Appendix 1 - Campbeltown Esplanade and Kinlock Park Options Feasibility Report
Argyll and Bute Council · 4 December 2024
Back to Mid Argyll, Kintyre & the Islands Area Committee — 4 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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Campbeltown Esplanade and Kinloch Park Active Travel Study Stage 1&2, Options Feasibility Report DATE: November 2024 REF: 501056 VERSION: Draft
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MARK RINKUS Managing Director Mark.rinkus@connectedtp.com Contents 1 OUTLINE BUSINESS CASE ................................................................................................................................................................ 3 2 OPTIONS DEVELOPMENT AND APPRAISAL .................................................................................................................................... 26 3 DEVELOPING THE CONCEPT .......................................................................................................................................................... 40 4 DESIGN PROCESS QUALITY AND INNOVATION ............................................................................................................................ 58 5 PROJECT DELIVERABILITY AND DESIGN COLLABORATION ......................................................................................................... 66 APPENDIX A – SOCIAL AND EQUALITY IMPACT ASSESSMENT (SEQIA) ................................................................................................ 68
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2 | P a g e www.connectedtp.com OUTLINE BUSINESS CASE
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3 | P a g e www.connectedtp.com 1 OUTLINE BUSINESS CASE 1.1 Introduction and Study Overview The Campbeltown community consists of around 4,4251 people with the town providing the service centre for the Kintyre Peninsula. The town is one of the main settlements in Argyll and is located around Campbeltown Bay. The Esplanade connects the communities to the north of the bay with the main town centre located to the south. Kinloch Park is a central feature of the community formed from largely reclaimed land. The park includes a war memorial and is the main location for outdoor community events and festivals. The Esplanade passes along the coastal side of the park and the south end connects to the A83 trunk road. The A83 provides the primary vehicular route into and out of the peninsula and is managed by Transport Scotland. The proposed study route spans between the A842 towards the northern end of the park (B842 High Street) to the A83 Kinloch Road to the south. The route is bounded by the Esplanade and the sea to the east and Lochend / Saddell Street to the west. The study area includes footpaths which criss-cross the park. This Outline Business Case (OBC) seeks to provide a ‘snapshot’ of the options to improve walking and cycling within the study extent, setting out a baseline from which future monitoring and evaluation can be referenced. The project is proposed as a phase 4 of a future cross-town route. The route consists of the 1 Census 2022 partially constructed Phase 1A Ralston Road and Meadows Avenue, Phase 1B Limecraigs Road to Cutting (delayed due to external influences), Phase 2 Cutting and Quarry Green to the CALMAC Ferry Terminal and Phase 3 linking the CALMAC Ferry Terminal along the A83 Hall Street/Kinloch Road. Phase 3 which follows the A83 is currently being considered by Transport Scotland. If realised the completion of the routes would support improved walking and cycling connectivity north and south across and through the town. This report should be considered in conjunction with the Community Feedback and Monitoring and Evaluation Report; reported separately. Campbeltown active travel route
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4 | P a g e www.connectedtp.com 1.2 Recent Study History Following the completion of the partial Ralston Road Phase 1A section of the route during 2019, consideration of the next stages is being considered. Phase 1A of the route is currently delayed at the time of writing awaiting the outcome of an Air Accident Investigation Board (AAIB) report. The incident being relating to a helicopter related fatality in the south of England which is relevant to phase 1B as the route will pass close to the Campbeltown Hospital helipad. Phase 2 of the route is being progressed by ABC and will improve the existing shared use path through the Cutting, provide new dropped kerbs to cross Kilkerran Road and a new cyclepath across the Quarry Green to adjacent to the CALMAC Ferry terminal. Transport Scotland have initiated early conversations with ABC to develop the route options for phase 3, linking along the A83 that will link Kinloch Park to the town centre and the CALMAC Ferry Terminal. Details of this section of the route are unknown at the time of writing. 1.3 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 places whilst enabling the movement 2 A project which enables travel behaviour change. of people of all ages and abilities. The project will seek to reduce car dependency, reducing the need for car based short-journey trips whilst enabling the benefits of the healthier options of walking and cycling in undertaking everyday journeys by sustainable travel modes. The project seeks to directly contribute to safety and resilience objectives through the creation of safe walking and cycling spaces. The project is therefore directly and indirectly aligned with national, regional and local policy and aligned with the strategic 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 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 3 https://www.sustrans.org.uk/our-blog/get-active/2020/in-your-community/what-is-a-20-minute- neighbourhood
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5 | P a g e www.connectedtp.com The National Transport Strategy (NTS) A figure summarising the Scottish government's journey towards reducing car dependency for single occupancy trips is presented as follows. 1.4 Population and Demographic Assessment Campbeltown currently has a population of 4,4254 residents based on a 2022 estimate. The population shows an overall decline since 2001, summarised in the following table. 4 https://citypopulation.de/en/uk/scotland/argyll_and_bute/S19002043__campb eltown/ Year Population 2001 5,220 2011 4,852 2022 4,425 The population is evenly split between males and females and weighted towards ages 60 – 69 years old and upwards. 1.5 SIMD Assessment To understand Campbeltown’s social challenges, the Scottish Index of Multiple Deprivation (SIMD) area statistics for 2022 were examined. The results indicate The National Picture
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6 | P a g e www.connectedtp.com that Campbeltown’s is ranked low overall at 734 out of 6,976 places, all social indexes receiving a low score of between 1-3 out of 10. Thirteen out of the ABC area’s 125 data zones were identified as being amongst the 20% most overall deprived data zones in Scotland. These thirteen data zones all located in the towns of Rothesay, Dunoon, Campbeltown, Helensburgh and Oban. All of these data zones are located in the area’s towns, however, deprivation can, and does, occur elsewhere. Because the SIMD identifies concentrations of deprivation, smaller pockets and instances of individual deprivation are not identified by the index. The town has a low level of car ownership with 35.9%5 of households in Campbeltown not having access to a car or van when compared with the wider Scotland (31%). The low ownership presents opportunities through the study scope to positively influence travel mode choice and access to essential services through improvements to infrastructure to support everyday travel by walk and cycle modes. Limited access to a private car may limit accessibility to services and opportunity by restricting the ability to move around with evidence showing that residents in smaller communities are typically disadvantaged by being more reliant on car ownership and exposed to greater costs of accessing goods and services. 5 2022 census Most people living within Campbeltown commute to work within the town or indicate no fixed place of work. A small portion work in Tarbert, Lochgilphead and off-shore. Reliance on private car and the A83 are two key notable observations. The community’s primary employment industries are agricultural, whisky and tourism with many attractions of scenic southern Kintyre. The town suffers from comparably high levels of unemployment, above the average rates across Argyll and the Islands, Highlands and Islands and Scotland. The annualised Jobseekers Campbeltown SIMD low ranking
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7 | P a g e www.connectedtp.com Allowance claimant count rate in 2013 was 4.4 per cent in Campbeltown, 3.2 per cent in Argyll and the Islands, 2.4 per cent in Highlands and Islands and 3.7 per cent across Scotland. 6 The Scottish Rural Policy Centre (SRUC) published a report entitled ‘Rural Scotland in Focus’ 1.6 Rural Deprivation 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 fuel cost with a predominant market of independent providers, unable to offer the prices of larger national outlets. This issue raises a secondary cost to 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 the town, more fuel often is required to travel for day-to-day work and leisure.
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8 | P a g e www.connectedtp.com A report on the Minimum Income Standard for Remote Rural Scotland and research on the subject 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. 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 research has 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 / local transport challenges; improving accessibility and access to 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 well-being through increasing daily physical activity. The reprioritisation of our streets to a more equitable distribution of limited public space, 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 the community are a core consideration in helping to mitigate some of the challenges of rural social deprivation. 1.7 Understanding Place Campbeltown The town is the westernmost mainland town in Scotland (if the port of Mallaig is not counted as a town) and has a port and a central close grid of historic streets. Its position near the end of the long Kintyre peninsula makes for a time- consuming road journey, and to some extent the area relies on sea and air transport, similar to islands in the Inner Hebrides. However it is linked to the rest of Scotland by the A83 trunk road. Bus service is provided under contract to ABC by West Coast Motors, who also operate services to Glasgow for Scottish Citylink. Ferries sail from Campbeltown to Ballycastle in Northern Ireland, operated by Kintyre Express. The service, which operates to Ballycastle every Friday to Monday during summer months and on Mondays and Fridays during the winter months, commenced in 2011. Campbeltown supports access to multiple everyday community services including: Campbeltown High Street, supplying most everyday service essentials; Castlehill and Dalintober Primary Schools and Campbeltown Grammar School;
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9 | P a g e www.connectedtp.com Equilibrium Leisure centre; Esplanade and Kinloch Park; Distilleries; Daavar island; Campbeltown Picture House; and Various churches. Campbeltown Esplanade Campbeltown Esplanade is a feature of the town. The Esplanade connects to the A83 trunk road at the town centre and follows the bay to towards Dalintober and the B842 and northern communities. The route consists of a wide (18m carriageway) with 2m wide footways provide along both the coastal and inland side. The route is lit on the inland side of the carriageway. The Esplanade provides connection to the town’s war memorial and main bus stances located towards the southern end, nearest the town. The route benefits from a formal surface water drainage system that drains the carriageway untreated into the bay. Between the bus stance and Esplanade, recent improvements include the formation of a seating and landscaped area. During the peak summer months, the town caters for a number of tourist visitors. The Esplanade is used to parking campervans and caravans overnight and can become busy. The Esplanade is also used during the town festival events, supporting vehicular access to Kinloch Park. The route is designated cycle route with a permanent cycle and pedestrian loop counter installed near the junction with the A83. A number of wayfinding ‘finger’ signs are provided to support tourist / visitor navigation through the area whilst The Esplanade is a wide by modern road design standards
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10 | P a g e www.connectedtp.com benches and bins are provided at either end of the route and at the war memorial (c.250m apart). The route is owned and maintained by ABC and is subject to a 30mph speed limit. Kinloch Park Placemaking seating area between bus stance and Esplanade The Esplanade is a signed posted cycle route
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11 | P a g e www.connectedtp.com Kinloch Park is the towns primary green space and is used to host festivals and events. Bounded by the Esplanade to the east, Lochend Street to the west the B842 to the north and the A83 trunk road to the south, the park is formed on reclaimed land. The park is mostly laid to grass formed on a level surface. The park is cris- crossed by remote footpaths supporting access across the park. The footpaths are formed of bound surface materials but unlit which may inhibit access by some user groups, particularly during darker winter nights. The park is featureless and undeveloped. It is understood that storm surges can cause flooding across the Esplanade in to the park which often results in seaweed being deposited on the grass areas. The towns swimming poor and gym (Aqualibrium) along with two children’s play areas bound the park on the western side. Both play areas have a limited selection of play equipment. Play area located on Kinloch Park War memorial located on Kinloch Park
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12 | P a g e www.connectedtp.com Campbeltown Harbour Campbeltown Harbour is a commercially flexible port at the southern tip of the beautiful Kintyre peninsula. The Quays and Marina are home to a multitude of activities - fishing, cargo, timber, leisure and cruise ships, with modern facilities, storage and 24-hour CCTV. The Marina has 54 berths. Calmac operate a summer vehicle and passenger service from Ardrossan on the Ayrshire coast to Campbeltown. The Kintyre Express is a passenger ferry service which operates trips between Campbeltown and Ballycastle in Northern Ireland with links to the Island of Islay. The harbour caters for the transportation of wind turbine component parts which are transported via the A83, which is also a designated Abnormal Indivisible Load Haul Route (AIDL). A83/ Kinloch Road The A83 trunk road is a major 98 mile/158 km road in the south of Argyll and Bute in the Scottish Highlands. The A83 is a vital artery route through Argyll, spanning from Tarbet on the western shore of Loch Lomond, where it splits from the A82, to Campbeltown at the southern tip of the Kintyre peninsular. The route is part of the Kintyre Way, one of Scotland’s long distance walking routes, which passes along the A83 along Kinloch Road towards the cutting on the south eastern edge of the town. The A83 is well trafficked, supporting the movement of vehicles into and out of the town and through the peninsula. The route caters for a range of Heavy Goods Vehicles (HGVs) including abnormal loads such as windfarm components. With the extent of the study area, the A83 / Kinloch Road is formed on an east / west axis as a 12m wide carriageway supporting the bi-directional movement of traffic. Footways are provided on both the north and south sides of the carriageway with the footways being in general c.2m wide. The route is lit and subject to a 30mph speed limit. The road includes a parking lay-by on its southern edge to support on-street parking. The northern edge is subject to a parking and loading restrictions with double yellow lines present. The A83 / Kinloch Road
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13 | P a g e www.connectedtp.com Lochend Street Lochend Street forms the western boundary of the study area and Kinloch Park. The route is formed on a north / south axis consisting of a c.14m wide carriageway with 2m wide footways located on both the east and western sides. The road is lit from both sides of the carriageway and is subject to a 30mph speed limit. The route provides access to the A844 and is used by children walking to Dalintober Primary school from the residential areas along the side of Kinloch Park and to the south. The route supports access to the Tesco supermarket and bus operators service yard as well as a number of smaller residential access roads such as John Street. The carriageway is in generally good condition although many of the junctions and accesses across the route do not include dropped kerbs or tactile paving to support the movement of those less able. On-street parking does occur along the route length and the route is part of an established bus route. Lochend Street is part of an established bus route
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14 | P a g e www.connectedtp.com 7 The esplanade was resurfaced during 2024 A842 High Street The A842 provides an east west route from the Esplanade across Saddell Street. The route is formed as a c.7.3m wide carriageway with c.2m footways provided on both the north and south sides of the carriageway. The route is lit from both sides of the carriageway and is subject to a 30mph speed limit. Similar to other roads in the study area, the road does not include dropped kerbs or tactile paving at its junctions or accesses across the route. Dalintober Primary School takes access from the A842 with the school children required to cross the route to access the school which is located on the northern side of the carriageway. 1.8 Infrastructure Condition The Esplanade is predominately surfaced using a bound surface asphalt behind the sea defence wall7. The surface is in generally good condition. Lighting is provided via lighting columns installed on the inland side. Lochend Street is wide and accommodates on-street parking
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15 | P a g e www.connectedtp.com The route does not include any dropped kerbs to support the movement or crossing of pedestrians with the exception of the connections to the bus stance located on the southern extent of the route. Overall, the infrastructure within the study area is in generally good condition. 1.9 Tourism, Visitors and Local Economy Campbeltown Main Street provides a core function as the heart of the Campbeltown Community and provides a service centre to the wider region. The Main Street consist of a wide range of retail and commercial uses supporting everyday services. Like all towns, Campbeltown businesses face a challenging economic headwind having suffered through the COVID-19 pandemic with the cost-of-living crisis, fuel cost rises adversely impacting the viability of businesses to be able to afford occupying high street spaces. As a peninsula community, the decline in footfall due to alternative online / home delivery options is less pronounced. Tourism is a core component of the community’s economy, architecture and heritage such Davaar Island. The area is popular among whisky tourists with many visiting during the summer months as part of the whisky trail. 1.10 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 Lochend Street 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. Electricity Line search before you dig has indicated multiple HV main cables in the vicinity of the project route. Consideration should be taken for any works undertaken within the vicinity of the cables In line with SSE guidance. Dropped kerbs are provided at the bus-stance
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16 | P a g e www.connectedtp.com Foul/Surface Water Scottish water GIS plan has indicated a water main is present along the Esplanade. Communications Telecommunication apparatus was noted to be located along Victoria Street. Gas Gas apparatus was noted to be located along Lochend Street. Flood Risk An extract of the SEPA flood risk for the project area is supplied separately. The extract confirms that the project route is not at risk of flooding from a 1:200-year event. 1.11 Landownership and Rights of Access The project route extent consists of road space publicly adopted by Argyll and Bute Council. The Esplanade and Kinloch Park are also owned by ABC. The project area is flanked by commercial and residential properties. 1.12 Understanding Travel Behaviour The study route forms one of the only two major traffic north south routes through the town. The route will complement the ongoing phase 1 and phases 2 and 3 that are being developed which together will provide a wider area walking and cycling network. Once complete, the route will provide a key route for the town centre supporting access from key trip generators to key trip attractors. This will include trips to and from the town centre north and south towards the residential areas. 1.13 School Travel The design team met with the Campbeltown Grammar School pupils’ council to discuss the project. Following introduction to the project and a review of the projects aims and objectives, the scope and challenges of the project along with the barriers to walking and cycling in Campbeltown were discussed. The school engagement has confirmed that a number of the town's younger members do own bikes and regularly walk or cycle along or within the study area. The engagement highlighted a number of challenges which were recorded through the project survey feedback.
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17 | P a g e www.connectedtp.com 1.14 Public Transport Bus services around the town are operated under contract to ABC by West Coast Motors who provide public transportation services in various regions of Scotland. They offer a schedule of bus services connecting the various towns to Campbeltown including Drumlemble and Westport. A review of the bus services offered suggests that the town benefits from an effective public transport service with a range of services operating on a 30- minute service frequency. The town’s main bus stances are located to the southern end of the Esplanade and benefits from a bus only access from the A83. The stances includes three bus bays (two on northern side of carriageway and one on south side). 1.15 Stage 1 Baseline Data To support this project, a number of data sources were consulted to provide a snapshot of people and traffic volumes speeds and movements during February 2024. The town is a known tourist destination with the peak of visitors between May and September. Any traffic surveys undertaken out with the peak seasonal period of May to September will therefore reflect seasonal off-peak (primarily reflecting local community and business use) results. The surveys consisted of Automatic Traffic Counters (ATC) installed for 7 days along the Esplanade and A844. Junction Turning Counts (JTC) were located at A844, Esplanade and Kinloch Street junctions. The counters recorded all vehicle movements including vehicles speeds and volumes by direction continuously. To support an understanding of parking behaviours in the area, parking surveys were also commissioned to capture on-street parking behaviours along the Esplanade. In addition to the ATCs, Non-Motorised Users (NMU) surveys were also undertaken during the same period. The NMU surveys were located at the busiest locations along the route corridor. Stage 1 - Campbeltown Grammar school pupil council engagement
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18 | P a g e www.connectedtp.com 1.16 Stage 1 ATC Results The results of the surveys indicate that the typical traffic volumes along Kinloch Road to the south of the study area are around 2,200 vehicles consisting of 1,500 per day in eastbound direction and 700 in the southbound direction. These volumes are noted to be comparably low when compared with the roads theoretical design capacity. The difference in flow may be explained by how vehicles are travelling through the town centre with drivers choosing to travel westbound along Longrow. Vehicle speeds were noted to be within the speed limit with an 85th percentile speed of 25mph being recorded (30mph limit). Mid-way along the Esplanade, northbound vehicle numbers are similar at around 2,600 vehicles per day with vehicle speeds marginally lower at 20mph. At the north shore end of the Esplanade, the number of vehicles reduces to around 500 vehicles northbound and 700 vehicles southbound (1,200 vehicles total). The corresponding vehicle speeds are around 28mph and again within the speed limit. Traffic composition along this route is 86% cars or light vans with 14% classed as Heavier Goods Vehicles (HGVs). Location and range of survey data Collection ATC results by location did not highlight any capacity issues
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19 | P a g e www.connectedtp.com 1.17 Stage 1 Non-Motorised Users (NMU’s) The NMU surveys were located on the junction Princess Street / George Street / B842 junction and at the bus stance on the south side of the Esplanade. The surveys recorded a three day snapshot of pedestrian and cyclist movements. The surveys captured all pedestrian and cyclist numbers by travel direction within a 12hr day 09:00 to 19:00 over a typical off-peak weekday and weekend. The results of the surveys indicated that the Esplanade is well trafficked by pedestrians with 359 people recorded over the busiest day. The coastal side footway was noted to be most popular footway with only 71 people recorded to walk along the inland footway. Unsurprisingly, cycling numbers is low at this location noting the time of year with only four cyclists recorded over the course of the day, favouring the coastal side footway. The bus stance junction at Kinloch Street was the most heavily trafficked by pedestrians of the three locations surveyed. A maximum of 435 people being recorded along with 5 cyclists. The A842 junction survey indicated the A842 is well trafficked by pedestrians with 116 people recorded to walk along the southern side footway. Cyclist numbers were again low with only 5 cyclists being recorded. Off-peak (February) 12hr pedestrians and cyclist Off-peak (February) 12hr pedestrians and cyclist movements
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20 | P a g e www.connectedtp.com 1.18 ABC Cycle Counters ABC have installed a permanent pedestrian and cycle loop counters on the Esplanade. With the exception of when the counter has malfunctioned, the counter captures data continually 24 hours per day and each day of the year. The data can be used to understand how the number of pedestrians and cyclists change over the year. A review of the data indicates that the counter has year on year overall poor data coverage. Examination of the data that is available indicates that the counter is malfunctioning and cannot therefore be used. 1.19 Stage 1 Parking Analysis Parking surveys were undertaken during early February 2024. The surveys included on-street parking within the study area focused on the Esplanade route. The survey results indicate that the Esplanade is used for parking with parking demand toward the north of the route (zone A) typically low relative to available on street capacity. A maximum demand equated to only 56% within zones A and B with the west side (inland side) of the carriageway busiest. Parking along zone F nearest the town is notable busier with demand maximum of 98% noted for the 6 spaces available on the western side of the carriageway. Adjacent to this zone E, parking demand reduces to a maximum of only 45%. It is noted that zone E is immediately adjacent to zone E, requiring only a short walk of less than 30 seconds. The parking duration for vehicles parking regular within the zone F is also noted to be comparably longer with an average duration of stay at over 5 hours suggesting that the spaces are used by the staff of nearby businesses or local residents. Summary of Esplanade counter walk / cycle data On-street weekday and weekend parking by zone
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21 | P a g e www.connectedtp.com 8 https://www.crashmap.co.uk/ 1.20 Seasonal Variation As noted previously, the town is subject to seasonal traffic variation with traffic numbers understood to increase over the summer peak months. 1.21 Road Safety A review of the Crash Map Road Safety8 website indicated that there have been no incidents documented in the vicinity of the study route between 2018 and 2023. The nearest recorded accidents occurred in Lochend Street just south of the Tesco. The incident was slight, involving only one vehicle and one casualty. It's important to note that this does not necessarily imply that no accidents have taken place within the study route, but rather that emergency services were either not required or not notified. Accident history 2018 - 2023 On-street parking survey zones
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22 | P a g e www.connectedtp.com 1.22 Parking, Access and Management Parking within the study area consists of on-street parking. There is adequate parking space provided along the Esplanade noting that there are no designated parking bays and few parking restrictions. ABC is a decriminalised parking authority which enables parking to be enforced by the councils own civil officers. The council has a limited number of enforcement wardens to cover a wide geographical area. Wardens accessing Campbeltown have to travel for at least two hours to make the 87-mile trip – meaning the wardens reportedly arrive around the middle of the day and have time for one patrol before returning. At the time of writing, an additional parking officer is being considered by ABC. 1.23 Current Travel Patterns The 2022 census data for Campbeltown was examined to understand current travel behaviours and travel patterns within the project area. It is noted that more rural locations are more likely to be more dependent on private car use when compared with the Scottish average. Travel mode preference in Campbeltown is anticipated to reflect this trend. 9https://www.nrscotland.gov.uk/files/statistics/council-area-data-sheets/argyll- and-bute-council-profile.html 1.24 Understanding The Communities Demographics The National Records of Scotland data as at 2022 shows of the Campbeltown population of 4,514 14.8% were children aged 0-15 years, 59.3% were people aged 16-64 years and 26.0% were people aged 65 years and over. There is a greater percentage decrease in the population aged 0-15 years compared to Highland or Scotland. The National Records of Scotland shows the population has increased by 19% in the period 2002 to 2022 with a difference between age groups concerning population change. There was a 63% increase in the 65+ age group, which occurred year on year since 2002. A greater percentage decrease in the population aged 0-15 years is evident when compared to Highland or Scotland. The overall population is forecast to increase between 2018 and 2030 and the population will continue to age. The number and proportion of people in the 65- 84 and 85+ age groups are projected to increase, whereas the population aged 0- 15 years and 45-64 years are projected to decrease.9
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23 | P a g e www.connectedtp.com 1.25 Where do People Currently Cycle? Campbeltown is part of the Kintyre Cycle Network a 62-mile (100km) route following NCN 78 from Inverness through to Campbeltown and right along the Esplanade which is the site of the proposed project. A review of the cycle and walking activity app Strava shows the Esplanade is a popular walk and cycle route. This demonstrates a good demand of cycling in the Campbeltown area, and a key tourist attraction. Extract from national records of Scotland The Caledonia Way (previously NCN 78) links from Campbeltown to Inverness
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24 | P a g e www.connectedtp.com 1.26 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 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 some users 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 with shoppers who access shops by active travel spending less per visit but making more frequent visits and spending more over a month. 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 in the UK revealed an average return of £13 for every £1 invested and returns as high as £19 for every £1 invested. Study Extent Strava walk / cycle extract Study Extent
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25 | P a g e www.connectedtp.com OPTIONS DEVELOPMENT AND APPRAISAL
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26 | P a g e www.connectedtp.com 2 OPTIONS DEVELOPMENT AND APPRAISAL 2.1 Investigating the Network In advance of the Stage 1 Community engagement process undertaken during February 2024, the design team worked with the steering group to conceptualise route concepts which could be used to help identify the community’s appetite for change and set the ambition for the design. Following design team discussion, it was agreed that the most effective approach to developing a walking and cycle improvement through the study area would be through first working with the community to understand their preference for which route corridor should be developed. Options included the Esplanade but also Kinloch Street, Saddell Street and the A842 High Street and the footpaths through the park. To support this approach, the study area was set out to include 4 waypoints labelled A, B, C and D. Each waypoint being located at a key route decision point within the study area plan. The route corridors were developed in stages set out as follows: A constraints plan was developed to capture all known geographic, ecological and physical considerations within the identified route corridors. Following engagement with Campbeltown Community Council and ABC a land ownership register was produced to accompany a land ownership plan. A suite of data collection surveys was commissioned, including traffic surveys, NMUs. The results were consolidated and considered. The results of the traffic surveys were considered in conjunction with the route design guidance provided within Transport Scotland’s Cycle by Design 2021 update. It was noted that the Esplanade already provides a good quality walking and cycling route which should ideally support the majority of the route design. The use of the Esplanade was also noted to be a key objective of previous studies. The Esplanade was debated within the design team and the number of technical challenges were identified. These included avoiding alteration to the sea defence and considering impacts on Kinloch Park and the war memorial. On reflection it was agreed that the Esplanade must be promoted as a potential route corridor option. The route corridor options considered are summarised as follows and graphically overleaf.
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27 | P a g e www.connectedtp.com Waypoints used to help the community identify the most appropriate route for development
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28 | P a g e www.connectedtp.com 2.2 Understanding the Route Corridor Options Each of the route options are described in greater detail as follows. Route Option 1: Route formed on Esplanade. North Shore Street connect to Kinloch Road. Length 393m Description Existing route is wide enough for to put a cycle route and provide improved layout for parking and pedestrians Key Challenges Avoid impact on sea defences Busy during summer peaks Coastal exposure Key Opport’ies Most direct route for tourists Car parking route Lower capital costs No impact on bus, More pleasing environment Limited impact on existing drainage systems Limited impact on the Kinloch Park area Route Option 2: Widen existing footpath on Kinloch Park. Length 261m Description The route would be formed on the inland side of the Esplanade. The route cross into Kinloch Park and would be maintained with the whole route being widened into the Kinloch Park area by around 3m Key Challenges Major impact on drainage and services as floods are common in the park Increased risk of cycle / pedestrian conflict Possible higher capital cost Key Opport’ies Cyle route on busiest inland side nearest all key trip attractors Most direct route connecting John Street and Kinloch Road and Esplanade Avoid changes to front green Simpler creates a safer route towards the primary school for safer journeys Route Option 3: Route on Kinloch Road Route Length 168m Description Following Kinloch Road and connecting route to Saddell Street, the route would be formed for both pedestrians and cyclists. The footways would be widened to reduce road width to allow pedestrians and cyclist to cross over safely. Key Challenges Major impact on kerbs, drainage and services A bus route carriageway Higher capital cost Key Opport’ies Cyle route near all key trip attractors Most direct route Simpler interface with Ferry Terminal Junction No impact on existing green
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29 | P a g e www.connectedtp.com Route Option 4 - Route on Lochend Street/Saddell Street Length 198m Description Following from Kinloch Road. The route is existing to join Saddell street and has potential to improve for safer travel. Key Challenges Major impact on kerbs, drainage and services Some impact on front green area Higher capital cost Key Opport’ies Cycle route near all key trip attractors Most direct route 2.3 Considering an Appropriate Route Design Standard The route design standard was subjected to review using Transport Scotland’s Cycling by Design 2021 guidance. Noting the results of the vehicle traffic/speeds, the number of potential NMUs that the route standard appropriate for a shared use facility (mixed street). As the majority of the route corridor options are located within a 30mph speed limit and traffic speeds and volumes are low. Shared use paths and segregated cycle routes were considered appropriate. The type and standard of route will vary based on the corridor option progressed and evaluation of available land space. 2.4 Considering The Technical Challenges The War Memorial The main issue along the Esplanade is parking near Kinloch Park which is a central feature of the community. The park includes the war memorial and is the main location for community events and festivals. The community have noted issues associated with insufficient parking because of cars and campervans in addition to parking occurring close to the memorial or blocking the sea views. Bus Stance The bus stances located at the south of the Esplanade currently support two-way movement of bus-only traffic with bus stops located on both sides of the carriageway. A bus gate limits access to the stance by general traffic. General parking at the Esplanades southern end is noted to be in greatest demand. A review of the bus stance indicated that the three bus bays are rarely all occupied. During observation, only two bays were used simultaneously with the size of the bays larger than the occupying buses. The stance is also noted to be ‘isolated’ from the wider network and requires crossing of a road to access the southbound stops. Recent landscape design work has sought to improve the appearance of the bus stance island although its value as a place to dwell is expected to be limited, primarily due to being surrounded by roads and traffic. Traffic Volumes It is noted to be challenging to accurately predict any changes to traffic volumes as a result of the concept being implemented. This is primarily due to the
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30 | P a g e www.connectedtp.com challenges in forecasting drivers route decision making within a complex urban area which reflects the level of congestion and vehicles speeds at that time. HGV numbers are noted to be in excess of 300 vehicles per day along the Esplanade which caters for over 10% of Heavy Goods Vehicles and occasionally all HGVs. As a result, a facility segregated from the carriageway would be appropriate for this route. As the route is within a 30mph area, the segregation strip may be 0.5m subject to agreement of technical standards. Loading and Servicing Currently, loading and servicing along Lochend Street is catered for by frontage access. With the exception of the Tesco store, bus depot and distillery, service vehicles park where they can and utilise pallet trucks to make deliveries through business’s front doors. There are few businesses directly fronting the study area where service and loading is a notable consideration. Road Safety Feeback received through the stage 1 engagement combined with on-site design team observation indicates that there are a number of road safety challenges that could be addressed through the project design process. These include: Pedestrians crossing Kinloch Road which often required pedestrians to cross between parked cars. A lack of formal crossing points limits the mobility of those less able. The most obvious points for crossing support are the bus stance and outside the Aqualibrium. Higher vehicle speeds and lower level of lighting during the darker winter months exacerbate this issue. Cycling along the Esplanade is not attractive to less confident or younger cyclists are required to cycle on the live carriageway between parked cars and moving vehicles. Cyclist / pedestrian conflicts along the Esplanade could be addressed through segregation of the user groups. Pedestrian routes across the Esplanade are not well presented, particularly for the mobility challenged. The unlit footpaths across Kinloch Park are unwelcoming to some user groups and limiting to use during the darker winter months. Street Trial Street Trials are normally reserved for Category 4 (large and complex) Transport Scotland funded Places for Everyone (PfE) projects (administered by Sustrans) where the scale of the project would justify the additional costs of trialling the concept. Notwithstanding, Campbeltown is a small scheme with a likely small cost associated with producing a Temporary Traffic Regulatory Order (TTRO) and temporary surfacing works required to test parts of the concept. The preparation of the temporary order will however take time requiring public notification and collaboration with the Council.
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31 | P a g e www.connectedtp.com Maintaining the Design A key challenge to all design options relates to the development of a robust maintainable design. Often the choice of materials that meet the maintainability criteria will be restrictive as the council will need to maintain a store of the materials to support future repair works. A number of services are noted to be present along Kinloch Street. Evidence recorded on site indicates that ongoing repair and replacement works by utility service providers will continually disturb any new design. It is unlikely to be possible to relocate the services as part of the design process due to the likely disproportionate costs. Alternatively, the design and material selection should take cognisance of the need to access services and be provided to improve the quality of any repair works. The choice of design materials will require careful consideration as part of the next stages of the project and will be discussed in greater detail in the next chapter of this report. Preliminary Flood Risk Assessment The site has been reviewed for potential sources of flooding following ABC Supplementary Guidance on Flood Risk. These are outlined below along with a qualitative assessment of the risk they pose to the route. Fluvial Flooding: The SEPA Indicative Flood Map shows that the location of the site is 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. Coastal 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 to be at risk of flooding and further investigation is considered necessary. Community Feedback Reference is drawn to the results of the community and stakeholder feedback reported within the Community Feedback Report. A summary of the community’s feedback is summarised as follows. Concerns relating to the use of the existing road route Parking is a premium within the town. Many of the town’s frontage buildings do not have alternative parking locations. Parking stresses increase with the influx of summer tourists. Parking along the Esplanade is suggested by the community to be challenging. Campervans and coaches often park along the route during the summer tourist months. The Esplanade is well trafficked by a number of HGVs (14%). These are often larger tractors or lorries. Kinloch Park should be protected.
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32 | P a g e www.connectedtp.com Crossing by pedestrians of the A83 / Kinloch Road is noted as a challenge. The proposed new community gardens being developed just west of the Aqualibrium may generate additional crossing demand and a formalised crossing point would be desirable. There is a lack of crossing opportunities along the Esplanade to support the movement of pedestrians and cyclists. Improve cycle walking connectivity between the north shore and the Esplanade and the town centre would be desirable. Stakeholder Feedback Reference is drawn to the results of the community and stakeholder feedback reported within the Community Feedback Report. A summary of the stakeholder feedback received is summarised relevant to this stage of the concept design is as follows. 2.5 Route Appraisal Against Cycling by Design (CbD) 2021 The route corridor was subjected to a review using the Sustrans route assessment criteria in combination with Cycling by Design 2021. The concepts 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 concepts, unsurprisingly would need further investigation to determine an appropriate standard of design provision. No consideration of the relative weighting of the evaluation criteria has been undertaken.
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2 | P a g e www.connectedtp.com # Route / Option Length (m) Proposed Intervention Structures Required 1 High level of Service 10-14 2 Medium level of Service 15-23 3 Low level of Service 24-30 Costs Deliverability Accessibility Local Need Safety Cohesiveness Directness Com fort Attractiveness Adaptability Total Option 1 393m Route Option 1: Path formed on Esplanade. North Shore Street connect to Kinloch Road. no 3 2 1 1 1 1 1 3 3 1 17 Option 2 261m Route Option 2: Widen existing footpaths on Kinloch Park. no 1 1 1 1 2 1 1 2 2 1 13 Option 3 168m Route Option 3: Widen existing route on Kinloch Road no 3 3 1 1 1 1 1 2 1 1 15 Option 4 198m Route Option 4 - Widen Existing Route on Lochend Street/Saddell Street no 3 3 1 1 2 1 1 2 1 1 15
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38 | P a g e www.connectedtp.com 2.6 Recommended Stage 1 Outcomes Following a review of the route corridors presented and acknowledging the low level of community feedback, it is proposed that all route options are developed to concept design. The provision of a concept design will assist the community in engaging with the design at the next stage of the project as it is easier to comment and engage with a visual presented proposal. 2.7 Considering Those with Protected Characteristics An appraisal of the project has been undertaken using a Social and Equality Impact Appraisal template (SEQiA). The results of the assessment are included in Appendix A. Taking cognisance of the appraisals summarised previously it is noted that all concepts would be provided to achieve a Cycle by Design ‘high standard’ of provision10. Once a preferred route(s) alignment has been determined the design should consider best practices to maximise the route accessibility for all user groups and abilities. 10 Subject to reducing total traffic flow
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39 | P a g e www.connectedtp.com DEVELOPING THE CONCEPT
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40 | P a g e www.connectedtp.com 3 DEVELOPING THE CONCEPT 3.1 Deciding the Extent of the Design A key ambition of the concept design process is to identify a preferred single route corridor for consideration and development. During stage 1, the community were asked to identify which combination of routes around the park could be developed to offer the most useful corridor(s) which would encourage everyday travel by sustainable travel modes. Overall, the routes through the park were less popular and no clear recommendation was made regarding which of the route corridors would be most appropriate for consideration in stage 2. The overall level of stage 1 feedback was also comparably low confirming that the community’s voice had not been fully heard. Taking these points into consideration, the design team decided to develop a concept for the whole area including the streets surrounding the park. The resulting stage 2 concept would be developed to provide a visual concept which will assist the public in understanding the scope of the funding and what could be achieved. This may in turn generate a greater level of community feedback during stage 2. The team worked with Transport Scotland (TS) to ensure alignment between the emerging Kinloch Road design and the interfaces with the Esplanade for this project. The resulting design was presented as a video ‘fly-through’ to assist in communicating the design to the public. 3.2 Designing with Nature A key consideration of the design process is to avoid an impact on flora and fauna. A Preliminary Ecological Appraisal (PEA) commissioned during stage 1 was used in support of the concept development process. The assessment identifies and reports on a limited number of ecological points of note within the study route. The ecological constraints plan was overlaid on the concept option plan to check that the concept does not impact on any ecological matters. The check confirmed that the concept is not likely to have any impact. Further validation should be undertaken during stage 3, detailed design. 3.3 Investigating the Network The concept was subject to continual development to address the challenges noted. On some of the routes limited corridor width is available to accommodate competing demands on road space. The resulting approach included: Redesigning the Esplanade to include a minimum route design standard to incorporate ‘high level of provision’ segregated cycle route. This approach is validated as the route is expected to cater for a higher level of end users. The resulting constraints plan was then used to identify the
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41 | P a g e www.connectedtp.com minimum space requirements of the facility that would best accommodate all competing public space considerations. Examine narrowing of the road corridors but retaining existing corridor heel kerb lines. This approach will minimise overall construction capital costs, reduce drainage impacts and impacts on the adjacent sea defence. Maintain a vehicle parking free space in front of the war memorial, aligned with stage 1 feedback. Provide dedicated coach, lorry and campervan parking as identified through stage 1 feedback. Formalise on-street parking by introducing marked parking bays. These will assist in maximising parking capacity by supporting drivers to park within the spaces provided. Reduce the overall operational carriageway width to a standard 6.5m. This will allow improved crossing opportunities for pedestrians, whilst still catering for large goods vehicles that require to use the route. Increase the number of pedestrian crossing points along the route. Many of the crossing points are located where the community expressed a need for improved crossing. Only apply minimal changes to Kinloch Park, as identified by the community. Redesigned the Esplanade / Kinloch Road access junction to provide additional parking spaces at the town end of the Esplanade where parking demand is known to be at its greatest. The emerging concept design is shown in the following figure.
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42 | P a g e www.connectedtp.com Stage 2 – Emerging concept
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43 | P a g e www.connectedtp.com 3.4 Maintaining the Concept A key challenge of any design is ensuring the robustness and minimising future maintenance requirements of any changes. To support this, a series of workshops were held with Argyll and Bute Network Management Representatives in advance of developing the final concept design. In advance of each workshop a concept option plan was shared to support discussion. The key points of each workshop are summarised in the remainder of this chapter. 3.5 Working with Stakeholders Argyll and Bute Network Management (Workshop 1) Due to carriageway construction and drainage arrangements, developing the route on the Esplanade route on coastal footway side was agreed to be the beneficial route option. The operational carriageway width must be maintained at a standard 6.5m to give sufficient road space allowance for HGV and buses. It was agreed that the road width reduction to a more typical design standard would improve pedestrian crossing opportunities and help encourage lower vehicle speeds. Improvements to parking capacity along the route are supported. Any changes should consider seasonal parking impacts and the demand for coach and campervan parking where possible. Improved access for pedestrians to visit the war memorial by reducing car parking spaces on the inland side of the carriageway and /or preventing campervans from parking in front of the memorial. Based on the feedback received, the concept design was developed considering the above noted points. The emerging design was again subject to review by ABC network management and maintenance representatives. Argyll and Bute Network Management (Workshop 2) A second stakeholder workshop was initiated to discuss the approach to review the emerging concept. The current revised design includes: Considering the Esplanade in three sections. An addition boulevard type space has been created in the middle of the route adjacent to the war
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44 | P a g e www.connectedtp.com memorial including placemaking (seating, planting and dwell space). This approach creates three ‘blocks’ of placemaking design along the route and minimises the design impact on parking along the route. The ‘blocks’ of placemaking providing seating and dwell spaces ‘dotted’ along the route and offering a symmetry to the existing landscape blocks located at Kinloch Road and North Street. Consideration of how the design will terminate at the north of Saddle Street and provide onward connection to Dalintober Primary School. Introduction of a pedestrian footway build-out at the junction to aid pedestrian crossing movements was discussed. Concerns relating to vehicle movements from the adjacent distillery was also discussed. Adding additional parking to the southern extent of the route achieved by widening into the Kinloch Park by c.1m. Converting a bus parking lay-by into additional parking bays for general use. The junction to the south of the route with Kinloch Park was presented to operate as a one-way in a clockwise gyratory with the existing bus gate removed and access by general traffic promoted. Argyll and Bute Network Management (Workshop 3) A third stakeholder workshop was initiated to discuss the approach to review the emerging concept. Key consideration include: Discussion regarding extending the scheme to Dalaruan Street to better interface the design with Dalintober Primary School. Noted that the limited road corridor space would require introduction of a wider traffic management scheme extending to include Mill Street or New Parliament Place. The conclusion of the optioneering workshop confirmed that the concept should terminate at the junction of Dalarauan Street with Saddell Street. Transport Scotland (TS) Network Management (Workshop 1) A stakeholder workshop was initiated to discuss the approach to review the emerging concept and alignment of the concept with the Kinloch Road scheme being developed by TS. Key design considerations include: Detail of proposed crossing points and use of signal pedestrian crossing control. It was noted that as the road widths had been significantly narrowed and crossings may operate effectively as uncontrolled. Use of raised table crossings was discussed and noted that these would not be acceptable to ABC due to ongoing noise and maintenance concerns. TS generally supportive of the proposed one-way gyratory system at Esplanade end, subject to further operational assessment. Noting feedback from the public regarding improved crossing opportunity at Kinloch Road. This should integrate the triangular island to the west within which a community garden is being developed.
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45 | P a g e www.connectedtp.com TS currently reviewing options to improve cycle and pedestrian provision along A83 including pedestrian crossing improvements in the vicinity of the Aqualibrium. TS still to explore other options including use of northern footway of Kinloch Road. Transport Scotland Network Management (Workshop 2) A second TS stakeholder workshop was initiated to discuss the approach to review the emerging concept. Key design considerations include: Subject to funding TS planning to identify the Kinloch Road design by year end 2024. This may change and is subject to funding availability; Recognising the likely programme for delivery TS agreed that the one- way gyratory change proposed within the concept at the town end of the Esplanade may be best promoted as part of the TS design. This would provide a logical method to safely deliver any change and avoid abortive construction costs. 3.6 Understanding Parking Challenges A further parking survey of the Esplanade was undertaken during June 2024 to capture the summer visitor use. Using this parking data, an assessment of forecast parking capacity impacts has been estimated. A minimum parking bay space of 6m in length has been assumed to allow space for vehicle manoeuvring. For each section of the route as defined by the February parking survey sections, an estimate of theoretical capacity of the current road layout has been undertaken by measuring the length of available road space by section available for legal parking and dividing this by the 6m bay length. The calculation includes allowance to avoid parking across accesses and on existing parking restrictions. The results of the comparisons for the on-street parking provision are shown in the following table. The results indicate that as a result of the concept design, the total number of parking bays along the Esplanade would marginally decrease by around 19 spaces overall. The majority of these are located around the war memorial and towards the north end of the Esplanade where parking demand is lower. The concept design would also reduce the number of spaces between the war memorial and bus station but increase the number of spaces between the bus station and Kinloch Road junction where the February parking surveys and stage 1 community feedback have indicated parking demand is at its greatest. The resulting parking analysis including a comparison with the February survey results is shown overleaf.
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46 | P a g e www.connectedtp.com Stage 1 – February 2024 Parking Beat Survey Stage 2 – June 2024 Parking Beat Survey
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47 | P a g e www.connectedtp.com 3.7 Parking Enforcement and Management A key component of the concept as noted through conversations with stakeholders and through public feedback relates to the impacts of public on- street parking. The key points being raised by the public relating to: Long duration parking of on-street spaces by local business as part of their everyday business operation. Parking long term on-street within the southern end of the Esplanade reduces access to higher demand parking spaces at Kinloch Road end of Esplanade; Campervan and coach parking along the Esplanade often park indiscriminately and for longer durations blocking the war memorial and sea views; and Requests for parking enforcement to assist in managing parking space turnover. At the time of writing, ABC are examining options to improve parking enforcement within the community. The promotion of parking bays within the concept design will align with any future parking enforcement strategy. 3.8 Developing Route Cross-Sections The proposed concept design route cross-sections showing the route concept at various locations across the scheme are shown in the following figure.
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49 | P a g e www.connectedtp.com 3.9 Coach, Taxi and Bus Parking The proposed concept includes three 17m long coach, campervan or mini-bus parking bays located on Princes Street. The coach parking will be accessed via the Esplanade and will allow campervan parking staying overnight to maintain a sea view whilst keeping the Esplanade free from parking by larger vehicles. This will support the intended use of the space. The bus-stop located within the terminus at the Kinloch Road end of the Esplanade currently includes parking for four buses within three marked bus bays. These will be reduced from three to two bus bays for two buses which it is proposed that all bus services would use, thereby making it easier to change buses in Campbeltown when required. These will be located on the northern side of the carriageway. The bus bay on the southern side will be repurposed to provide additional public parking aligned with the communities stage 1 feedback and concerns regarding the need for additional parking at the ‘town’ end of the route. A change is proposed to revise the operation of the Kinloch Road / Esplanade junction from its current bus only access to support access by all vehicles but as part of a one-way eastbound direction only. General traffic including buses will be able to exit the Esplanade in a westbound direction only. On Saddell Street, to accommodate a wider shared use footway, the northbound bus stop will be relocated from the current lay-by to on-street. This may result in some queuing delay for drivers stopped behind a bus whilst patrons embark or disembark. These delays are forecast to be minimal and infrequent.
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50 | P a g e www.connectedtp.com 3.10 Route Safety Audit The emerging concept design were submitted to Drummond Black Ltd who undertook an independent Stage 1 Road Safety Audit in support of the design. Full details of the audit and designers’ response are supplied separately. 3.11 Vehicle Tracking Analysis The concept design was subject to a vehicle tracking analysis using vehicle tracking simulation software. The tracking was undertaken at the locations where the design was estimated to impact on the operational layout and included: The western extent of the Esplanade at the junction with Kinloch Road; Access, egress and access to parking bays on the Esplanade; Access, queuing and exit of the bus stances; Distillery junction on Saddell Street; and The resized junctions along the route’s length. Vehicle tracking results are shown as follows.
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51 | P a g e www.connectedtp.com Bus access vehicle tracking at Esplanade - HGV tracking
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52 | P a g e www.connectedtp.com Bus access vehicle tracking at Esplanade - Coach tracking
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53 | P a g e www.connectedtp.com Saddell Street HGV tracking
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54 | P a g e www.connectedtp.com ` Saddell street HGV tracking
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55 | P a g e www.connectedtp.com 3.12 Initial Cost Estimates An initial assessment of the capital cost of constructing each of the concept option is set out in the following table. The estimates have been prepared by the design team using SPONS cost information and relevant previous experience. The cost estimates should be treated as indicative until complete estimates of construction costs are prepared during the stage 3 detailed design. The option includes a 44% Optimism Bias reflecting the early concept design stage. 3.13 Concept Re-Appraisal Against Cycling by Design (CbD) 2021 The concept design was subjected to a review using the route assessment within Cycling by Design 2021. The concepts 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 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 concepts, unsurprisingly would need further investigation to determine an appropriate standard of design provision. No consideration of the relative weighting of the evaluation criteria has been undertaken.
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56 | P a g e www.connectedtp.com Route / Option Length (m) Proposed Intervention Structures Required 1 High level of Service 10-14 2 Medium level of Service 15-23 3 Low level of Service 24-30 Costs Deliverability Accessibility Local Need Safety Cohesiveness Directness Com fort Attractiveness Adaptability Total 1 393m Route formed on Esplanade. North Shore Street connect to Kinloch Road. no 3 2 1 1 1 1 1 3 3 1 17 2 261m Widen existing footpaths on Kinloch Park. no 1 1 1 1 2 1 1 2 2 1 13 3 168m Route formed on Kinloch Road no 3 3 1 1 1 1 1 2 1 1 15 4 198m Route formed along Lochend Street/Saddell Street no 3 3 1 1 2 1 1 2 1 1 15
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57 | P a g e www.connectedtp.com DESIGN PROCESS QUALITY AND INNOVATION
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58 | 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.
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59 | P a g e www.connectedtp.com 4.3 Considering Wider Area Improvements The concept design process will include several 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 route on its own will not create an environment which will support the movement of people, create a place and encourage community ownership. Campbeltown is a key service centre for the regional 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.
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60 | P a g e www.connectedtp.com 4.6 Developing Streetscape Sensitively designed street furniture and public art can be incorporated as part of the 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, and way-finders would be appropriate. As an urban area with existing street lighting, the lighting design must be provided 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 a larger urban area, 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 study area which can be punctuated with environmental improvements such as seating areas and viewpoints. Examples of bike stands combined with seating Examples of bike stands
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61 | P a g e www.connectedtp.com Example of seating and planting Example of route signage Example of paving
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62 | P a g e www.connectedtp.com Examples of route lighting solutions
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63 | P a g e www.connectedtp.com 4.7 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. 4.8 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 A. Taking cognisance of the appraisals summarised previously it is noted that the concept design options would achieve a Cycle by Design ‘High standard’ of provision on the Esplanade and ‘Medium standard’ of provision on the other roads/paths which would help support some individuals with protected characteristics choose to travel most actively when they wished to. 4.9 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 supplied separately 4.10 Traffic Modelling No traffic modelling is considered necessary at this stage of the concept development. 4.11 Preliminary Ecological Appraisal (PEA) A Preliminary Ecological Appraisal has been undertaken for the existing route corridor. The PEA is supplied separately 4.12 Considering Construction Phasing Due to the overall route length and complexity of delivery, it is highly unlikely that the identified route corridors will be constructed as a single delivery project. It is more likely that the route will be delivered in a staged order as funding becomes available. Taking cognisance of the known challenges at this stage of the network development, the following construction order is suggested. Ref Route Section Route Length(m) Phase 1 Esplanade / Kinloch Road junction 393m Phase 2 Esplanade to North Street 261m Phase 3 Saddell Street 168m Phase 4 Kinloch Road (to Esplanade) 198m
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64 | P a g e www.connectedtp.com 4.13 Recommendations and Next Steps Following consideration of the material provided within this assessment, it is recommended that the concept route is promoted and developed further during the stage 3 design process. Revisit the proposed junction layout of the Esplanade with Kinloch Road and determine the suitability of the one-way gyratory. Revisit the concept impacts on bus lay-by. Investigate progress of Transport Scotland’s Kinloch Road route. Undertake traffic modelling of concept operation. Explore options for crossing the carriageway and route at locations beyond the designated crossing points. Examine and confirm options for crossing types at each location.
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66 | 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 no sections of the route where third-party land ownership may be required. (Landownership details supplied separately) Additional frontage landowners may need to be consulted at the next stage of the design development depending on the route design developed. 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 supplied separately. 5.3 Project Budget Forecast A whole-life project forecast is provided and supplied separately.
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67 | P a g e www.connectedtp.com Option 4 – Reallocation of road space to suit new widened footpath on coastal side. Following Victoria Street, the route would be formed on the inland side of the street. The road cross section would be adjusted to narrow the carriageway width to avoid impact with the gardens area by around 2m
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68 | P a g e www.connectedtp.com APPENDIX A – SOCIAL AND EQUALITY IMPACT ASSESSMENT (SEQIA) Section 1: About the proposal Title of Proposal Campbeltown Esplanade and Kinloch Park, Active Travel Study Description of Proposal Stage 2 Concept design of a 0.95km Active Travel Route through Campbeltown Purpose and Aims of Proposal To provide safe walking and cycling route between Esplanade and Kinloch Park, local community services. To encourage everyday cycling and walking as an alternative to private car use. To improve the community travel and mobility options. To improve access for those less able. Intended outcome of proposal Concept design for the route aligned with the funding requirements of the HITRANS programme. Intervention to be proportionate and affordable to the communities’ requirements and maintain the islands character whilst providing some level of infrastructure improvement. Business Outcome(s) / Corporate Outcome(s) / National Policies to which the proposal contributes/relates Aligned with National and local policy interventions regarding promotion of sustainable travel modes, reduction in single journey car dependency. Design reflects use of Cycle by Design 2021 update. Lead officer details: Name of lead officer Colin Young
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69 | P a g e www.connectedtp.com Job title Strategic Transportation Delivery Officer Service / Company ABC Contact Details colin.young@argyll-bute.gov.uk Appropriate officer details: Name of appropriate officer Job title Service / Company Contact Details Sign off of EqSEIA Approver Signature Approver Name Approver Job title Date of sign off Revision Number 1 Who will deliver the proposal? ABC Strategic Transportation Team Individuals involved in developing the EqSEIA Name Colin Young Job title Strategic Projects Officer Service / Company ABC Contact Details colin.young@argyll-bute.gov.uk Name Mark Rinkus Job title Managing Director
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70 | P a g e www.connectedtp.com Service / Company Connected Transport Planning Ltd Contact Details mark.rinkus@connectedtp.com Name Jack Munro Job title Engineer Service / Company CFME Contact Details Jack Munro <JMunro@CFMEngineers.onmicrosoft.com> Section 2: Evidence used in the course of carrying out EqSEIA Who does the proposal impact? Will impact on everyone as it is a community asset and part of core infrastructure. Key receptors include local frontage property owners, local residents and visitors to the community Are there any aspects which explicitly address discrimination, victimisation or harassment? No. The project is a supporting element of infrastructure that will connect people with place. Are there any aspects which explicitly promote equal opportunities? No. Through good design aligned with current guidance and design standards, the project will be designed to support access by all user groups and abilities. Through appropriate design, the project will promote a safe environment for all user groups seeking to support the movement of people Are there any aspects which explicitly foster good relations? Potential concerns regarding project location and the negative impact of unwanted social intrusion on some frontage properties. Loss of access by some residents through impacts on parking Are there any aspects which explicitly promote socio-economic equality?
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71 | P a g e www.connectedtp.com No. The project will contribute towards socio economic growth through better provision of a safer route between people and place Consultation / engagement undertaken Consultation Details Date(s) Summary of Findings Online via Facebook study page and community pages Various. See Consultation Report Support for the project Community visit x4 Various. See Consultation Report Support for the project Public Consultation x2 in including digital dial in workshop Various. See Consultation Report Support for the project. Some landownership concerns Local Community Primary School x1 Various. See Consultation Report Support for the project. Include colourful infrastructure Local Community High School x1 Various. See Consultation Report Support. No interest in play equipment LGBTQIA+ Pride community Various. See Consultation Report Support for the project Community Social Services x1 Various. See Consultation Report Support. Concerned relating to speeding cyclists and cycle priority scheme General interactions with the community x10 Various. See Consultation Report Supportive. Concerns raised relating to off-road routes around rear of Campbeltown Regular steering group sessions Various. See Consultation Report Helped guide engagement with the community Have people who identify with any protected characteristic(s) been involved in the development of the proposal? Yes, the more mature and those with mobility challenges have been directly involved. Survey results indicate that people with gender dysphoria have engaged in community consultation Data Sources Census 2011 and 2022, 2019 previous project outputs, project traffic data (2023 off and on peak), community feedback
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72 | P a g e www.connectedtp.com Other information Various design standards but primarily Cycle by Design 2021 update. What is known currently about the experience of people under each characteristic? Protected characteristic What is currently known Source(s) Gaps in Evidence Age Including the experiences of young people (age 18 and under) and older people. Young adults live in the community and use a bus or parent transport to get around. Older populations have expressed concerns regarding cycle priority vs. pedestrian priority. Kerbs, poor visibility, changes in surface delineation are challenges to mobility. Ensuring older people do not need to step into the cycle route and have sufficient time to hear an oncoming cyclist. Meetings and feedback with primary, secondary schools. Community care facility and the general public and through previous project experience such as conversations with the RNIB. none Disability Physical and mental. Including the experiences of people with long term limiting health conditions. Older mobility challenged residents live in the community. They use mobility aids to get around. Changes in surface levels such as kerbing can limit some people’s ability to physically move their bike. Those with hearing impairment have expressed concerns regarding ability to hear and see oncoming traffic or cyclists and have sufficient time to take action Face to face meeting with residents in the community and survey feedback from the public. Previous experience from other projects. none Ethnicity Including impact relating to skin colour, nationality, language spoken and country of origin. People identifying as Gypsy / Travellers are protected by this characteristic. Some users from some ethnic groups have a view that they may be more vulnerable to assault or verbal abuse as members of particular ethnic groups. Safety concerns relate to the creation of unsupervised spaces and places where would be assailants might lurk. Promotion of natural surveillance and appropriate lighting is important to inclusive / welcoming design. Challenges also relate to signage and language barriers. Online data search. Points shared through design team conversation No empirical evidence to support what might be a generalised viewpoint. Feedback reflects subjective view of some individuals and may not reflect the group overall. Not all ethnic groups surveyed or viewpoints have been recorded so there is a high risk of generalisation. Sex Some user groups feel they are unsafe passing through or along spaces which is less well lit. Appropriate levels of lighting and natural surveillance can help address these perceptions. Online data search. Points shared through design team conversation. No evidence to support what is likely to be a personal view held by the individual. No safety concerns relating to sex have been received via the community survey. Gender reassignment Where someone is living part / full time as the opposite gender to their assigned sex at birth. Some user groups suffering from gender dysphoria feel they are unsafe passing through or along spaces which is less well lit. Appropriate levels of lighting and natural surveillance can help address these perceptions. Online data search. Points shared through design team conversation. No evidence to support what is likely to be a personal view held by the individual. No safety concerns relating to gender
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73 | P a g e www.connectedtp.com have been received via the community survey. Marriage and Civil Partnership Some male or females living together out with marriage or in a civil partnership may feel less secure or victimised by other people using the travel route. This perception of risk may be the result of religious belief. No data available. No evidence to support what is likely to be a personal view held by the individual. No safety concerns relating to marital status have been received via the community survey. Pregnancy and Maternity This covers women as soon as they become pregnant. In the workplace this includes pregnancy-related illness. When a woman gives birth or is breastfeeding, this characteristic protects them for 26 weeks. Younger parents in the community do walk the project route but numbers are low as there are few younger aged children in the community. Use of private car is preferred for ease and convenience noting the excessive space between places, weather and concerns have been raised regarding shared use of the road and safety challenges of stepping onto unstable road verges or cycle lane verge. Face to face meeting with residents in the community and survey feedback. Few participating younger mothers to provide comment by anecdotal evidence provided from wider community Religion / Belief Including the experiences of people with no religion or belief. Some user groups have a view that they may be more vulnerable to assault or verbal abuse as members of particular religious groups. Safety concerns relate to the creation of unsupervised spaces and places where would be assailants might lurk. Promotion of natural surveillance and appropriate lighting is important to inclusive design. A church on the island supports some religious groups and can be accessed via the road. Online data search. Points shared through design team conversation No empirical evidence to support what might be a generalised viewpoint. Feedback reflects subjective view of some individuals and may not reflect the group overall. Not all religious groups surveyed or viewpoints have been recorded so there is a high risk of generalisation. Sexual Orientation Some people can feel they are unsafe passing through or along spaces which they believe they have less than appropriate lighting and natural surveillance. In these situations, their perception of risk due to verbal or physical assault is elevated. The inclusion of spaces with limited natural surveillance can also present opportunities to individuals with protected characteristics. Online data search. Points shared through design team conversation. No evidence to support what is likely to be a personal view held by the individual. No safety concerns relating to sexual orientation have been received via the community survey. Other marginalised groups Including but not exclusive to the experiences of unpaid carers, homeless people, current and ex-offenders, people with addictions, care experienced people, people living in rural areas. Some people from some marginalised groups have a view that they may be more vulnerable to assault or verbal abuse as members of particular marginalised groups. Safety concerns relate to the creation of unsupervised spaces and places where would be assailants might lurk. Promotion of natural surveillance and appropriate lighting is important to inclusive design. As a rural community the distance and acceptance of the challenge of access to everyday services is considerably greater than that on the mainland. Online data search. Points shared through design team conversation No empirical evidence to support what might be a generalised viewpoint. Feedback reflects subjective view of some individuals and may not reflect the group overall. Not all marginalised groups surveyed or view points have been recorded so there is a high risk of generalisation.
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74 | P a g e www.connectedtp.com Cross Cutting Where two or more characteristics overlap and the proposal affects those people in a specific way The project will support access to improved walking and cycling travel. The promotion of walking is at odds with the needs of cyclists and vice versa. Some user groups are at 'odds' with the needs of local drivers who wish to access places quickly. These needs are in turn at 'odds' with the actions of tourists who often just stop to take pictures of wildlife or scenic views. Conversations and Community feedback. Conversations and Community feedback. What is currently known Source(s) Gaps in Evidence Mainland rural population The community co-exists through a dependency with the adjacent island of Islay and with Tayvallich through the passenger ferry service. Access to Campbeltown is via car, ferry and bus service provides support. The equality challenges are typical to those associated with rural island living. Community conversations. Census and Placemaking tool results. No gaps identified. Island populations The community consists of many people who live throughout the area, have many different aspects of travel with no difficulty. Community conversations. Census and Placemaking tool results No gaps identified Low income There is no single definition or measure of low income. Some indicators suggest that low income is where individuals living in households receive below 60% of UK median income. Scottish Government’s Children in Families With Limited Resources Across Scotland 2014-2016 defines low income as ‘household income below 70% of the Scottish median after housing cost’. Access to travel is not a challenge for Campbeltown. The movement of goods and services are often at a great comparable cost to the mainland. This cost disparity can exacerbate difference in wealth, health and welfare. Online research. Published research no gaps identified Low wealth Not having access to wealth (including for example, financial products, equity from housing, decent pension, accessible saving). People who have low wealth lack protection from socio-economic disadvantage. Access to travel is not a challenge for the community. The movement of goods and services is often at a great comparable cost to the mainland. This cost disparity can exacerbate difference in wealth, health and welfare. Online research. Published research. No gaps identified.
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75 | P a g e www.connectedtp.com Material deprivation Inability to access basic goods and services. Access to travel is a challenge for rural communities and remote communities. The movement of goods and services is often at a great comparable cost to Bute. This cost disparity can exacerbate difference in wealth, health and welfare. Census and place standard tool feedback None Area deprivation Areas where there are concentrations of deprived households. Access to travel is not a challenge for area deprivation as many residents own cars and drive quite often, some areas also have bus stops which can pass in and out of Campbeltown. Online research. Published research no gaps identified Socio-economic background Relates to the context in which a person has been raised or in which they live. Disadvantage may arise from parents’ education, employment and income (social class). Access to travel is a challenge for rural communities and remote communities. The movement of goods and services is often at a great comparable cost to the mainland. This cost disparity can exacerbate difference in wealth, health and welfare. Online research. Published research. No gaps identified. Communities of place Refers to people who are bound together because of where they live, work, visit, or otherwise spend a continuous portion of their time. This may include rural, remote and island areas. Challenges associated with community living including higher car dependency and cost of living Census and place standard tool feedback. None. Section 3: Impact of proposal Impact on service users Protected characteristic Negative No Impact Positive Don’t Know Action required for impact be known Details (incl. action taken to minimise negative and/or maximise positive impact)
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76 | P a g e www.connectedtp.com Age Including the experiences of young people (age 18 and under) and older people. Any proposal will have some positive and negative challenges to people of different ages and abilities. Overall, the proposal wont prioritise one age group over another Consider user group design separation if space allows Many of the community’s younger generation are independently mobile. The distances in the community between places mean travel by car is the only practical option even though many of the children show a willingness to walk and cycle and do walk and cycle regular. Personal safety is not currently a community concern with some of the younger adults often cycling and walking through the park during the hours of darkness on their way home. The more mature generation has expressed concerns relating to accessibility challenges, noting the limited road width, perception of excessive car speeds and often unstable road side verge are points for consideration. Steep gradients should be best minimised or avoided. Cycle speeds can be intimidating to some older people and measures to clarify the priority of the route to pedestrians and provide cycle speed control measures have been considered but cannot be included on a narrow path. The concept will seek to minimise road crossings by keeping the route on one side of the carriageway as much as reasonably practicable. This will promote pedestrian and cyclist access. The design includes additional benches as requested by the community to provide more frequent rest opportunities for the less able-bodied noting the overall length of the route. Due to limited space the design does not include for user segregation on some sections meaning that multiple user groups will continue to share the same space. No additional play areas are promoted as the community did not identify them as preference. Lighting is not promoted within the park as the community does not want any lighting. Consideration should be given to low level reflective lighting during stage 3.
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77 | P a g e www.connectedtp.com Disability Including the experiences of people with long term limiting health conditions. Any proposal will have some positive and negative challenges to people of different abilities. Overall, the proposal will be a net improvement overall as it provides infrastructure where there is currently none Consider user group design separation Instal measures to manage cyclist speeds. We have considered accessibility by those less able, noting the design is a shared use path which does not support segregation of user groups. By using the existing road route, we have avoided steep or lengthy inclines and declines which keeps the route accessible by the mobility impaired. We have ensured pedestrian priority in the project as far as possible with the route changes seeking to provide a more coherent and continual route path. We have sought to improve visibility to improve the reaction time for slower moving individuals, the young and old. This is achieved by maintaining sightlines. As on short sections of the path are provided remote and offer continuous cycling, this will manage cyclist speeds by reducing the likelihood of cyclists travelling at excessive speeds. All proposed path crossing points include dropped kerb crossings. Additional benches are provided at regular intervals to support those less able by providing an opportunity for occasional rest. Ethnicity Including impact relating to skin colour, nationality, language spoken and country of origin. People identifying as Gypsy / Travellers are protected by this characteristic. The route concept includes good practice design to minimise people accessing dark or unwelcoming spaces that might discourage use by some user groups. However, the island is a remote community and much of the route does not benefit from natural surveillance The ethnicity of the population in the community is Scottish / white. The spoken language is English and Gaelic. Route signage will be provided bi- lingual. The route is being designed to support access by all races and we are unaware of any design features that would influence users within this category. There are no published details of the design considerations relevant to race that are not equally as relevant to other user group criterion.
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78 | P a g e www.connectedtp.com Sex The route concept includes good practice design to minimise people accessing dark or unwelcoming spaces that might discourage use by some user groups. However, the island is a remote community and much of the route does not benefit from natural surveillance The concept design supports mobility by all user groups. The route design is promoted to support mobility by an unaccompanied 12 year old. We are not aware of any design criterion relevant to path design that is unique to this category. We also note par Gender reassignment Where someone is living part / full time as the opposite gender to their assigned sex at birth. The route concept includes good practice design to minimise people accessing dark or unwelcoming spaces that might discourage use by some user groups. However, the island is a remote community and much of the route does not benefit from natural surveillance The concept design supports mobility by all user groups. The route design is promoted to support mobility by a unaccompanied 12 year old. We are not aware of any design criterion relevant to path design that is unique to this category. We also note patriation of two individuals within the community feedback who suffer from gender dysphoria. Marriage and Civil Partnership Not a measurable item
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79 | P a g e www.connectedtp.com Pregnancy and Maternity This covers women as soon as they become pregnant. In the workplace this includes pregnancy-related illness. When a woman gives birth or is breastfeeding, this characteristic protects them for 26 weeks. The separation of user groups to provide level- priority walking route that is not shared with vehicles will improve the projects attractiveness. The concept design supports mobility by all user groups. The route design is promoted to support mobility by a unaccompanied 12 year old. The provision of benches and regular places to take rest will benefit all user groups. The route segregation along the Esplanade will provide safer spaces for parents with prams to avoid oncoming vehicles. No consideration has been given to the provision of more enclosed rest spaces as it was considered by the community that simple unobtrusive design would be better aligned with the community’s character. Religion / Belief Including the experiences of people with no religion or belief. The intervention will include good practice design to minimise provision of dark or unwelcoming spaces that might discourage use by some user groups. However, the area is a remote community and much of the project does not benefit from natural surveillance The concept design supports mobility by all user groups. The route design is promoted to support mobility by a unaccompanied 12 year old. The provision of benches and regular places to take rest will benefit all user groups. No consideration has been given to the provision of more enclosed rest spaces as it was considered by the council that vegetation such as trees will have an adverse maintenance impact. The route will continue to be available to persons of any religion or belief. The location of the path nearer the coast may appeal to some individuals with a religious belief rooted in nature. Sexual Orientation
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80 | P a g e www.connectedtp.com Other marginalised groups Including but not exclusive to the experiences of unpaid carers, homeless people, current and ex-offenders, people with addictions, care experienced people, people living in rural areas. The intervention will include good practice design to minimise provision of dark or unwelcoming spaces that might discourage use by some user groups. However, the area is a remote community and much of the project does not benefit from natural surveillance The concept design supports mobility by all user groups. The route design is promoted to support mobility by an unaccompanied 12 year old. The provision of benches and regular places to take rest will benefit all user groups. No consideration has been given to the provision of more enclosed rest spaces as it was considered by the council that vegetation such as trees will have an adverse maintenance impact. The route will continue to be available to persons of any religion or belief. The location of the path nearer the coast may appeal to some individuals with a religious belief rooted in nature. Cross Cutting Where two or more characteristics overlap and the proposal affects those people in a specific way Conflicts between cyclists, pedestrians and vehicles. The standard of design includes a mix of mixed street and shared use route. In both instances user groups are expected to interact sensibly. This may present a risk to some user groups such as the older and less able who have difficulty in hearing oncoming vehicles or cyclists. The design will include some basic wayfinding signage that should seek to reinforce pedestrian priority. The route has a low level of coherence requiring user groups to navigate between and across sections. At these locations, user conflict risk is increased. There is little can be done from a design perspective to manage user group behaviours. It is also noted that visiting drivers can often choose to stop on the road to take pictures. In these instances, other user groups can become delayed behind them. It is noted that tourists’ campervans can cause a nuisance along the Esplanade. Fairer Scotland Duty Mainland rural population Island populations x
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81 | P a g e www.connectedtp.com Low income There is no single definition or measure of low income. Some indicators suggest that low income is where individuals living in households receive below 60% of UK median income. Scottish Government’s Children in Families With Limited Resources Across Scotland 2014-2016 defines low income as ‘household income below 70% of the Scottish median after housing cost’. Improved access to services will address the challenges noted through the SIMD and Place scoring tool. Accessible paths will support the movement of people on all points of the social scale. The path should provide some support to social interaction between the community. During the stage 1 engagement, it was noted that all routes would benefit from improvement and re used by the community. Whilst no data is known about low- income families within the community the principle of providing improved access to people to place by improved sustainable travel options is known to support individuals from all income abilities. Low wealth Not having access to wealth (including for example, financial products, equity from housing, decent pension, accessible saving). People who have low wealth lack protection from socio- economic disadvantage. Improved access to services will address the challenges noted through the SIMD and Place scoring tool. Accessible paths will support the movement of people on all points of the social scale. The path may support new business opportunities through tourist cycling groups which could contribute to wealth creation. Whilst the path is not directly linked to wealth it is again supportive of wealth creation. Material deprivation Inability to access basic goods and services. Intervention is unlikely to create a significant enough impact to address the areas overall rural remoteness and the cost of living in a community. The intervention is unlikely to create a significant enough impact to address the areas overall rural remoteness and the cost of living in a community. The route links Campbeltown’s Esplanade and Kinloch Park which might provide some betterment for communities noting these folks will still need to travel to Campbeltown to access goods and services in any case. The path will not provide any improvement to the location of services but may accessing services more comfortable. Area deprivation Areas where there are concentrations of deprived households. Intervention is unlikely to create a significant enough impact to address the areas overall rural remoteness and the cost of Intervention is unlikely to create a significant enough impact to address the areas overall rural remoteness and the cost of living in a community.
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82 | P a g e www.connectedtp.com living in a community. Socio-economic background Relates to the context in which a person has been raised or in which they live. Disadvantage may arise from parents’ education, employment and income (social class). Improved access to services will address the challenges noted through the SIMD and Place scoring tool. Accessible paths will support the movement of people on all points of the social scale. Communities of place Refers to people who are bound together because of where they live, work, visit, or otherwise spend a continuous portion of their time. This may include rural, remote and island areas. Improved access to services will address the challenges noted through the SIMD and Place scoring tool. Accessible routes will support the movement of people on all points of the social scale. The route should support social interaction between the community. The route will be located along the existing road as promoted by the community. This will continue to support community social interaction and maintain a community connection with the residents. Communities of interest Refers to groups of people who share an identity or an experience. They do not need to live in the same area, however. Improved access to services will address the challenges noted through the SIMD and Place scoring tool Benches are to be basic and robust and aligned with current provided style. Accessible paths will support the movement of people on all points of the social scale. The path should support social interaction between the community If you have identified any impacts on service users, explain what these will be. Impact on service deliverers (including employees, volunteers etc) Protected characteristic Negative No Impact Positive Don’t Know Action required for impact be known Details (incl. action taken to minimise negative and/or maximise positive impact)
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83 | P a g e www.connectedtp.com Age Including the experiences of young people (age 18 and under) and older people. x As per Service Users. Disability Including the experiences of people with long term limiting health conditions. x As per Service Users. Ethnicity Including impact relating to skin colour, nationality, language spoken and country of origin. People identifying as Gypsy / Travellers are protected by this characteristic. x As per Service Users. Sex x As per Service Users Gender reassignment Where someone is living part / full time as the opposite gender to their assigned sex at birth. x As per Service Users. Marriage and Civil Partnership x As per Service Users. Pregnancy and Maternity This covers women as soon as they become pregnant. In the workplace this includes pregnancy-related illness. When a woman gives birth or is breastfeeding, this characteristic protects them for 26 weeks. x As per Service Users. Religion / Belief Including the experiences of people with no religion or belief. x As per Service Users. Sexual Orientation x As per Service Users.
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84 | P a g e www.connectedtp.com Other marginalised groups Including but not exclusive to the experiences of unpaid carers, homeless people, current and ex-offenders, people with addictions, care experienced people, and people living in rural areas. x As per Service Users. Cross Cutting Where two or more characteristics overlap and the proposal affects those people in a specific way x As per Service Users. Fairer Scotland Duty Mainland rural population X As per Service Users. Island populations x As per Service Users. Low income There is no single definition or measure of low income. Some indicators suggest that low income is where individuals living in households receive below 60% of UK median income. Scottish Government’s Children in Families With Limited Resources Across Scotland 2014-2016 defines low income as ‘household income below 70% of the Scottish median after housing cost’. x As per Service Users. Low wealth Not having access to wealth (including, for example, financial products, equity from housing, decent pension, accessible saving). People who have low wealth lack protection from socio- economic disadvantage. x As per Service Users
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85 | P a g e www.connectedtp.com Material deprivation Inability to access basic goods and services. x As per Service Users. Area deprivation Areas where there are concentrations of deprived households. x As per Service Users. Socio-economic background Relates to the context in which a person has been raised or in which they live. Disadvantage may arise from parents’ education, employment and income (social class). x As per Service Users. Communities of place Refers to people who are bound together because of where they live, work, visit, or otherwise spend a continuous portion of their time. This may include rural, remote and island areas. x As per Service Users. Communities of interest Refers to groups of people who share an identity or an experience. They do not need to live in the same area, however. x As per Service Users. Section 5: Assessment & Lessons Learned Select the overall assessment result, 1-4, which applies Overall Assessment Result Justification No major change If this is selected you are confirming that the EqSEIA demonstrates the proposal is robust and there is no possible adverse impact. -
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86 | P a g e www.connectedtp.com Continue the proposal If this is selected you are confirming that the EqSEIA identifies possible adverse impact or missed opportunities but the proposal can be justified. At this early stage, the project options can be developed to provide a positive influence on all user groups within the community. Consideration of a project alignment which supports access by those less able will increase the interventions attractiveness for use by a wider audience. Adjust the proposal If this is selected you are confirming that the EqSEIA identifies possible adverse impact or missed opportunities which suggest the proposal needs to be adjusted. - Stop and remove the proposal The proposal shows actual or possible unlawful discrimination. It must be halted or significantly changed. - High Level Amendments made to Proposal due to EqSEIA Protected characteristic Specific Adjustments made due to EqSEIA Lessons Learned Age Including the experiences of young people (age 18 and under) and older people. None None Disability Including the experiences of people with long term limiting health conditions. None None Ethnicity Including impact relating to skin colour, nationality, language spoken and country of origin. People identifying as Gypsy / Travellers are protected by this characteristic. None None Sex None None
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87 | P a g e www.connectedtp.com Gender reassignment Where someone is living part / full time as the opposite gender to their assigned sex at birth. None None Marriage and Civil Partnership None None Pregnancy and Maternity This covers women as soon as they become pregnant. In the workplace, this includes pregnancy-related illness. When a woman gives birth or is breastfeeding, this characteristic protects them for 26 weeks. None None Religion / Belief Including the experiences of people with no religion or belief. None None Sexual Orientation None None Other marginalised groups Including but not exclusive to the experiences of unpaid carers, homeless people, current and ex-offenders, people with addictions, care experienced people, people living in rural areas. None None Cross Cutting Where two or more characteristics overlap and the proposal affects those people in a specific way. None None Fairer Scotland Duty Mainland rural population None None Island populations n/a n/a Low income There is no single definition or measure of low income. Some indicators suggest that low income is where individuals living in households receive below 60% of the UK median income. Scottish Government’s Children in Families With Limited Resources Across Scotland 2014-2016 defines low income as None None
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88 | P a g e www.connectedtp.com ‘household income below 70% of the Scottish median after housing cost’. Low wealth Not having access to wealth (including for example, financial products, equity from housing, decent pension, accessible saving). People who have low wealth lack protection from socio- economic disadvantage. None None Material deprivation Inability to access basic goods and services. None None Area deprivation Areas where there are concentrations of deprived households. None None Socio-economic background Relates to the context in which a person has been raised or in which they live. Disadvantages may arise from parents’ education, employment and income (social class). None None Communities of place Refers to people who are bound together because of where they live, work, visit, or otherwise spend a continuous portion of their time. This may include rural, remote and island areas. None None Communities of interest Refers to groups of people who share an identity or an experience. They do not need to live in the same area, however. None None