a g e www.connectedtp.com APPENDIX B – CONSULTATION EVENT REGISTER OF ATTENDANCE Page 221
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48 | P a g e www.connectedtp.com APPENDIX C – CONSULTATION STAKEHOLDERS WORKSHOP NOTES Supplied separately Page 223
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49 | P a g e www.connectedtp.com APPENDIX D – STATUTORY STAKEHOLDERS WORKSHOP NOTES Supplied separately Page 224
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ARGYLL AND BUTE COUNCIL HELENSBURGH & LOMOND AREA COMMITTEE COMMERCIAL SERVICES 10th DECEMBER 2024 EXPRESSION OF INTEREST – LEASE - HELENSBURGH PIER REGENERATION 1.0 EXECUTIVE SUMMARY 1.1 An Expression of Interest (EOI) has been received from The Helensburgh Pier Company Ltd (HPC).. HPC have also now registered as a charity with OSCR. They have been established with the goal of re-opening Helensburgh’s Pier to marine traffic and to sustainably develop the pier to provide economic and social benefit to the local community. 1.2 HPC have submitted a project summary document (Appendix 2) which provides detail on their membership expertise and technical aspects of their development proposals. The project focus is on the timber pier and the phasing of their works is intended to quickly bring it into use for large vessels such as The Waverley. These proposals have been interrogated by council stakeholder departments and partner organisations with interests in and adjoining the pier and been approved as a positive, workable vision for this key but underutilised Helensburgh asset. 1.3 Estates Officers and HPC have now agreed detailed Heads of Terms for a lease with development obligations which would allow the group to target funding sources unavailable to the Council. The lease would transfer the maintenance and repair of the pier to HPC and is structured on a phased basis to allow the group to develop their plans over a number of years. RECOMMENDATIONS 1.5 That the Helensburgh & Lomond Area Committee: 1.5.1 Consider and note the detailed work undertaken by The Helensburgh Pier Company Ltd and that Heads of Terms have been agreed with officers to work towards the grant of a new lease of Helensburgh Pier (shown at Appendix 1) allowing the group to seek funding for its phased redevelopment. Page 225 Agenda Item 11
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ARGYLL AND BUTE COUNCIL HELENSBURGH & LOMOND AREA COMMITTEE COMMERCIAL SERVICES 10th DECEMBER 2024 EXPRESSION OF INTEREST – LEASE - HELENSBURGH PIER REGENERATION 2.0 INTRODUCTION 2.1 An Expression of Interest (EOI) has been received from The Helensburgh Pier Company Ltd (HPC). HPC have also now registered as a charity with OSCR. They have been established with the goal of re-opening Helensburgh’s Pier to marine traffic and to sustainably develop the pier to provide economic and social benefit to the local community. 2.2 HPC have submitted a project summary document (Appendix 2) which provides detail on their membership expertise and technical aspects of their development proposals. The project focus is on the timber pier and the phasing of their works is intended to quickly bring it into use for large vessels such as The Waverley. These proposals have been interrogated by council stakeholder departments and partner organisations with interests in and adjoining the pier and been approved as a positive, workable vision for this key but underutilised Helensburgh asset. 2.3 Estates Officers and HPC have now agreed detailed Heads of Terms for a lease with development obligations which would allow the group to target funding sources unavailable to the Council. The lease would transfer the maintenance and repair of the pier to HPC and is structured on a phased basis to allow the group to develop their plans over a number of years. 3.0 RECOMMENDATIONS 3.1 That the Helensburgh & Lomond Area Committee: 3.1.1 Consider and note the detailed work undertaken by The Helensburgh Pier Company Ltd and that Heads of Terms have been agreed with officers to work towards the grant of a new lease of Helensburgh Pier (shown at Appendix 1) allowing the group to seek funding for its phased redevelopment. 4.0 BACKGROUND 4.1 Helensburgh Pier has been closed to marine traffic since 2018. The Helensburgh Pier Company Ltd (HPC) is a successor to various local community groups who since 2015, have been exploring ideas and the stakeholder consultation steps required to bring the pier into full use for the benefit of Helensburgh’s waterfront and the wider community. HPC is a company limited by guarantee with charitable status. Page 226
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4.2 Early iterations of HPC’s project design encompassed both the stone and timber piers and were submitted to council Officers under the group’s former name of Helensburgh Pier Regeneration. The HPC group has subsequently refined the project (see Appendix 2) to focus on the timber pier where all of the group’s development aspirations can be delivered and revised the phasing to more quickly bring the pier into use for large vessels such as The Waverley. The group have sought a 25 year lease with an option to extend to 50 years if specific development milestones are achieved. This lease will allow them to unlock funding sources which are not available to the council. 4.3 The group have considered various development phasing options and have determined that the priority is to repair the timber pier to a condition where the closure notice can be lifted and it is able to accommodate visits by commercial vessels of up to or greater than 700 GRT, such as PS Waverley and Hebridean Princess. The agreed terms provide that the Tenant shall procure funding for and carry out these repair works as Phase A, within 5 years. The council will have the option to terminate the lease after 5 years if these works have not been completed. 4.4 The Heads of Terms further provide that within 10 years, the Tenant shall be responsible for procuring funding for and carrying out works as Phase B to attach a pontoon to the inner timber pier, accessible to disabled users and the introduction of single point swinging yacht moorings within the vicinity of the pier but away from expected traffic routes. Phase C works involve the reconstruction of the former Victorian ticket office & waiting room. In the event that the Tenant has completed the Phase A and Phase B works and can demonstrate that they have secured the necessary funding for Phase C within the first 10 years of the lease, they will have the option to extend the term from 25 to 50 years. 4.5 The final phase, Phase D will require that within 15 years, the Tenant shall be responsible for procuring funding and carrying out works to attach a galvanised steel access platform to the West face of the timber pier and in line with the existing top surface leading to an access gangway and pontoon, allowing vessels with a deeper draft to berth in any tidal state. Electric power outlets will be provided to the pontoon, but not a water supply or other facilities such as waste disposal to encourage day visits. 4.6 The lease will maintain full public access to the pier and will set out in detail the approvals process for the Tenant’s works, including where necessary, external stakeholder consents such as The Crown Estates Scotland and The Scottish Government’s Marine Directorate. These protective provisions have been drafted in concert with Officers in Piers & Harbours, Roads & Infrastructure Services, Amenity Services, Development & Economic Growth, Commercial Services and Insurance, all of whom are supportive of the project. Live Argyll who operate the Waterfront Leisure Centre have also been consulted and have raised no objections to the proposals. 4.7 The lease will also set out the range of permitted uses on the pier. The structure and any pontoons attached to it are to be used only for pier related activities, to include the mooring of visiting marine traffic both private and commercial, commercial sea excursions and powerboat training, inflatable dinghy landing Page 227
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from moored yachts, kayak boarding, swimming and gala events, tendering from passenger cruise vessels and a berthing and landing facility for RNLI, MOD Police and coastguard inflatables. The use of buildings erected on the property for purposes ancillary to pier activities will also be permitted. Such uses may include ticket office, café, exhibition space, maritime office, tourist office or training centre albeit in practical terms, available space will likely limit development options to buildings of kiosk size. 4.8 In addition to the lease transferring the repairs and maintenance obligations from the council to HPC, it requires them to insure it to exclude council liability for any damage. 4.9 HPC have now successfully established charitable status via OSCR allowing them to register with Companies House. They are very keen to make progress with the lease to allow them to pursue funding for the works envisaged as Phase A as quickly as practical and to bring the pier back into use for the benefit of the community and as a water transport focal point for the town. 5.0 CONCLUSIONS 5.1 Detailed Heads of Terms have been agreed which would allow local community group HPC to restore Helensburgh’s timber pier, a significant project which would deliver community benefits. 5.2 The delivery of the project would allow Helensburgh to build on its identity as one of Scotland’s modern, successful waterfront towns. 6.0 IMPLICATIONS 6.1 Policy – The project is in alignment with numerous National and Local Policies including NPF4 Policy 10, ‘Coastal Development’, NPF4 Policy 13 ‘Sustainable Transport’, the Local Development Plan and the 2018 Helensburgh Making Places report. 6.2 Financial – The project will transfer the costs associated with the repair, maintenance and restoration of the pier to the Tenant and may generate an income in the future. 6.3 Legal –The terms and conditions of any Lease are intended to be delegated to Legal Services, together with any such other conditions as are considered appropriate by the Executive Director with responsibility for Legal and Regulatory Support within the scheme of delegation. 6.4 HR – None 6.5 Fairer Scotland Duty 6.5.1 Equalities – Protected characteristics – None. 6.5.2 Socio economic Duty – None 6.5.3 Islands – Not applicable Page 228
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6.6 Climate change – Improving marine access to the town will help provide a sustainable travel network linking land and marine transport. 6.7 Risk – The Tenant may fail to secure funding sources for all or some of the project Phases. A break option has been included to cater for this scenario. 6.8 Customer Service – None. 6.9 The Rights of the Child (UNCRC) – None Douglas Hendry, Executive Director with responsibility for Commercial Services Councillor Ross Moreland – Policy Lead, Finance and Commercial Services 3rd December 2024 For further information contact: Frank Montgomery Estates Surveyor The Helensburgh and Lomond Civic Centre 38 East Clyde Street Helensburgh G84 7PG Frank.Montgomery@argyll-bute.gov.uk 01436 658791 APPENDIX 1 – LEASE PLAN Page 229
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Appendix 2 – HPC Project Document Page 230
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SUMMARY Since 2018 Helensburgh Pier has been closed to marine traffic. The Helensburgh Pier Company Ltd (THPC Ltd) Registration number SC820225, previously Helensburgh Pier Regeneration (HPR), is seeking a solution to reopen and develop the Timber section of the pier to provide economic and social benefit to the local community. This document is designed to open formal discussions with the owner of the Pier, Argyll & Bute Council (A&BC), to develop the project to our mutual satisfaction. Page 231
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Who We Are The Helensburgh Pier Company Ltd. is in co-operation with Helensburgh Community Council (HCC). A HCC Member has a seat at the company’s meetings. The members of the group are: Chair: William Purdon (Marine Project Engineer) - Director (THPC Ltd) Group members: • Dr. Anne Foy (Destination Helensburgh, Destination Marketing Organisation) - Director (THPC Ltd) • John Beveridge MBE - Director (THPC Ltd) • Euan Carruthers (Commercial Operator of You and Sea/Boat Trips Helensburgh) • Tim Henderson (Marine Design Engineer) • Paul Semple (General Manager | Waverley Excursions Ltd.) (Director | Waverley Steam Navigation Co. Ltd.) • David Sinclair (Helensburgh Community Council) • Maurice Steuart-Corry (Volunteer Advisor) • Ian White (HM King’s Harbour Master Clyde Port Operations Director) The group has made connections with relevant stakeholders: • Crown Estates • Loch Lomond and The Trossachs National Park • Luss Estates • Northern Lighthouse Board • Peel Ports And has also engaged with other similar facilities/projects, e.g. • Inspire Inveraray • Oban North Pier Pontoons • Tighnabruaich Pier Association. The Company’s registration with OSCR as a charitable organization has been submitted and is in progress. The Company is liaising with Argyll & Bute Council (A&BC) as the asset owner and it is hoped that a positive interworking relationship can be established for the benefit of all concerned. What is our Vision To sustainably regenerate Helensburgh’s Pier for the benefit of the community. Page 232
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Community Support for Regeneration of the Pier and Formation of HPR Council consultations with extensive community engagement have noted the importance of the wider Pier site to Helensburgh, e.g. the 2012 Helensburgh Masterplan.1 More recently, the 2018 Helensburgh Making Places report2 identified the waterfront and esplanade as ‘the backbone of Helensburgh’s identity’ and highlighted the need to consider the ‘future of its maritime connection’: ‘The Helensburgh waterfront presents an exciting opportunity for Helensburgh to develop an identity as one of Scotland’s modern waterfront towns … The waterfront should become a green-blue spine that connects to the other green spaces in the town, creating a network of habitats, recreational opportunities and business opportunities while providing a platform to consider new and innovative ways to make the most of the pier while considering water transport as part of day to day life in Helensburgh.’ [our emphasis] In 2015 a local group (HSDP) was formed to develop ideas for use of the Pier, but by 2020 had stepped back from the project. HPR itself grew out of the successful ‘Vision for Helensburgh’ (VfH) public consultation run by Helensburgh Community Council. Key feedback from the 2021 VfH community stakeholder engagement event identified that the Pier required a long-term vision. At the 2022 public engagement event in Victoria Halls, a working group from HCC presented a plan suggesting that pontoons could be a viable solution to create a functioning Pier. Feedback was gathered from attendees at the event (c.1,200) which indicated that the Waterfront and in particular the Pier were key priorities. Given the interest generated by the pontoon proposal, a group affiliated with HCC was created to recruit external expertise to take this idea forward, and the current HPR members were invited to participate. HPR has been working on the project over the last 18 months, exploring possible technical solutions which are cost effective and feasible, which has led to the Phased approach described here. The Helensburgh Pier Company Ltd was registered at Companies House on 22nd August, 2024 Once the Phased plans have the support of A&BC as the owner of the key asset, HPR will engage with the community to detail the proposals and enable feedback. 1 https://thelochsidepress.com/wp-content/uploads/2015/09/masterplan-helensburgh-pierhead.pdf 2 https://www.argyll-bute.gov.uk/moderngov/documents/s140931/Helensburgh Making Places Appendix.pdf Page 233
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Summary Proposal The Helensburgh Pier Company Ltd. will fulfil its mission by implementing a four-phase structured improvement and regeneration approach, with the first key action being to carry out remedial repairs to the Timber section of the pier. Phase A Effecting repairs to the existing timber pier to a standard that will allow the current closure notice to be lifted and the reinstatement of use by commercial traffic for vessels up to or greater than 700 GRT. The intention is to seek funding (e.g. Heritage Lottery) to restore the Timber Pier. Phase B 1. The attachment of a pontoon to the inner timber pier, fully accessible to disabled users. 2. The introduction of a number of single point swinging yacht moorings within the vicinity of the pier but away from expected traffic routes. The moorings being for short stay visiting yachts only. Phase C The reconstruction of the former Victorian Ticket Office / Waiting Room (or similar) located on the Timber Pier for purposes associated with pier activities. Phase D The attaching of a galvanised steel access platform to the West face of the timber pier and in line with the existing top surface leading to an access gangway and pontoon, allowing vessels with a deeper draft to berth in any tidal state. This pontoon will give access to cruise ship tenders. The pontoon to be provided with a supply of electrical power outlets, but not a water supply or other facilities such as waste disposal. Note that THPC Ltd is in discussion with KHM and Peel Ports about the placement of anchorages for cruise vessels to provide closer tender access to the north side of the Clyde than is currently available. As well as day-to-day revenue generation, the intention is also to leverage the facilities to host events. Phase A funding will be sought from accredited sources. Phase B will be partially funded by the revenue generated from the refurbishment of the Timber Pier, as well as grant funding. Phase C funding will be sought from accredited sources. Page 234
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Phase D will be partially funded by the revenue generated from the refurbishment of the Timber Pier and the reinstated ticket office / waiting room, as well as grant funding. The combination of regenerating the historic timber Pier, Ticket Office and viewing platform with providing a modern accessible pontoon facility provides the best option in terms of maximising potential usage, garnering public support and leveraging multiple potential funding options. Page 235
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BACKGROUND Helensburgh The town of Helensburgh in Argyll and Bute is the civic centre of Helensburgh and Lomond District (population c. 25.8K) which includes the West Bank of Loch Lomond, Loch Long, the Arrochar Alps and the Rosneath Peninsula. It is a vibrant town which enjoys an enviable position within easy reach of Glasgow, Stirling and Edinburgh, whilst also being situated on the Clyde Sea Lochs, bordering both Loch Lomond and The Trossachs National Park and the boundary fault which marks the start of the Scottish Highlands, thus giving access to a wealth of attractions and activities. Transport Connections: • Helensburgh is served by two train stations. Helensburgh Central has direct trains to Glasgow (half hourly service, approx. 45 minutes) and Edinburgh (approx 2 hours). • Helensburgh Upper is on the world famous West Highland Line, one of the world’s great scenic railway lines. • It is also a stop on the Caledonian Sleeper Highlander Route, meaning travellers can get between London and Helensburgh overnight. • Glasgow Airport is approximately 40 minutes by car, with flights to over 100 destinations worldwide, including Canada, the US, Europe and the Gulf. • By road, Helensburgh is served by the main A82 route which runs from Glasgow to Inverness via Fort William. Travellers can diverge from this at Dumbarton to travel along the edge of the Clyde on the A814 to Cardross and Helensburgh (part of the Clyde Sea Lochs Trail route), or they can travel up the A82 on Loch Lomondside. • Helensburgh is only around 10 minutes from Loch Lomond on the A818. Active Travel Hub: • It is on two of Scotland’s Great Trails – as one end of the John Muir Way, and also part of the Three Lochs Way (which also links directly to a third Great Trail, the Loch Lomond and Cowal Way). • Helensburgh is the start of the circular 407 mile Wild About Argyll Bikepacking Trail. • It is also on Regional Cycling Routes 41 (Arden – Helensburgh) and 42 (Helensburgh - Rhu – Garelochhead), and has active travel routes currently in development. • Helensburgh, and specifically the Pier, is the start point of the Argyll Sea Kayak Trail. This makes it an ideal gateway for visitors to Argyll and Bute and Loch Lomond and the Trossachs. However, at present there is no facility for direct marine access to the town. As well as the obvious recreational disadvantages, this reduces opportunities for leveraging active travel routes and providing a sustainable travel network which interlinks land and marine transport. Page 236
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Helensburgh Pier Since 2018 Helensburgh Pier has been closed to marine traffic. It is our understanding from discussions with Scott Reid (A&BC Piers and Harbours) that this restriction is specific to the timber part of the Pier, and that steps will be taken to indicate that the stone Pier is open. However, at present there is no infrastructure to permit marine use of the stone Pier. Historic Significance: (For a brief overview of the history of the Pier see Appendix A.) In 2019 the Pier was designated as a Category C listed structure by Historic Environment Scotland (HES). The listing notes [HPR emphasis in bold] “Helensburgh Pier is a rare surviving example of a 19th century stone and timber ferry/steamer pier in the Clyde Estuary. … These piers played a key role in the economic and social history of coastal communities in the west of Scotland in the 19th and 20th centuries which related directly to the development of Scotland's tourism industry. . … the original 1816 build at Helensburgh, associated with former Provost and inventor, Henry Bell, is currently the first known of a sequence of pier projects that included later piers at Kirn (1823), Kilmun (1828), Hunter's Quay (1828) and Dunoon (1835). The timber pier extension of 1871 with its timber pile engineering is now also a rare survival of its building type. … it directly illustrates the story of early steam navigation, the inventions and entrepreneurship of Provost Henry Bell, the rise of tourism along the Clyde, and the socio-economic history of Helensburgh in the 19th century… … The pier in its current form largely dates to the period after Bell introduced the paddlesteamer to the Clyde but his invention and association with Helensburgh pier is nationally significant”. Following the recent discovery of the wreck of PS Comet, Dara Parsons, Head of Designations at HES, said: “Henry Bell’s Comet is of international significance as Europe’s first commercial steamship and occupies an important place in the history of steam-powered navigation.”3 It can be argued that Bell and PS Comet were the catalyst for the growth of the Clyde Shipyards.4 3 https://www.historicenvironment.scot/about-us/news/henry-bell-s-comet-designated/ 4 https://www.helensburgh-heritage.co.uk/index.php/heritage/transport/511-henry-bell-and-the-comet Page 237
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5 PROJECT BREAKDOWN – Technical Information Phase A Phase A of the pier regeneration will consist of renovating the existing timber pier to an acceptable usable standard to allow the lifting of the ban to marine traffic and reinstatement of use by commercial traffic. Usage: Berthing of vessels such as, but not limited to, PS Waverley, Hebridean Princess, Argyll Cruises, MOD patrol ships, Northern Lighthouse Board ships, substantial private yachts. The intention is to leverage the regeneration of this heritage asset in seeking funding. This phase of development aligns with national and local government policy on aspects such as historic assets and places, coastal development, blue and green infrastructure and tourism. The pier regeneration will commence with an updated resurvey of the structural members by an accredited surveying company who will produce a detailed report that will identify those elements which require immediate renewal or repair to bring the Timber Pier to an acceptable structural condition to allow the pier to reopen. Environmental: Dredging / ploughing is not required and therefore there will be no impact on the existing environmental conditions. Should it be found that disturbance of the sea bed is unavoidable the relevant stakeholders would be contacted as required, i.e. Marine Scotland and any required activities carried out to permit/licence development, e.g. Environmental Impact Assessment (EIA) Phase B The installation of a pontoon constructed from module blocks which is accessed via a hinged steel and aluminium constructed ramp secured to the Timber pier. The ramp will be so designed that the maximum permissible angle for disabled access, at the time of installation, is not exceeded at any state of the tide. Reference Photographs which show a similar pontoon construction, but supporting pipes. The Helensburgh pontoons would have side to side decking with side railings, they would be 5 Photographs showing the visit of the replica PS Comet to Helensburgh Pier to mark the 150th Anniversary in 1962, courtesy Tim Henderson. Page 238
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fully accessible with no restrictions to disabled users. The access ramp will be gated where it joins the pier, with a mechanical key code system in operation. There will be a special code so that this can, depth of water permitting, be accessed by the emergency services, MOD police, etc. The configuration gives connectivity between sea and land. The pontoons are sufficiently wide to allow stretcher movement if required. 6 As part of Phase B it is proposed that a number of single point swinging yacht moorings be located within the vicinity of the pier, but positioned away from expected traffic routes. This has already been raised with KHM. Usage: The facility could be used by, but not limited to, commercial sea excursions and powerboat training, inflatable dinghy landing area from moored yachts, kayak boarding area, swimming and gala events, tendering (with tidal limitations) from passenger cruise vessels, berthing and landing facility for RNLI, MOD Police, coastguard inflatables. This development aligns with national and local government policy on aspects such as placemaking, community wealth building, wellbeing, green networks, sustainable transport, marine recreation and tourism. 6 Images supplied by The Pontoon and Dock Company. Page 239
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Phase C Phase C of the pier regeneration will consist of reconstructing the Victorian Ticket Office / Waiting Room building as per the original but to existing building standard requirements. Usage: To hold exhibitions and provide an events space for rental and to generate income. Phase D Phase D of the pier regeneration will consist of a galvanised steel access platform being attached to the West face of the Timber pier and in line with the existing top surface. To this platform an access gangway of 40m length would lead to a 20m x 6m concrete pontoon. The access gangway would be constructed from sections of galvanised steel or aluminium which will be supported on two piles driven into the rock of the sea bed. The access from the pier would be gated. The pontoon would be supplied with electrical power outlets. (Note, there will not be a water supply or other facilities such as waste disposal. The intention is for the pontoons to be used on a day-visit basis only for step-ashore access to the town centre. Boats wishing to overnight on a pontoon will be directed to Rhu Marina for appropriate facilities. It is considered that the development of facilities on Helensburgh Pier will complement the activities of the Marina by attracting additional marine visitors to the area). Environmental: Dredging / ploughing is not required. The pontoon would be anchored to the seabed using chains and concrete blocks and the piles for the access gangway would be driven into the rock. Relevant stakeholders would be contacted as required, i.e. Marine Scotland and any required activities carried out to permit/licence development, e.g. Environmental Impact Assessment (EIA) Access requirements: The major elements would be transported by sea and therefore would not require to be transported over the existing stone pier. The access platform and associated material being of light weight would require to be transported to site using small vehicles such as a John Deer Gator with a trailer. Phase D enhances Phase B by allowing vessels with a deeper draft, up to 1.2m to berth at any tidal state. Phase B would remain in place to give shallow draft vessels the ability to berth and to give a landing platform as previously mentioned. The pontoon access would be gated and therefore controlled as per IMO and specifically MARSEC regulations thus enhancing the attraction of Helensburgh as a tendering port for larger cruise ship excursions. A water taxi service could run a scheduled service from this pontoon with destinations throughout the Gare Loch and Clyde Estuary. Possible Contractors The equipment and installation contractors who have been found to meet with experience and legislative requirements and are capable of carrying out the required work are: Phase A – Offshore Work Boats – To provide material, equipment and expertise. Archibald Henderson – To provide structural analysis and reports, including completion. Phase B - The Pontoon and Dock Company Phase C – TBC Phase D - GaelForce (Inverness) – Have visited the site. Page 240
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Income Generation It is noted that A&BC, against the background of the Rural Growth Deal Tourism and Place Program, commissioned a Helensburgh Pier Market Scoping Study from Mott McDonald/Stantec. Whilst the technical details of the phased development in this proposal have moved on considerably from those considered in the Market Scoping Study, it is important to note that whilst the Study provided costings for expenditure, and several revenue streams were identified in the report, no detailed figures were given for projected income. THPC Ltd has conducted its own analysis of potential income streams based on published reports and commercial information from local stakeholders, and an outline summary is provided below. This will be worked up into a full business case. Phase A Potential Revenue Streams: • PS Waverley (note that representatives of Waverley Steam Navigation Company Ltd are members of the group and there are possibilities for direct revenue generation). • Commercial vessels berthing fees. Phase B Potential Revenue Streams: • Commercial Operator Fees (note that THPC Ltd already has one commercial operator lined up to use the pontoon: potential operations with these and other operators include boat trips, dive boats, water bus provision to locations on the Clyde Sea Lochs, etc.) • Cruise Tender Fees • Visiting Boat Fees (Yachts, Motor Cruisers, Charters, Cruise in Company) • Leisure Users (Coastal Rowing, Kayakers, SUPs, Wild Swimming etc.) • Moorings • Sponsorship/Supporters Anticipated annual direct revenue is estimated to be in the region of £35K. Phase C Potential Revenue Streams: • Rental income from the reinstatement of the Ticket Office building for use. Phase D Potential Revenue Streams: • Tender usage on a per passenger basis • Additional temporary berthage for yachts and small commercial craft Anticipated total annual direct revenue across all Phases is estimated to then be in the region of £85K. These are conservative estimates. It should be noted that whilst there are number of other harbours, berths and marinas in the upper Firth of Clyde, these are not seen as purely competing entities. Rather, they are a potential market. Helensburgh as a town has a strong reputation for independent shopping Page 241
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and excellent eateries, which are a strong draw for day visits from other marine locations on the Clyde once step-ashore access to the town center is available. Note, the above scenarios include potential income from leveraging the facilities to hold events. For example, in 2019 the St Ayles Skiff World Championship were hosted in Stranraer, attracting 2,700 competitors and 30,000 spectators/visitors, with a net additional economic impact to the local area of between £3.5 million and £4.0 million.7 It should be noted that Helensburgh Pier was the focal point of the Faslane Fair, which brought c.20K visitors to the town. A functioning marine facility would give the opportunity to develop future events of this nature. 7 EKOS Economic Value of Boating Tourism in Scotland Survey 2022. Page 242
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Expenditure Phase A Timber Pier Renovation – we are in communication with Keith Russell of Offshore Work Boats who in co-operation with Archibald Henderson are planning to carry out the close-up structural survey during the month of September, 2024. The generated report will be combined with a meaningful quotation. The basis of which will be used to apply for funding purposes. It should be noted that the Helensburgh Pier Market Scoping Study estimated operational costs of c. £100K for an operational berth, however, this included insurances, inspections, staff costs and overheads for power, lighting and service charges. The current model for Phase A does not require staffing or provision of any services. The proposed P&D3 Pontoon comes with a 5-year warranty and has a 25-year build life. In terms of Insurance, we are currently seeking a detailed quote for this, but we know that Inspire Inveraray pay less than £3K for their Liability Insurance for their Pier. It should also be noted that dredging is a very significant cost that has been included in possible expenditure in the Scoping Study, however, the Phases have been planned to allow access without dredging. This is not only a significant cost saving, it is also more sensitive to the natural marine environment. It has recently been proven that PS Waverley can safely approach and potentially berth at Helensburgh Pier without dredging. Insurances and Documentation The following documents are being generated: • Public Liability Insurance (Are in discussion with one major marine insurance supplier but also have information on a possible alternative insurer from Inspire Inveraray). • Health and Safety Policy • Risk Assessment • Policy for Management of users, e.g. cruise tenders / commercial passengers • Policy for public users Alignment with Policy and Foundation for Funding Applications The regeneration of Helensburgh Pier aligns with National and Local Policy on several levels, and this provides a strong foundation for future funding applications. These include: • NPF4 Policy 7 Historic Assets and Places • NPF4 Policy 10 Coastal Development • NPF4 Policy 13 Sustainable Transport • NPF4 Policy 14 Design, Quality and Places • NPF4 Policy 20 Blue and Green Infrastructure • NPF4 Policy 21 Play, Recreation and Sport • LDP2 3.0 Spatial and Settlement Strategy – Sustainable Development • LDP2 4.0 High Quality Places – Design and Placemaking; Green and Blue Infrastructure; Built Heritage including Supporting the Protection, Conservation and Enhancement of Our Historic Built Environment including Listed Buildings • LDP2 5.0 Diverse & Sustainable Economy – Tourist Related Development; Informal Public Outdoor Recreation and Leisure Related Developments Page 243
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• LDP2 6.0 Connected Places – Active Travel; Pier, Ports and Harbours • LDP2 7.0 Sustainable Communities - New Sport, Recreation and Community facilities Other documentation which may be leveraged in funding applications includes: • Argyll & Bute Council Historic Environment Strategy 2015 -2020 • Argyll & Bute Economic Strategy 2019-2023 • Argyll & The Isles Strategic Tourism Partnership Visitor Economy Recovery and Growth Strategy 2022-2025 • Awakening the Giant / Giant Strides • Blue Economy Vision for Scotland • Clyde Mission Maritime Opportunities 2021 • Cruise Tourism in Scotland: Review & Sustainable Development Opportunities • Economic Value of Boating Tourism in Scotland Survey 2022 • National Transport Strategy 2 • Scotland Outlook 2030 • Scotland’s National Marine Plan / NMP2 • Strategic Transports Project Review Argyll and Bute It is also noted that Helensburgh Centre, in which the Pier is located, is in the bottom 20% (Level 2) of the Scottish Index of Multiple Deprivation 2020.8 8 https://simd.scot/#/simd2020/BTTTFTT/14/-4.7403/56.0070/ Page 244
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Anticipated Requirements and Discussion Points (A&BC) • Granting a right of access from the A&BC Stone Pier to the Timber Pier. • Listed building planning consent to affix new facilities to the existing Timber pier • Confirmation that no fees / rates will be due to A&BC due to charitable nature of the organisation for community benefit • Discussion re Health and safety • Discussion re Security • Discussion re Signage • Favourable lease of sufficient length e.g. 25 years to permit Funding Applications • Support of A&BC in making funding applications • Supply of services for development of the Ticket Office building. Page 245
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Appendix A A Brief History of Helensburgh Pier In 1806 Henry Bell feud an area of land on the shore to the east of Helensburgh. Seeing an opportunity to capitalise on the new fashion for sea bathing, he built a hotel, the Baths Inn, which was run by his wife Margaret for nearly fifty years. By September 1809 Bell was advertising in the London Papers, with hot and cold bathing and fresh and salt-water baths. Once the hotel and spa were established, he set about finding a way to transport guests safely and quickly to the hotel and the small but growing settlement of Helensburgh. Initially, in 1809, he ran a summer season stagecoach business running two coaches – the Lady Charlotte Sociable and the Mermaid – between Glasgow and Helensburgh, a journey that took some six hours. Travel by road was poor and the fly-boats (sail or oar powered) that brought the holiday makers and sea bathers were unreliable – if the wind was unfavourable it could take a whole day to reach Helensburgh. In 1810, Bell commissioned the construction of PS Comet, a steam powered paddle steamer. Built at Port Glasgow by John Wood, the Comet launched in 1812 and was the first commercially successful steamship in Europe. The impact of reliable steam navigation was dramatic and reduced journey time by water between Helensburgh and Glasgow from about 12 hours down to three and a half hours. In response to the increase in visitor numbers facilitated by steam navigation in 1816 a stone jetty, instigated by Henry Bell, was built on the site of Helensburgh Pier. Described in the newspaper of the time as a ‘ruckle of stanes’ it was a rough and ready affair. The first pier was lengthened in 1822 and in 1834 a grant of land from Sir James Colquhoun was gifted for its improvement, on condition that it was kept clear for future improvement of the pier and accommodation of passengers. Improvements were made to the Pier when it was ‘reconstructed, enlarged and repaired’ in 1859 to designs by William Spence. During the 1860s the improved pier was very busy with up to three steamers berthed at a time, and it was used on a commercial basis by local herring fishing and small cargo vessels (‘puffers’). To increase capacity the pier was further improved when the timber extension was completed in 1871 at a cost of £11,000 to accommodate the steamers. The harbour at Helensburgh was deepened in 1880 due to complaints from the sea captains that they had been bottoming in sand. In 1895 a gift of £2,000 from the trustees of Charles Kidston paid off a bond on the pier and it became free for everyone to use without any fees or dues thereafter. An entrance arch and ticket office were built in 1898 to a design by local architect Robert Wemyss, who trained under William Leiper. The pier was a centre for recreational use. In 1891 the first Helensburgh Regatta was held with yachts congregating off the Pier and the paddle Steamer Lady Clare loaned to the committee (chaired by Commodore Sir James Colquhoun) by the North British Steam Packet Company. The following year, on 5th August 1892, the event was held again on a larger scale and included rowing and swimming events, establishing the regatta as an annual event in the town. The event ran until 1903 and the annual gala became an event of the Helensburgh Amateur Rowing Club and Helensburgh Swimming Club. As well as rowing boats available to hire there was an annual New Year’s Day Swim dating back to at least 1910, and traditional sea-side pursuits such as sand castle building competitions and donkey rides, with facilities include the Bandstand (1902), the Putting Green (1925), and the outdoor Swimming Pool which was built in 1929. This was a gift to the town from Bailie Andrew Buchanan, later Page 246
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provost (1930-36). It was designed by Robert Wemyss and opened at the pierhead on 9 July 1929 and was hugely popular. In 1951 Helensburgh Sailing Club was established by several of the people who had their boats moored off the Pier, and raced in a transit line from the end of the Pier, with the courses worked out so as not to inconvenience the steamers. Steamers stopped calling at Helensburgh Pier on a regular basis in 1952 when road transport overtook waterborne transport as the preferred method of travel. However, smaller vessels such as the Kenilworth continued to run ferry services to Gourock and Kilcreggan alongside local pleasure cruises. The Pier also had a role in military operations, with a fleet of tank landing craft based there in the 1950s and ‘60s, which serviced the rocket range between South Uist and St Kilda in the Outer Hebrides. From 1968-73 there was extensive land reclamation to create a car park to the east of the pier, which filled in the East esplanade. In 1965 the Archway was removed, and in 1979 the pier was dredged, which allowed PS Waverley to berth for regular summer excursions. The outdoor pool closed in 1976 and was demolished when an indoor swimming pool was opened soon after. In the 1990’s there was a fire on the timber part of the Pier and an area was then fenced off, but the Pier continued to be open to marine traffic including the local ferry service and the Waverley. In 2012 Strathclyde Passenger Transport awarded the Kilcreggan-Greenock ferry contract to a new company, Clydelink, who then discontinued the Helensburgh service, and in 2018 the Pier was closed to marine traffic due to safety concerns. Page 247
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CHARITABLE TRUSTS, BEQUESTS AND TRUST FUNDS 1.0 EXECUTIVE SUMMARY 1.1 The Helensburgh and Lomond Area Committee are Trustees for a number of Charitable Trusts, Bequests and Trust Funds. Historically a report has been brought to the Area Committee on an annual basis with recommendations for distribution. 1.2 Officers continually seek to simplify and update processes where possible to ensure ongoing compliance with the original terms of the bequests and to reduce the administrative burden of the management and distribution. There remains a number of challenges with a single charitable fund that was established many years ago, and as a consequence of changes in society over time the intended beneficiaries of the bequests are no longer easily identified. 1.3 This report provides details of a number of the Trusts and Bequests that remain active in the Helensburgh and Lomond Area and seeks agreement from Members on proposed distribution methods. 2.0 RECOMMENDATIONS 2.1 The Helensburgh and Lomond Area Committee are asked to: 1. consider the financial position of the Charitable Trusts, Bequests and Trust Funds as of August 2024, 2. agree to make available all unrestricted funds from the Helensburgh & Faslane Cemeteries Fund to Roads and Infrastructure and thereafter to place a moratorium on the fund, 3. agree that the ‘John Logie Baird Prize Fund’ prize be limited to £30, and 4. agree that the Miss Anne Dickson Bequest is awarded on the basis outlined in paragraph 5.4 and defined within appendix 1. ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE LEGAL & REGULATORY SUPPORT 10 December 2024 Page 249 Agenda Item 12
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CHARITABLE TRUSTS, BEQUESTS AND TRUST FUNDS 3.0 INTRODUCTION 3.1 The Helensburgh and Lomond Area Committee are Trustees of a number of Charitable Trusts, Bequests and Trust Funds. This report provides information on proposals in relation to the ongoing management of these funds and seeks agreement on distribution proposals. 4.0 RECOMMENDATIONS 4.1 The Helensburgh and Lomond Area Committee are asked to: 1. consider the financial position of the Charitable Trusts, Bequests and Trust Funds as of August 2024, 2. agree to make available all unrestricted funds from the Helensburgh & Faslane Cemeteries Fund to Roads and Infrastructure and thereafter to place a moratorium on the fund, 3. agree that the ‘John Logie Baird Prize Fund’ prize be limited to £30, and 4. agree that the Miss Anne Dickson Bequest is awarded on the basis outlined in paragraph 5.4 and defined within appendix 1. 5.0 BACKGROUND & DISTRIBUTION ARRANGEMENTS 5.1 Historically reports are prepared and submitted to Area Committees outlining the status of each of the funds, proposed distribution method(s) and the amounts available. 5.2 In September 2020 the Area Committee agreed that those funds that hold less than £1k in unrestricted reserves (i.e. monies the charity has available to spend without drawing on capital or restricted reserves) be made available, in their totality, during the financial year (2021/22). 5.3 In December 2021 the Area Committee agreed to place a moratorium on the distribution of monies from 4 of the 7 funds that had historically been awarded ARGYLL AND BUTE COUNCIL HELENSBURGH AND LOMOND AREA COMMITTEE LEGAL & REGULATORY SUPPORT 10 December 2024 Page 250
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to Council Departments and allied partners. This approach served to lessen the administrative burden and will allow interest to accumulate to ensure maximum community benefit at a later date. A similar approach was taken in December 2023 with the Area Committee agreeing to ‘Kidston Park’ unrestricted funds being awarded, in their totality, to enhance the £368,500 Play Park renewal programme within the Helensburgh and Lomond area. A moratorium was subsequently placed on these funds. 5.7 Due to a higher interest rate on the Loans Fund being achieved in the year 2023-24, compared to 2022-23 the Helensburgh & Faslane Cemeteries Fund now has around £586 available for distribution. To realise community benefit from this fund it is recommended that the totality of this fund be made available to Roads and Infrastructure Services, on completion of works that meet the terms of the fund. Should the associated works reach the total amount available a moratorium would thereafter be placed on this fund. 5.4 In order to give a level of consistency to the process for those which are transferred to Council Departments or allied partners it is proposed that the Miss Anne Dickson Bequest be allocated on the basis of the interest from the previous financial year plus 1/20th of the unrestricted funds. This approach being the recommendation of Financial Officers as a means for members to meet their fiscal responsibilities as trustees, specifically that the funds are maintained over the longer term and not exhausted. 5.5 The exemption to this rule is the funds which relates to a school prize, ‘John Logie Baird Prize Fund’. 5.6 It is suggested the amount associated with the John Logie Baird Prize Fund be £30 this is in line with those awarded in other areas. This will be paid by Finance on receipt of confirmation of the recipient from the school and is awarded to a pupil showing the greatest ability in the subjects of Science and Mathematics. 5.9 Due to a number of factors including, changes in society over time and changes to personnel and corporate structures the intended beneficiaries of a single fund, Clydesdale Air Raid Distress fund, are no longer easily identified. Officers had been in ongoing dialogue with representatives from both the Lord Advocates office and The Scottish Charity Regulator in an attempt to establish appropriate methods of distributing these funds. 5.10 Largely as a consequence of the lack of associated documentation of the funds, despite making all reasonable enquiries, very little progress had been made. Consequently officers are of the opinion that progress can only now be made by following the provisions within the Law Reform (Miscellaneous Provisions) (Scotland ) Act 1990 and The Public Trusts (Reorganisation) (Scotland) (No.2) to re-organise the funds. 6.0 CONCLUSION Page 251
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6.1 This report has outlined the current position in terms of financial and distribution arrangements of the funds/bequests held in trust by the Area Committees. On approving the recommendations they will provide a clear community benefit while meeting our obligation of ensuring transparent and effective governance. 7.0 IMPLICATIONS 7.1 Policy - None. 7.2 Financial - None. 7.3 Legal - Area Committees, as Trustees, must ensure that the distribution arrangements comply with the terms of the funds/bequests, failure to do so would result in the Council being liable. 7.4 HR - To proceed with reorganisation, in terms of section 10 or 11 of the Law Reform (Miscellaneous Provisions) (Scotland) Act 1990 would require the allocation of Officer time. 7.5 Fairer Scotland Duty - None 7.5.1 Equalities – protected characteristics – None 7.5.2 Socio-Economic Duty – None 7.5.3 Islands – None 7.6 Climate Change – None 7.7 Risk – None 7.8 Customer Service – None 7.9 The Rights of the Child (UNCRC) – None Douglas Hendry Executive Director with responsibility for Legal & Regulatory Support November 2024 Policy Lead - Councillor Mark Irvine Appendix 1 – Distribution Arrangements for Trust Funds and Bequests. For further information contact: Stuart McLean, Committee Manager, 01436 658717, stuart.mclean@argyll-bute.gov.uk Page 252
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TRUST NAME CHARITABLE PURPOSE DISTRIBUTION PROPOSAL Capital (Restricted Funds) Income during 2023-24 Accumulated Funds for Distribution Maximum proposed award - 2024 MISS ANNIE DICKSON BEQUEST For poor of Helensburgh Transfer to Social Work annually for allocation. 2,948.00 212.00 1,547.00 77.00 JOHN LOGIE BAIRD PRIZE FUND Annual prize to a pupil at Hermitage Academy, showing the greatest ability in the subjects of Science and Mathematics. Paid to the Hermitage Academy School 200.00 96.00 1,849.00 30.00 CLYDESDALE AIR RAID DISTRESS FUND n/a 2,703.00 178.00 1,080.00 n/a HELENSBURGH & FASLANE CEMETERIES FUND Upkeep of tombstones etc in District cemeteries Transfer income to Roads and Infrastructure when it is confirmed that work has been undertaken. If no work is undertaken do not make the transfer until such time as work is to be carried out. 8,351.00 421.00 586.00 n/a BALLYHENNAN CHURCHYARD Upkeep of churchyard n/a 378.00 19.00 27.00 n/a CARDROSS WAR MEMORIAL Upkeep of war memorial n/a 689.00 36.00 74.00 n/a SUNDRY BEQUESTS - FORMER DUMBARTON CEMETERIES Upkeep of tombstones etc in District cemeteries n/a 2,119.00 111.00 241.00 n/a KIDSTON PARK For upkeep of Kidston Park Helensburgh n/a 1,000.00 175.00 175.00 n/a Historically awarded to Council Departments and Allied Partners. Subject to reorganisation as per the Law Reform (Miscellaneous Provisions) (Scotland ) Act 1990 and The Public Trusts (Reorganisation) (Scotland) (No.2) Moratorium in situ - Historically awarded to Council Departments and Allied Partners Page 253
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Helensburgh and Lomond Area Committee Workplan 2024-2025 Committee Date Report Description Lead Service and contact officer Regularity of occurrence/consideration Date for Reports to Committee Services Additional Comment December 2024 10 December 2024 Area Performance Report – FQ2 2024/25 Customer Support Services – Kay Owen/Lorna Gillies/ Claire McAllister Quarterly Report 15 November 2024 10 December 2024 Argyll and Bute Health and Social Care Partnership Performance Report Health and Social Care Partnership – Charlotte Craig Annual Report 15 November 2024 10 December 2024 Charitable Trusts, Bequests and Trust Funds Legal & Regulatory Support – Stuart McLean Annual Report 15 November 2024 10 December 2024 Police Scotland Update Police Scotland – Inspector Bart Simonis Quarterly Report 15 November 2024 10 December 2024 Roads and Infrastructure Service Update Roads and Infrastructure – Mark Calder Quarterly Report 15 November 2024 10 December 2024 Helensburgh CHORD Bins Roads and Infrastructure – Tom Murphy One-off Report 15 November 2024 10 December 2024 Helensburgh Conservation Area Regeneration Scheme (CARS) Development and Economic Growth – Claire Hallybone As Required 15 November 2024 Page 255 Agenda Item 13
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Helensburgh and Lomond Area Committee Workplan 2024-2025 Committee Date Report Description Lead Service and contact officer Regularity of occurrence/consideration Date for Reports to Committee Services Additional Comment Recommendation of Awards 10 December 2024 Rosneath Cyclepath Update Development and Economic Growth – Colin Young As Required 15 November 2024 10 December 2024 Expression of Interest - Lease - Helensburgh Pier Regeneration Commercial Services – Frank Montgomery/ David Allan/ Ross McLaughlin As Required 15 November 2024 March 2025 11 March 2025 Supporting Communities Fund – End of Project Monitoring Report Chief Executive – David Hagerty Annual Report 14 February 2025 11 March 2025 Area Performance Report – FQ3 2024/25 Customer Support Services – Kay Owen/Lorna Gillies/ Claire McAllister Quarterly Report 14 February 2025 11 March 2025 Roads and Infrastructure Service Update Roads and Infrastructure – Mark Calder Quarterly Report 14 February 2025 11 March 2025 Police Scotland Update Police Scotland – Inspector Bart Simonis Quarterly Report 14 February 2025 11 March 2025 Helensburgh, Cardross and Development and Economic Growth – Bi-annual Report 14 February 2025 Page 256
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Helensburgh and Lomond Area Committee Workplan 2024-2025 Committee Date Report Description Lead Service and contact officer Regularity of occurrence/consideration Date for Reports to Committee Services Additional Comment Dumbarton Cyclepath Update Colin Young 11 March 2025 Primary School Report Education – Brendan Docherty Annual Report 14 February 2025 11 March 2025 Housing Services Activity Update - Strategic Housing Investment Plan (SHIP) - Annual Update Development and Economic Growth – Douglas Whyte Annual Report 14 February 2025 June 2025 10 June 2025 Roads and Infrastructure Service Update Roads and Infrastructure – Mark Calder Quarterly Report 16 May 2025 10 June 2025 Police Scotland Update Police Scotland – Inspector Bart Simonis Quarterly Report 16 May 2025 10 June 2025 Area Performance Report – FQ4 2024/25 Customer Support Services – Kay Owen/Lorna Gillies/ Claire McAllister Quarterly Report 16 May 2025 10 June 2025 Supporting Communities Fund 2025/26 Chief Executive – Ailie Law Annual Report 16 May 2025 10 June 2025 Secondary School Report – Education – Douglas Morgan Annual Report 16 May 2025 Page 257
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Helensburgh and Lomond Area Committee Workplan 2024-2025 Committee Date Report Description Lead Service and contact officer Regularity of occurrence/consideration Date for Reports to Committee Services Additional Comment Hermitage Academy Page 258
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Document is Restricted Page 259 Agenda Item 14NOT FOR PUBLICATION by virtue of paragraph(s) 8 of Schedule 7A of the Local Government(Scotland) Act 1973
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Document is Restricted Page 265 NOT FOR PUBLICATION by virtue of paragraph(s) 8 of Schedule 7A of the Local Government(Scotland) Act 1973
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