Supplementary Pack
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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Argyll and Bute Council Comhairle Earra-Ghàidheal Agus Bhòid Executive Director: Douglas Hendry Kilmory, Lochgilphead, PA31 8RT Tel: 01546 602127 Fax: 01546 604435 DX 599700 LOCHGILPHEAD 2 December 2024 SUPPLEMENTARY PACK MID ARGYLL, KINTYRE & THE ISLANDS AREA COMMITTEE - ON A HYBRID BASIS IN THE KNOCKSCALBERT SUITE, KINTYRE COMMUNITY EDUCATION CENTRE, CAMPBELTOWN, AND BY MICROSOFT TEAMS on WEDNESDAY, 4 DECEMBER 2024 at 10:00 AM I enclose herewith appendix 1 and 2 in relation to item 7 (CAMPBELTOWN ESPLANADE AND KINLOCH PARK ACTIVE TRAVEL PROGRESS REPORT) which were marked to follow on the Agenda for the above meeting. Douglas Hendry Executive Director APPENDICES MARKED TO FOLLOW 7. CAMPBELTOWN ESPLANADE AND KINLOCH PARK ACTIVE TRAVEL PROGRESS REPORT (Pages 3 - 166) Report by Executive Director with responsibility for Development and Economic Growth Mid Argyll, Kintyre & the Islands Area Committee Councillor John Armour (Chair) Councillor Jan Brown Councillor Garret Corner Councillor Anne Horn Councillor Jennifer Kean Councillor Tommy MacPherson Councillor Dougie McFadzean (Vice-Chair) Councillor Dougie Philand Councillor Alastair Redman Contact: Iona Campbell, Senior Committee Assistant - 01436 658 801 Public Document Pack
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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 Page 3 Agenda Item 7
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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 Page 4
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2 | P a g e www.connectedtp.com OUTLINE BUSINESS CASE Page 5
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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 Page 6
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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 Page 7
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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 Page 8
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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 Page 9
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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. Page 10
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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; Page 11
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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 Page 12
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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 Page 13
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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 Page 14
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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 Page 15
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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 Page 16
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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 Page 17
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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 Page 18
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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. Page 19
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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 Page 20
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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 Page 21
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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 Page 22
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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 Page 23
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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 Page 24
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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 Page 25
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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 Page 26
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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 Page 27
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25 | P a g e www.connectedtp.com OPTIONS DEVELOPMENT AND APPRAISAL Page 28
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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. Page 29
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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 Page 30
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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 Page 31
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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 Page 32
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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. Page 33
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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. Page 34
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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. Page 35
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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 Page 36
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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 Page 37
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39 | P a g e www.connectedtp.com DEVELOPING THE CONCEPT Page 38
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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 Page 39
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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. Page 40
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42 | P a g e www.connectedtp.com Stage 2 – Emerging concept Page 41
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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 Page 42
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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. Page 43
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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. Page 44
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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 Page 45
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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. Page 46
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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. Page 48
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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. Page 49
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51 | P a g e www.connectedtp.com Bus access vehicle tracking at Esplanade - HGV tracking Page 50
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52 | P a g e www.connectedtp.com Bus access vehicle tracking at Esplanade - Coach tracking Page 51
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53 | P a g e www.connectedtp.com Saddell Street HGV tracking Page 52
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54 | P a g e www.connectedtp.com ` Saddell street HGV tracking Page 53
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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. Page 54
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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 Page 55
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57 | P a g e www.connectedtp.com DESIGN PROCESS QUALITY AND INNOVATION Page 56
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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. Page 57
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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. Page 58
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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 Page 59
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61 | P a g e www.connectedtp.com Example of seating and planting Example of route signage Example of paving Page 60
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62 | P a g e www.connectedtp.com Examples of route lighting solutions Page 61
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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 Page 62
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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. Page 63
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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. Page 65
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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 Page 66
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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 Page 67
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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 Page 68
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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? Page 69
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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 Page 70
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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 Page 71
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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. Page 72
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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. Page 73
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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) Page 74
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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. Page 75
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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. Page 76
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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 Page 77
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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 Page 78
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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 Page 79
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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. Page 80
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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) Page 81
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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. Page 82
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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 Page 83
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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. - Page 84
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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 Page 85
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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 Page 86
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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 Page 87
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& Campbeltown Esplanade to Kinloch Park Active Travel Project Stage 1&2 Engagement Report DATE: November 2024 REF: 501056 VERSION: Draft Page 89
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MARK RINKUS Managing Director Mark.rinkus@connectedtp.com Contents 1 APPROACH TO TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT ....................................................................... 1 2 STAGE 1 SURVEY QUESTIONNAIRE RESULTS ........................................................................................................................... 15 3 STAGE 1 COMMUNITY FEEDBACK TOOL (CFT) RESULTS........................................................................................................... 27 4 STAGE 1 STAKEHOLDER FEEDBACK .......................................................................................................................................... 33 5 STAGE 1 BARRIERS AND OPPORTUNITIES ............................................................................................................................... 36 6 STAGE 2 – COMMUNITY ENGAGEMENT ..................................................................................................................................... 38 7 STAGE 2 - SURVEY QUESTIONNAIRE RESULTS ......................................................................................................................... 44 8 STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS ........................................................................................................ 56 9 STAGE 2 - STAKEHOLDER FEEDBACK ........................................................................................................................................ 63 10 OUR LESSONS LEARNT .............................................................................................................................................................. 67 APPENDIX A – WEST COAST TODAY NEWS ARTICLES ....................................................................................................................... 70 APPENDIX B – CONSULTATION EVENTS EVIDENCE OF ATTENDANCE ............................................................................................... 71 APPENDIX C – STAGE 2 SURVEY COMMENTS ..................................................................................................................................... 72 Page 90
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2 | P a g e www.connectedtp.com ` APPROACH TO TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT Page 91
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1 | P a g e www.connectedtp.com 1 APPROACH TO TRAVEL BEHAVIOUR CHANGE AND COMMUNITY ENGAGEMENT 1.1 Relevant Previous Engagement and Consultation This project builds on the legacy of recently completed active travel projects within the community. The project seeks to improve pedestrian links into Esplanade to Kinloch Park and surrounding area, and make allowance for potential future active travel connections. During 2021/22, the Ralston Road Active Travel route (Phase 1A of the longer Campbeltown north-south route) was partially constructed. The route supports access between Campbeltown Grammar school, hospital, health centre and Castlehill Primary school. This project will form a future section in the overall route linking north-south across Campbeltown. 1.2 Stakeholder Mapping A stakeholder mapping matrix was developed in conjunction with the design team's relevant experience. The stakeholder mapping aims to identify all stakeholders to be involved within the study and seeks to quantify each stakeholders forecast level of interest in the project and likely influence over the project. The stakeholder’s mapping process was led by the council and supported by the community council using their knowledge of the community. The stakeholders were categorised into engagement tiers reflecting their engagement hierarchy using the mapping matrix (shown below). The process was collaborative with members of the study steering group including the community council helping to define the stakeholder mapping which evolved through the project lifecycle. 1.3 Engagement Planning A Consultation and Engagement Plan was developed setting out the studies Stage 1 engagement programme. The plan was used to identify all proposed activities, the activity order, potential audience and engagement method. Tiered stakeholder mapping developed mapping matrix Page 92
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2 | P a g e www.connectedtp.com The plan provides a reference point to ensure that all parties were made aware of forthcoming actions and had a chance to contribute. This provided the opportunity to incorporate local knowledge and best practices. The plan identified a range of activities, which would support comprehensive engagement. A summary of the key project engagement activities considered in support of stage 1 is summarised as follows: Study Branding Identity. Project Press Release. Study Facebook Page. Regular Community Visits. Study Website Space. Engagement with Local Groups. Press and Media Support. Community Feedback Tool (CFT). Schools Engagement. Public Community Engagement Event. Community Group Meetings. Stakeholder Meetings (virtual and face to face). A summary of each action plan is provided in the remainder of this chapter. 1.4 Study Branding / Study Identity Whilst some active travel studies can benefit from the development of a bespoke study branded title and logo, it was agreed with the project steering group, at the project outset that no branding should be applied to this project. The primary reason being that the strong community ethos in Campbeltown was felt to be able to spread awareness of the project far better than any bespoke branding and that the design team time would be better spent working with the community. 1.5 Project Press Release (PPR) Public Notification The council’s Marketing and Communications (M&C) team was engaged for support. The PPR is typically authored by the lead council sponsor in conjunction with the M&C team. The resulting PPR would then be circulated internally to all council departments and issued externally to local press and media outlets. Councils’ Services Notification From our experience of other active travel projects, whilst the project is managed by Argyll and Bute Council (ABC) strategic transportation team, other council services have an important role to play in enabling active travel projects to progress. This means it is important that all council services which have a role to play or interest in the project are informed and engaged from the start of the Page 93
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3 | P a g e www.connectedtp.com project. ABC manage a portfolio of active travel projects, where all projects are advertised and communicated within and across the council. The portfolio supports the sharing of project information. The PPR was issued to this portfolio by ABC. 1.6 Facebook Study Page As part of the study lifecycle, a bespoke study Facebook Page was developed. The Campbeltown Community Facebook page was also utilised as the community council advised that it has a wide following in the community and to be the best way to raise awareness of the project. The design team posted updates that encouraged anyone with an interest in the study to engage. The Facebook page was effective with the community engaging to ask questions throughout the duration of the study. The page was used as a direct channel of communication between the design team and the community. Our study team managed the page to maintain responsiveness. The page was used to inform the community of upcoming project events, advertise the teams’ visits to the community and publish our visit itinerary. The page was also used to share post visit photos and videos. These were produced to provide a post event snap-shot of the design team's community interaction and to assist those unable to attend in person. Page 94
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4 | P a g e www.connectedtp.com 1.7 Community Visits A key ambition of the project was to ensure the community remained central to the project delivery and would feel strong collaboration through ‘face to face’ meetings. To achieve this aim, our engagement strategy centred around the design team being physically present within the community where appropriate. Using the community Facebook Pages, we advertised our intended visits which included a day within the community where the design team invited and met with available local groups, school and community councils. We advertised an itinerary of our visits providing an opportunity for the community to ‘drop-in’ to our evening public event. To support the conversations, we used our digital ‘platform’ of materials. These included our pre-prepared constraints mapping used to record ideas and note comments, barriers and aspirations. The plan was then digitised, comments added to our Community Feedback Tool (CFT) and used as the foundation of the constraints mapping process and route development. The ability to demonstrate to the community how their comments had been considered is key to developing trust and engagement between the design team and the community. Page 95
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5 | P a g e www.connectedtp.com 1.8 Study Website To support the lifecycle of the project, a study webpage was developed and hosted within the Connected Transport Planning Ltd (CTP) website. The website utilised a project template which was personalised to reflect the project community using images of Campbeltown’s recognisable buildings to assist in making the space familiar to the community. The website provided a key consultation tool for the community to access the project, designed to be accessible 3 weeks during the consultation time and not just a ‘bolt on’ point of reference. The site provided access to all public exhibition and materials, videos, a range of feedback tools and general project information. The site also incorporated a range of functions including a news feed, a Facebook link and an interactive constraints and option map from where a series of micro- animations visualisations could also be accessed. These animations were developed from local photos taken at key points along the study route and designed to present a vision to the audience that would assist their understanding of the project’s possible outcomes. The website enabled those unable to speak with us in-person to view and comment on any of the materials at any time during the consultation period that suited them. Noting the challenges of consultation with a busy community, the use of the website was a perfect tool to support wide-reaching engagement within the community. Constraint mapping using face to Face meetings were constructive Page 96
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6 | P a g e www.connectedtp.com The website was open to access by the public for a period of three weeks following the stage 1 public event. 1.9 Bespoke Survey Questionnaire A survey questionnaire was developed for the project to provide an opportunity for the community to share their existing travels habits and existing travel modes, requirements for a new route appetite for a route and improvements to active travel. The survey was designed using our experience of supporting similar projects, where we noted that to maximise community feedback, the survey should be less than 15 questions to minimise survey fatigue and maximise the chance of receiving complete responses. Using questions from previous studies as a reference, a bespoke stage 1 survey questionnaire was developed that would capture key respondent demographics and sought to learn how the community currently travel and their aspirations for any future improvement. The survey formed a core component of the engagement process and was the primary informant of quantitative feedback, used to support the design process. To maximise accessibility by all possible user groups and abilities, the survey was hosted online via the study website using QR codes, website URLs and by contact email. The survey also included links to the study website tools such as the Community Feedback Tool (CFT) which would assist the community in providing comments by location on a map. Physical copies of the survey were also distributed at various locations including the Aqualibrium and Town Hall. The leaflets were also hand issued by the design team for a period during a day within the foyer of the Tesco supermarket with a number of community representatives supporting wider distribution. Project website using local recognisable images Page 97
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7 | P a g e www.connectedtp.com 1.10 Media Support To raise the community’s general awareness of the study, the local press and radio stations that cover Campbeltown were contacted, however the radio station did not respond to multiple contact attempts. The local newspaper in Campbeltown; West Coast Today assisted in promoting awareness to the local community. The paper prints provided physical and digital advertisement of the study and was again used to advertise our contact details. ABCs Communications Team also promoted the study and consultation events on the council's social media pages. The community Facebook study group was another source used to raise the community’s awareness. Around 1,000 event advertisement leaflets were printed to advertise the community events. A number of the locations planned to post the flyers either couldn’t accept the flyer or were unable to display it. Notwithstanding, the flyers were successfully posted at various locations. These included: Various frontage businesses, Local residential properties; Tesco; Some town centre businesses; Town Hall. Flyers were also utilised to communicate post-event ‘Thank You’ to the community and to continue the promotion of the digital feedback options offered via the project website. This approach meant that those members of the community unable to attend the advertised event would still have the option to provide feedback or ask the design team questions, enabling wide-reaching community engagement. Page 98
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8 | P a g e www.connectedtp.com Media coverage of the study helped raise awareness of the project stage 1 Page 99
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9 | P a g e www.connectedtp.com 1.11 Community Feedback Tool (CFT) Our bespoke engagement platform supports community feedback using a project map and comment pins. The tool allows comments to be added by location with comments visible to everyone. The tool was hosted within the project website and again used a series of QR codes, website URLs and a named email contact to support access to other feedback methods and information platforms. The CFT was pre-populated with comments noted by the community on the constraint plan at the drop-in event. 1.12 Event Pop-Up To raise the community’s general awareness of the study the study team set up a pop-up event within the foyer of the Tesco food store. The event lasted for around 3 hours within which the team issued advertising leaflets to passers-by to raise awareness of the evening public event within the Town Hall. Page 100
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10 | P a g e www.connectedtp.com 1.13 Schools Engagement Campbeltown Grammar School Campbeltown Grammar School catchment extends to include the community of Campbeltown. The school role includes 371 secondary aged pupils. The design team arranged to visit the year 6 pupil council (15 pupils) for a 1-hour period to learn more about the younger generation's concerns regarding walking and cycling. The timing of the meeting worked well as it developed on the classes ongoing theme of problem identification and solutions. Following introductions and a project discussion, the class was engaged in a conversation where the projects and project aims was introduced. The class then participated in a project conversation discussing the challenges of access and mobility and the options for where improvement would offer the most value to the community. Campbeltown Grammar School student council meeting Page 101
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11 | P a g e www.connectedtp.com 1.14 Parent Teacher Association (PTA) To maximise the reach of the engagement, the school was approached to advertise awareness of the project through communication with the local parents via the Parent Teacher Association (PTA). 1.15 Community Public Event Following the physical and digital advertisements, an event was hosted by the design team and ABC within Campbeltown Town Hall Members Room on the 28th of February 2024. The event opened to the public at 17:30 to 20:45 with the start time set to maximise attendance. 10 large format, graphically designed A0 presentation boards were displayed to provide the audience with a story map of the study, process and consultation purpose. The event was advertised to the community through the use of banners and bunting that was installed. The team also posted live Facebook updates. All attendees were given the choice of completing the project survey questionnaire in person or accessing our range of digital tools to provide feedback via QR codes and URL links. A key advantage of the digital platform is that the materials could still be accessed and commented upon at a time that best suited the consultees. This was particularly relevant noting the event took place on a dark winter’s weekday night with only 40 people managing to meet the team. A register extract as evidence of those attending the event is shown in Appendix B. Page 102
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13 | P a g e www.connectedtp.com 1.16 Micro-Visual Transition Animations To assist the public in understanding how and what an active travel route may look like within their community a series of transition animations and sketches of the future were developed. Each animation was based on a photographed viewpoint of locations along the route that the public would recognise. The transitions lasted 10 seconds and showed the transformation of the existing viewpoint to a proposed future vision. The animations were hosted as part of the study website experience and embedded within the large format constraints and options maps. 1.17 Community Group Meetings A number of requests to meet were issued to the various local groups within the community. Unfortunately, no responses were received from the groups noting their members may still have provided representation through the public survey questionnaire and online materials. Page 104
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14 | P a g e www.connectedtp.com STAGE 1 SURVEY QUESTIONNAIRE RESULTS Page 105
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15 | P a g e www.connectedtp.com 2 STAGE 1 SURVEY QUESTIONNAIRE RESULTS 2.1 Sources of Community Feedback The multiple engagement platforms made available to the community supported them to engage with the project providing feedback both digitally and in person. A summary of the received feedback by the various engagement platforms used is summarised in the following table. Format Responses Received Survey (Paper) 7 Survey (Digital) 30 Community Feedback Tool (Digital) 69 Total Quantitative Responses 106 Community Public Event Attendees 40 Stakeholder Meetings 0 Total Non-Quantitative Responses 40 1 https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S19002472_ca mpbeltown/ 2.2 Survey Sample Validation A total of 106 quantitative responses were received from Campbeltown population of 4,4251 residents. This represents a sample size of 1% which is slightly lower than the 10 – 15% typically aimed for. The winter dark nights / changing of the season may have impacted on the community’s appetite to attend the public event. Page 106
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16 | P a g e www.connectedtp.com 2.3 Survey Participant Demographics 2.4 Participant Demographics This question was asked as it is important to capture the views of people with varying levels of life experience to assist in the design process. Of the participant responses received 16% were between 40-59 years old (27% Census 2022). 24% were aged between 60-79 (26% census 2022). 19% were 80 or over (8% census 2022). The results indicate that the survey was completed by a disproportionately greater number of people over the age of 80-years-old. 32% of participants were younger than 40 (39% Census 2022). 3% preferred not to say how old they were. These results highlight that the survey has been completed by more people older than 80 and too few people aged 40-59. The school engagement event was well attended and their views have been recorded through less prescriptive measures than the survey questionnaire and are not therefore included in this summary. Page 107
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17 | P a g e www.connectedtp.com 2.5 Participants by Gender Of the total respondents, 50% were women / girls (49% census 2022) and 42% as men / boys (46% census 2022). 8% of the respondents indicated that they would prefer not to say. Overall, the results reflect a reasonable cross-section of the community and are broadly aligned with the census demographic split, albeit slightly less respondents identifying as men / boys. 2.6 Participants Relationship with the Area Respondents were asked if they lived in Campbeltown. This question was relevant to ask as it is important to understand if the respondent is responding with longer term experience of the community or as a tourist/visitor. 95% of respondents are full time residents in the community and 5% of the respondents have either lived in the community historically, or visited at least once a year. Page 108
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18 | P a g e www.connectedtp.com 2.7 Participants Health The majority of participants considered themselves to be able-bodied and did not have a health or disability that impacted on their everyday mobility (73%). None of the respondents indicated they did have some health or disability which limits their day-to-day activity a lot, 19% indicated their disability or health issue would affect them a little. 8% of respondents indicated that they would prefer not to say. 2.8 Participants Health Issues Of the respondents indicating they did have a health-related disability, no one indicated their disability was related to mobility or stamina but not breathing related. 10% indicated a challenge relating to hearing, 0% related to poor vision, and 30% indicated they’d prefer not to say. These questions are important to ask as they assist the design team in designing for all user groups, including those with protected characteristics. Page 109
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19 | P a g e www.connectedtp.com 2.9 Participants Employment Status Participants were asked to qualify their employment status. This question was relevant to ask as the design team will need to consider how the project would support economic activity and support the movement of people to and from places of work. 35% of respondents indicated that they are currently not employed. 8% indicated they were employed either part time and 16% full time, 0% indicated they were self-employed and 41% of respondents said they were retired or not applicable. 2 https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S19002469__ca mpbeltown/ 2.10 Comparison with 2022 Census To assist in understanding more about how representative the study demographics are, the survey results were compared with the 2022 Census for Campbeltown2. The results indicate that the project feedback demographic by age and all genders is broadly comparable with the census analysis. The community has a marginally higher proportion of female to males and has been completed by more people older than 80 and too few people aged 40-59. Page 110
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20 | P a g e www.connectedtp.com Overall, the study results are considered to capture a reasonable sample of the community, capturing the views of both able bodied and those less able, those in work and those unemployed. 2.11 Views on Opportunities and Barriers to Walking, Cycling & Wheeling? Participants were asked how often they walked or cycled. This question is relevant as it helps us understand the popularity of walking and cycling within the community at present. 54% of respondents indicate that they walk or cycle twice a week, 31% occasionally, and 15% every day. These results indicate the community is relatively active and that cycling and walking is a popular travel mode. 2.12 Frequency of Travel through Kinloch Park? Participants were then asked how often they typically travelled through Kinloch Park. Only 11% of respondents indicated that they travel along the route once a day, 8% said twice a week, 59% indicated they travel through the park occasionally, 9% every day, and 14% said they don’t travel through Kinloch Park. The results of this question indicate that participants don’t regularly travel through the park frequently with the largest majority only travelling occasionally. Page 111
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21 | P a g e www.connectedtp.com 2.13 Frequency of Travel Along Esplanade or Kinloch Park? Participants were then asked how often they travel along the Esplanade or Kinloch Park. 81% of respondents indicated said occasionally, 11% said every day, and 8% said they don’t travel along the esplanade. The results of this question indicate that participants somewhat regularly travel along the Esplanade or around the park. 2.14 Car Parking Frequency Participants were then asked how often or if they park a car on the Esplanade, John Street, or Saddell Street. 20% of respondents indicated said occasionally, 70% said they don’t have a car, and 10% said they park elsewhere. The results of this question indicate that parking in the study area is not a regular requirement by those participating in the survey. Page 112
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22 | P a g e www.connectedtp.com 2.15 Main Concerns that would Discourage Walking Participants were asked to what their main concerns were that would discourage them from walking along the Esplanade, john street, or Saddell Street. 33% of respondents said it’s too narrow, 22% complained about speeding traffic, 22% said they think there is a lack of lighting, 11% indicated that there is a large volume of traffic, and 11% complained about blind spots. 2.16 Support for Car Free Corridor To assist the design team in developing the most appropriate route corridor, the community was asked if a car free route along the Esplanade or Saddell Street would encourage them to walk or cycle more. 57% of respondents said that it would encourage them to walk along the esplanade or saddle street more, and the other 43% said it would not. Page 113
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23 | P a g e www.connectedtp.com 2.17 Route Corridor Preference Another question which was asked was, which of the route options are the most important. 30% of respondents indicated that A-B, 10% said A-C. None of the respondents said A-D would be preferred, 20% of respondents said C-B would be preferred, 20% said C-D, and 20% chose D-B. Based on a slim margin and small sample, A-B, C-B, C-D and D-B were the preferred routes to be progressed. 2.18 Changes to Kinloch Park The community was then also asked what changes are needed in Kinloch Park. 20% of respondents indicated flat ground, 50% said improved Lighting, 10% said Kinloch Park needs bike lanes, 10% said widened pavements, and 10% said it needs to be well maintained. Page 114
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24 | P a g e www.connectedtp.com The community was then also asked if they would prefer a walking/cycling rote through or around Kinloch Park. 50% said they would prefer it to go through, 10% around, and 40% indicated they have no preference. 2.19 Encouraging More Active Travel Participants were asked if they thought this project will encourage more walking/cycling. 60% indicated that they thought it would, and 40% said they didn’t think it would. Page 115
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25 | P a g e www.connectedtp.com 2.20 Participants Thoughts and Aspirations for Improvements Participants were then asked about their thoughts, aspirations and considerations the proposed design should take cognisance off. To enable the processing and presentation of the responses, the responses were categorised into a number of themes. A summary of the themes is presented as follows and shown in the chart opposite. Improved Lighting More Bins More Parking Spaces More Benches/Seats The feedback from the community to this question provides a good level of insight into the challenges the design is required to address and highlights the challenges in maintaining a design balance that will address all the points proportionately. Bar chart figure is shown below. Page 116
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26 | P a g e www.connectedtp.com STAGE 1 COMMUNITY FEEDBACK TOOL (CFT) RESULTS Page 117
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27 | P a g e www.connectedtp.com 3 STAGE 1 COMMUNITY FEEDBACK TOOL (CFT) RESULTS 3.1 Summary of Results 48 initial responses were received through the Community Feedback Tool (CFT) followed by a further 21 which were provided to the design team to add (69 in total). These captured the publics views following the public engagement. The responses were provided anonymously and no age or origin details of the recipient were recorded. Participant's comments were located along the route. In the majority, comments were positive with participants providing concerns relating to visibility, a lack of provision for pedestrians to cross with concerns at the Esplanade as more traffic generated. Some of the comments provided detailed summaries of localised challenges which will greatly assist the design development process. Stage 1 comments are shown from number 1 to 69 in the following figure. The feedback received is presented graphically and verbatim as follows. Page 118
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29 | P a g e www.connectedtp.com 1 Kinloch Road needs 2 safe crossings. This would slow down traffic speeding into town. Also there is a need for a bus/lorry park to take traffic off promenade. Widen road to allow people to walk safely away from bikes. Roundabout at Big Kiln to slow down speeding traffic coming into town from Machrihanish road. 2 A steep street - wheels can go at high speed down this hill. Dangerous for walkers as has been shown on occasion when someone was knocked to the ground entering her close. Lost 4 teeth. 3 Leave kinloch green and esplanade alone. Please 4 Large vans and motor homes are often sitting parked here. They are an eye sore and have often been parked on the pavement. 5 Disability accesible housieng is here with no where to go due to lack of drop kerbs 5 A crossing is really needed here, often used if walking from co-op to tesco you can have a long wait unless cars stop for you 6 A crossing is really needed here, often used if walking from co-op to tesco you can have a long wait unless cars stop for you 7 A crossing is really needed here, often used if walking from co-op to tesco you can have a long wait unless cars stop for you 8 re-surface the road at the Esplanade 9 New cycle path between the tesco and co-op please 10 New Zebra/ Toucan crossing required here 11 New Zebra/ Toucan crossing required here 12 Disability accessible housing is here 13 New Zebra/ Toucan crossing required here 14 This is another initiative to isolate C'town. There are plenty open areas within the town, but many families are finding it difficult to benefit from the surrounding countryside and beaches. this is not an inland urban area 15 Linking up the proposed plan is key otherwise we are left with disjointed pathways 16 Flooding, high winds, loch debris, linking north to south with existing one-ways preventing walking and cycling 17 Weather is a factor - high winds/ high tides and flooding happens - reclaimed land! 18 Weather is a factor - high winds/ high tides and flooding happens - reclaimed land! 19 People in wheelchairs do not go out in windy weather! In future - helpers do shopping for them 20 Burnside garage using streets within area and outwith 21 Parking an issue around Esplanade 22 Where will all the cars park - Why? 23 dropped kerbs needed here 24 A safe crossing tot he pool/ library is very much needed. It is a fast, dangerous road, especially for children and anyone who cant walk very quickly Page 120
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30 | P a g e www.connectedtp.com 25 Esplanade - please no bikes/people together in one lane - Dangerous! 26 Cars/ Campervans where can they park? Some new car park? 27 junction accross from B/Bank garage i sdangerous, viewing on leaving B/Bank road double yellow lines accross vehicle parking 28 Improved crossings to social housing 29 Extend Aqualibrium car park 30 Definitely not! 31 Cycle path needed here 32 poor line of sight due to parking 33 Dangerous junction needs to be changed! or lights 34 No! 35 Where will all the cars park? 36 New parking outwith town - encourage more walking = less parking =>not obstructing dropped kerbs/line of sight and campore etc 37 There are very few drop kerbs for anyone in a wheelchair and they dont offer ANY circular routes 38 Total waste of money. No way! Ridiculous 39 Paths are on all the car parking places, wide streets and pavements so I dont think the paths are necessary here. 40 Crossing needed for Pool 41 Large vehicles / and bus garage 42 Links to Primary school eg Dalintober 43 Has a survey been done on how well cycle path or meddows is used for cycling - not as many! as kids are now jumping on to the road from the kerb on skateboards 44 Existing footpaths through Kinloch park are perfectly adequate for walkers/ cyclists 45 Resurface the road on esplanade 46 There needs to be a circular route 47 Improve the exisiting road along the esplanade 48 Resurgace esplanade to allow cyclists/ drivers avoid potholes 49 Safe cycle path will encourage more people to cycle 50 Existing paths are good to walk and cycle along 51 Existing footpaths through Kinloch park are perfectly adequate for walkers/ cyclists - perfect as it is! 52 Existing footpaths through Kinloch park are perfectly adequate for walkers/ cyclists 53 Money spend on traffic crossings on Aqualibrum road 54 Parking needs addressed at the sailing club 55 Parking needs addressed at the sailing club Page 121
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31 | P a g e www.connectedtp.com 56 Need a safe crossing from Royal Hotel accross to the esplanade 57 Cycle lanes need to join up if the are going to be safe, otherwise cyclists have to go back to the road 58 Resurface the cutting please 59 Machirhanish to Campbeltown cycle route please 60 But where do they go after this? High Askomil dangerous for cycling 61 We need campervan facilities - for waste this is being deposited into the sea 62 Route Z - existing footpaths on Kinloch green are adequate, kinloch green used as an event space 63 safer crossing at Aqualibrum and Royal hotel 64 Car park needed- resurface road on esplanade - safety for existing cyclists - removal of overnight parking on esplanade 65 No removal of where people park 66 Good idea to surface the cutting 67 Cycle route to Craigsfarm on A83 which would provide a safe circular route to moss road and back via stewarton to town 68 I approve of all as I cycle 69 Walking/cycle route from C'Town to Machirhanish Page 122
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32 | P a g e www.connectedtp.com 65 STAGE 1 STAKEHOLDER FEEDBACK Page 123
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33 | P a g e www.connectedtp.com 4 STAGE 1 STAKEHOLDER FEEDBACK To support the design optioneering process, a number of stakeholders identified within the stakeholder mapping were engaged with. A range of engagement methods were used for each group. 4.1 Stakeholder Meetings The study team met with a range of stakeholders identified through the study mapping process. We utilised consultation mandates to plan 1-2-small group workshop sessions with key stakeholders to introduce the team and discuss the study. Stakeholders included: Key council staff; Key local groups; Local Community Council; and Other key stakeholders. The workshops followed a similar format providing an introduction to the study, setting ambitions, and introducing the team. 4.2 ABC Network Management The team met with the ABC Traffic and Development Officer, Network Management virtually to discuss the Campbeltown project. Following a presentation of the project to date, a constructive conversation explored a number of topics including: Route alignment challenges, particularly relating to the community desire to retain on street car parking. Agreement that provision for larger vehicles / campervans in an appropriate location would help support council objectives. Support for improved parking management, including marked parking bays. Discussion re potential for removal of small area of parking to improve visibility of the war memorial. Discussion re need to minimise future maintenance requirements. Page 124
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34 | P a g e www.connectedtp.com 4.3 Council Statutory Consultees A summary of the other stakeholder feedback received is summarised as follows. 4.4 Non-Council Statutory Consultees A summary of the non-council stakeholder feedback received is summarised as follows. 4.5 Community Groups Community groups have been engaged through the public engagement process. No direct responses have been received. 4.6 Traditionally Harder to Reach Groups / Individuals The Royal National Institute for the Blind (RNIB) was consulted and highlighted that there is no specific representation for Campbeltown. 4.7 Landowners and Affected Parties The design team worked with the local community / stakeholder feedback to identify potentially impacted landowners. The Registry of Scotland (ROS) was contacted to obtain current legal land ownership details. The ROS confirmed that the study area is within the ownership of Argyll and Bute Council (ABC). ABC Marine Operations Not Consulted ABC Fleet Public Transport No Issue ABC Outdoor Access No Issue ABC Youth Services No Issue ABC Community Development Team No Issue ABC Economic Development No Issue SEPA Not Consulted. Scottish Water No Issue SSE No Issue Page 125
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35 | P a g e www.connectedtp.com STAGE 1 BARRIERS AND OPPORTUNTIES Page 126
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36 | P a g e www.connectedtp.com 5 STAGE 1 BARRIERS AND OPPORTUNITIES 5.1 The Challenges to Active Travel The community engagement programme has identified a number of barriers to travelling sustainably. These have been categorised and summarised as follows: Lack of lowered curbs; Poorly surfaced pavements; Parking along esplanade to be maintained; Protecting Kinloch Park is a concern; Lack of provision for disabled and minority user groups; Lack of pedestrian crossings; Difficult road crossings at points; Connection across Kinloch Road to connect social housing and community allotments; A preference for no impact on parking; and More provision for campervans and overnight parking. Page 127
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38 | P a g e www.connectedtp.com 6 STAGE 2 – COMMUNITY ENGAGEMENT 6.1 Further Engagement Following from the conclusion of the stage 1 consultation and completion of the stage 1 options feasibility report, all options were shortlisted for further development and further consultation. The decision to progress the stage 2 development of all route corridors was partly due to the limited responses received during stage 1 and the anticipation that by providing an example of what could be achieved, a greater proportion of the public would engage during stage 2. To support the process, the engagement plan as described within the stage 1 section of this report was repeated and included the following key actions: A second public event was held in Campbeltown Town Hall on the 28th of August 2024 between 16:30pm and 20:30pm. The team tested a different presentation approach to present the concept to the public. A video infomercial was used as an alternative to large format A1 boards. The infomercial was presented as four chapters, each considering the most asked about topics relating to the project. These included ‘funding’, ‘why this project’, ‘the project process’ and ‘stage 1 outcomes. A ‘flythrough’ narrated video of the concept design was presented for the public and provided the main feature of the consultation. Two very large format 1.2m x 2.0m long concept design prints were displayed for attendees to add notes to. Graphically designed A3 presentation sheets with FAQs were also displayed for the community to view. The event was advertised to the community through the use of local press coverage in Appendix A (West Coast Today), local poster advertising and support offered by the Campbeltown Community Council. The team again posted regular updates using social media. These updates being reposted by the community multiple times across the community’s own social media spaces including the ‘What’s on Campbeltown’ Facebook page. It was noted that during the stage 1 event some attendees experienced some difficulty in working with the map-based images. To improve on the community’s interface with the study materials a ‘flythrough’ video was produced for stage 2 using a combination of Google Earth and the scheme concept design. The ‘fly through’ was projected onto the Town Hall wall using a large format projector and supported by narration provided by the study team. All visitors attending the event were given the choice of completing the project survey questionnaire in person or accessing our range of digital tools to provide feedback via QR codes and URL links. A key advantage of the digital platform is, that even with the poor impact of weather on attendance, the materials could still be accessed and commented upon at a time that best suited the consultees. Page 129
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39 | P a g e www.connectedtp.com The event took place on a wet rainy weekday night. A total of 117 people managed to meet the team (90% increase from the 61 attendees for stage 1). During the event, the majority of visitors were observed by the design team to engage with the infomercial before progressing to visit the ‘fly through’ video and then congregating around the large format plans to discuss the concept. Overall, the event was considered a success with the majority of visitors taking time to engage with the materials provided and then asking questions. It is noted, the value offered by the online engagement platform also allowed the community to still provide their feedback for a period of six weeks post event. A register extract of those attending the event is shown in Appendix B. Post event, leaflets and surveys were left on the counter of the Town Hall front desk and the large format concept plans left on display for a period of four weeks before being moved to the Aqualibrium. 6.2 Event Advertising The advertising approach to stage 2 was similar to stage 1 with the key difference of scaling back the event leaflet distribution following further advise and support from the community council. It was agreed that the use of paper- based leaflets would have limited value within the community is more reliant on digital media (Facebook) and word of mouth. Accordingly, only 500 leaflets were printed for stage 2 and advertised through the town three weeks in advance of the planned public event. Leaflets were again distributed by ‘Keeping it Local’ whilst the design team issued leaflets directly to the library, local businesses, Town Hall and Tesco. The study Facebook page alongside the community page were used to advertise the project with a number of post prompts issued in advance of public engagement events. A paid for advertisement was also take out within the Argyllshire Advertiser who subsequently printed a number of editorial extracts. During the design team visit to the community, the digital advertising totem was also deployed to raise community awareness of the forthcoming event and project. Campbeltown Grammar also agreed to circulate information to parents and pupils through the PTA and student council. The public engagement event was open to the public for comment for a total period of six weeks (three weeks in stage 1) to maximise the opportunity for public feedback. The project consultation period was supported again through the use of an updated virtual engagement room which had subsequently also been revised to improve accessibility and incorporate software updates. Page 130
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40 | P a g e www.connectedtp.com 6.3 High School Engagement Campbeltown Grammar School pupils were provided with QR tear off slips to gain access to the online project survey. Some of the pupils preferred to have paper copy’s which they filled in and handed back to the team to process it digitally. The feedback from the younger generation of Campbeltown provided overall positive feedback about the project and thought that Campbeltown would benefit from the scheme proposal. Some had said that it would encourage them to use the Esplanade more and make them feel safe to cycle around the town. All school pupils engaged in project conversation and either completed a survey response on their own or provided feedback that the team used to complete a survey on their behalf at that time. 6.4 Aqualibrium Drop-In On the day of the public event the design team dropped into the Aqualibrium and set up a project pop up display within the foyer. The digital display Toblerone was again used and was successful in attracting interest from the public. As the centre was ‘quiet’ on the day, the design team was only able to speak to a few people to discuss the project. Page 131
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41 | P a g e www.connectedtp.com Stage 2 - The town hall public project engagement Page 132
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42 | P a g e www.connectedtp.com Stage 2 – Concept 3D flythrough extract Page 133
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43 | P a g e www.connectedtp.com STAGE 2 – SURVEY QUESTIONAIRE RESULTS Page 134
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44 | P a g e www.connectedtp.com 7 STAGE 2 - SURVEY QUESTIONNAIRE RESULTS 7.1 Sources of Community Feedback The multiple engagement platforms made available to the community supported the community to engage with the project providing feedback both digitally and physically. A summary of the received feedback by the various engagement platforms used is summarised in the following table. Format Responses Received Survey (Paper) 4 Survey (Digital) 78 Community Feedback Tool (CFT Digital) 13 Total Quantitative Responses 95 Community Public Event Attendees 117 Stakeholder Meetings 3 Community Council Public Meeting Attendance 4 Total Non-Quantitative Responses 124 3 Census 2022 7.2 Survey Sample Validation A total of 95 quantitative responses were received from Campbeltown’s population of 4,4253. This represents a sample size of around 3% which is lower than the 10 – 15% typically aimed for. However, the stage 2 results are higher than the stage 1 results which were 1%. The lower-than-aimed sample does not reflect the effort invested to engage with the community and the value of extending the consultation period and giving them a final ‘nudge’ to get involved. The stage 2 public event was undertaken during cloudy, rainy summer’s day which will also have had an adverse impact on the community’s appetite to make their voices heard or leave their homes. Page 135
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45 | P a g e www.connectedtp.com Stage 2 – Section A - Participant Demographics 7.3 Participants Age This question was asked as it is important to capture the views of people with varying levels of life experience to assist in the design process. Of the participant responses received: 31% were between 40-59 years old (27% Census 2022). 40% were aged between 60-79 (26% census 2022). 3% were older than 79 (8% census 2022). The results indicate that the survey was completed by a disproportionately greater number of people between 40- and 79-year-old. 23% of participants were younger than 40 (39% Census 2022). 4% preferred not to say how old they were. These results highlight that the survey has been completed by more people aged 40 – 79 and too few people aged under 40 or over 80. The school engagement event was well attended and their views have been recorded through less prescriptive measures than the survey questionnaire and are not therefore included in this summary. Page 136
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46 | P a g e www.connectedtp.com 7.4 Participants Gender Of the total respondents, 48% were women / girls (49% census 2022) and 46% as men / boys (46% census 2022). 1% of respondents identified as non-binary and 3% of the respondents indicated that they would prefer not to say. Overall, the results reflect a reasonable cross-section of the community and are broadly aligned with the census demographic split, albeit slightly less respondents identifying as men / boys. 7.5 Participants Health The majority of participants considered themselves to be able-bodied and did not have a health or disability that impacted on their everyday mobility (74%). 6% indicated they have some health or disability which limits their day-to-day activity a lot, However, 13% of respondents did indicate that their disability or health issue would affect them a little. 5% participants preferred to not say anything. Compared with stage 1 results, stage 2 has less responses from those with more severe limiting health issues (6% stage 1 vs. zero in stage 2). Page 137
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47 | P a g e www.connectedtp.com 7.6 Details of Participant Health Of the respondents indicating they did have a health-related disability, 33% indicated they preferred not to say, 24% disability was related to mobility, 10% have mental health issues, 10% have issues of hearing and 5% have stamina and breathing related issues. These questions are important to ask as they assist the design team in designing for all user groups, including those with protected characteristics. 7.7 Participants Employment Status Participants were asked to qualify their employment status. This question was relevant to ask as the design team will need to consider how the project would support economic activity and support the movement of people to and from places of work as part of ‘everyday’ journeys. 18% of the respondents indicated that they are currently not employed. 38% indicated they were employed either part time or full time, 6% indicated they were self-employed and 38% of respondents said they were retired or not applicable. Page 138
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48 | P a g e www.connectedtp.com 7.8 Comparison with 2022 Census4 To assist in understanding more about how representative the survey demographics are, the survey results were compared with the 2022 census5 for Campbeltown. The results indicate that the project feedback demographic by age and all genders is broadly comparable with the census. Overall, the study results are considered to capture a good sample of the community, capturing the views of both able bodied and those less able, those in work and those unemployed or studying. The results also show an improvement on the stage 1 results with the demographics presenting a more representative match with the census. 4 https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S19002469__campbeltown/ 7.9 Participants Residential Status Respondents were asked if they lived in Campbeltown. This question was relevant to ask as it is important to understand if the respondent is responding with longer term experience of the community or as a tourist/visitor. • 97% of respondents are full time residents in the community. • 3% have either lived in the community historically, or visited at least once a year. The results indicate that nearly all of the respondents are commenting as longer- term members of the community. 5https://www.citypopulation.de/en/uk/scotland/argyll_and_bute/S52000547__rothesay/ Page 139
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49 | P a g e www.connectedtp.com Stage 2 – Section B - Participant Travel Habits 7.10 Walking, wheeling, cycling and future mobility All participants (residents and visitors) were asked if they think this project will help to improve walking, wheeling and future mobility for the community. A summary of the results is presented below. 66% of the participants had said yes to improving walking, wheeling, cycling and future mobility 34% had said no or don’t think this would bring any improvement to walking, wheeling, cycling and future mobility for the community. 7.11 Views if the Concepts Offers Benefit to the Community Participants were asked which of if they think this concept will be beneficial and well suited for the community’s needs. This question helps us understand the communities’ support on the design choices from stage 2. 55% of respondents indicate that they ‘Yes’ (Support) to the project 27% of respondents ‘No’ (Don’t Support). 18% participants responded to ‘Don’t know’. These results indicate the community is leaning more to the ‘Yes’ option with a more positive ambitious outcome. Page 140
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50 | P a g e www.connectedtp.com 7.12 Parking Along the Esplanade All participants were asked How often do they park at the Esplanade. 61% of the participants answered they never park 15% say they park twice a week 13% said they park three times a week 6% said they park once a day 4% said they park daily Overall, a relatively large proportion of the total survey respondents say they never park their vehicle within the study area on a regular basis. This is relevant when considering in conjunction with the number of comments provided by respondents in relation to overall parking deficiency within the study area. These are qualified later within this chapter. Page 141
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51 | P a g e www.connectedtp.com 7.13 Is the Concept Design aligned with the needs of the community? To help us understand how participants currently feel about the concepts, participants were then asked whether they are ‘pleased’ or ‘concern’ of the concept. 58% of respondents said they are pleased with the outcomes brought from stage 1s feedback in the stage 2s concept design. 42% indicated that they have concerns and didn’t think it was sufficient enough. Considering the results cumulatively. Most of the community are on balance pleased with the overall design that meets the community feedback needs and would prefer a more ambitious enhanced scheme. 7.14 Provisions for Seats and Bins The community was asked whether or not that they though the provision of seats and bins were sufficient enough. 64% thinks the provision of bins and seats is sufficient, and the 36% left, thinks that the provision of seats and bins are insufficient. These results are fairly conclusive that the provision for placemaking and facilities to support user welfare is well aligned with community expectations. Page 142
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52 | P a g e www.connectedtp.com 7.15 Respondents Views Regarding Perception of Project Value and Intended Use The results of the survey feedback were further interrogated to better understand how the community have responded to the concept. Each survey response was interrogated to further understand how well informed the respondents are whilst providing feedback. The comments were varied in detail with some statements including excessive detail and the use of explanative language. These types of response are not typically associated with a civilised community. 220 of comments in total were provided individual across the 78 surveys received. In the majority, most respondents when providing a comment, they supported the concept very positively (15% of total responses and 20% of all comments provided). From a review of the surveys a number of observations were made. 14% of all responses commented as ‘non-supportive’ of the concept and have left feedback on what they don’t like or what their concerns may be. 5% of all comments received indicated the respondent were still unsure about the proposal or have many questions to be answered. 5% of the commented that the project was not needed or unwanted (6% of total comments made). 10% had commented about more crossing needed in the scheme at the Esplanade and Saddell street, most insisted the main road at Kinloch Road A83 (The Aqualibrium) to be the area where crossing is needed for the communities to cross safely. 10% felt made comment regarding the extent of placemaking provided. A total of 10% of respondents felt the project would need more parking enforcement for campervans and cars parking along the Esplanade i.e. park and pay meters. This compares with 7% of all comments relating to concerns regarding the overall number of parking spaces provided. 3% suggested for the cycle route to be removed as it was a safety concern for pedestrians using the footway. positive support for parking provisions along the Esplanade and seem to be a solution to help people to park safely. 7.16 Respondents Views on the Suitability of the Design 10% of all comments received mentioned about the community landscape about having more placemaking items in the scheme, like more benches, litter bins, playparks, football pitch, basketball and a canopy shelter. A total of 5% of all comments received suggests that the project would be best relocated elsewhere. 2% respondents had requested for the scheme to extend to Machrihanish or The Prom. A total of 5% of all comments received suggests that the project would be best relocated elsewhere instead of Campbeltown. 2% respondents had requested for the scheme to extend further towards Machrihanish or the Promenade. A summary of the comments received by percentage popularity and a summary of comments received as a percentage of total survey responses received is presented in the following charts. Page 143
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53 | P a g e www.connectedtp.com The results are summarised below. Page 144
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55 | P a g e www.connectedtp.com STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS Page 146
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56 | P a g e www.connectedtp.com 8 STAGE 2 - COMMUNITY FEEDBACK TOOL (CFT) RESULTS 8.1 Summary A total of 13 additional responses were received through the Community Feedback Tool (CFT) for the stage 2 consultation (83 total). The responses were provided anonymously and no age or origin details of the recipients were recorded. Participant's comments were located along the route. Comments covered a wide range of subjects including providing challenge on the detail of the concept operation with a focus on septic tank conflicts, parking and access to the church and approach to the project. The stage 2 CFT feedback received is presented by location and verbatim in the following figure and table. Each stage 2 comment reference is shown in them figure. Stage 2 comment reference are shown from number 70 to 83. (13 comments) The stage 2 feedback received is presented graphically and verbatim in the following figure and table which can be found below. Page 147
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58 | P a g e www.connectedtp.com 70 If the council can't afford to upkeep the planting in the Burnside Square, how are they going to afford the upkeep of the planting area on North Shore Street. 71 crossings should be proper pedestrian crossings and not just a strip of a different colour. That way all know it is an official crossing and traqffic should adhere to the appropriate crossing rules. 72 A zebra crossing here would be beneficial - very wide road which doesn’t give pedestrians with buggies , small children, wheelchair users etc time to cross 73 Wouldn’t see a need for a cycle lane here - short stretch of road, single track and very wide. Wide enough for bikes on the road and plenty of room for pedestrians on the pavement 74 crossing needed here 75 A crossing is desperately need here as traffic travels at at high speed along this road as it is the main road into town is very busy. Narrowing of road with crossing would provide safe crossing and slow traffic. 76 Regularly traffic is seen going wrong way down this one way street. Recently there was a serious accident involving a gas tanker and a car. Gas tanker tried to go wrong way down Lochend street and car hit it. This street would beneift from being made a cul de sac with the aqualibrium avenue end of Lochend street being closed offand turning area created on waste ground at the side of fiddlers bar. 77 Like the idea of widening pavements at war memorial to prevent parking and making a nicer space. Not sure about one way system at the kinolch road end of the esplanade, could cause more confusion although a crossing is needed there. 78 This junction is a total disaster. Accident waiting to happen. Impossible for cars to see what is comong along kinloch road when exiting burnbank street. Parking should be banned on the lower half of burnbank street where the kintyre hire garage is and either side of the junction onto kinloch road. 79 I cannot see how any of your plans would be an improvements. We could do with a crossing on Kinloch road but this road did not seem to be on your plans 80 two unnecessarily wide-mouthed junctions here at Princes St/N Shore Street - not very pedestrian friendly especially for children, elderly people and disabled people. These could be narrowed without inconveniencing anyone but appear untouched in the latest plans 81 There needs to be a formal pedestrian crossing with traffic lights stopping traffic here to allow people to cross this busy road safely to the Aqualibrium/Football Pitches and Park beyond. Just luck there have been no serious accidents here to date. 82 Pedestrian have to wait too long at these signals 83 A96 route signage directs drivers to use The Brae to access Cawder and Croy. Page 149
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61 | P a g e www.connectedtp.com Summary of Respondents Views by Category In order to enable processing of the wide range of comments received, an analysis of the CFT comments received was undertaken. From an initial review of the comments a number of categories were identified, which the design team believes best summaries the points being raised in the comments. By grouping comments into categories, a better understanding of the communities’ overall views on the concept can be understood. Each individual locational specific comment will be utilised as part of any stage 3 design development. A total of 12 CFT were done during stage 2 and reviewing the data indicates that: 21% of the comments are supportive of the scheme. Some of the supported responders also mentioned about more crossings need to be in places like Saddell Street and Kinloch Road A83 (Infront of the Aqualibrium). These comments accounted of more crossings are 24%. 14% of the CFT comments related were unsure or don’t know what to think about the new layout. It has been mentioned about concerns of parking on the esplanade, but also having a one-way system being put in place at the south where the bus station is located which 7% expressed concerns of the new bus station layout. 10% of the comments have expressed a mis understanding or may have been mis informed about the project and the funding. 3% of these responders had mentioned about the whole thing being a waste of money or not needed for the remote community. 7% of the community responders had spoken about not having a cycle lane passing through the Esplanade. Footways should be widened and made to be a more shared path. The Esplanade is wide enough to create a larger footway and respondents feel this would be a safer approach then having a cycle lane with crossings. A total of 14% mentioned about parking provisions and parking enforcement concerns within the scheme, 7% were happy with the general support of parking provision throughout the scheme. The other 7% think more enforcement is needed, issues should be tackling the larger vehicles who park overnight i.e. Campervans on the Esplanade. Some even suggested about having parking wardens and parking meters along the Esplanade should be considered as it can get very busy, especially in the summer season. Page 152
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63 | P a g e www.connectedtp.com 9 STAGE 2 - STAKEHOLDER FEEDBACK Following the public engagement process, the emerging network was refined through a workshop with key stakeholders. A range of engagement methods were used for each group. 9.1 Council Statutory Consultees A summary of the stakeholder feedback received is summarised as follows: 9.2 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 6.5m to give extra space allowance for HGV and Buses. It was agreed that the road narrowing 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 camper van parking where possible. Improved access for pedestrians to visit the war memorial by reducing car parking spaces on the inlands. To stop cars and 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. ABC Roads 4 workshops / meetings in total concluding with no issues with resulting concepts as presented to the public. ABC Marine Operations No known issue ABC Fleet Public Transport No known issue ABC Outdoor Access No known issue ABC Planning No known issue ABC Youth Services No known issue ABC Community Development Team No known issue ABC Economic Development No known issue Page 154
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64 | P a g e www.connectedtp.com 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 memorial including seating and planting. 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 block 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 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 around 1m. Converting a bus parking 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. 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 the school. Noted that the limited corridor space would require introduction of a wider traffic management scheme extending to Mill Street or New Parliament Place. The conclusion of the optioneering workshop confirmed that the concept should terminate at the junction of Dalaruan Street with Saddell Street. Page 155
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65 | P a g e www.connectedtp.com 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 control. It was noted that as the road widths had been significantly narrowed, these crossings may operate effectively as uncontrolled. Use of raised tables 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; 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. TS promoting introduction of advisory on street cycle lanes, removal of some parking bays and pedestrian crossing improvement adjacent to the Aqualibrium; TS will be exploring other options including use of northern footway of Kinloch Road. Transport Scotland (TS) Network Management (Workshop 2) A second stakeholder workshop was initiated to discuss the approach to review the emerging concept. Key design considerations include: Subject to funding TS planning to implement the Kinloch Road design by year end 2024. This may change; TS agreed that the one-way gyratory change planned at the town end of the Esplanade may be best promoted through the TS design. 9.3 Non-Council Statutory Consultees A summary update of the non-Council stakeholder feedback received is summarised as follows: 9.4 Community Groups Community groups have been engaged through the public engagement process. 9.5 ABC Economic Development A stakeholder workshop was initiated to discuss the concept and were overall supportive SEPA Not Consulted Scottish Water No response received SSE No response received Page 156
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66 | P a g e www.connectedtp.com 9.6 West Coast Motors (WCM) Unfortunately, no contact with WCM was possible prior to the stage 2 public event. However, during the event WCM did provide comment on the concept. The main points of concerns relating to: The ‘opening up’ of the bus stance to general traffic and potential safety related concerns due to vehicle and passenger interaction; Reduction in the number of the bus stances provided by repurposing the south side carriageway bus bay into general parking bays. Further investigation may be required to confirm the operational impacts of this change; It was agreed that further conversation would be required with WCM at stage 3 to understand their concerns in greater detail. An option to reinstate the south side bus laybys was discussed which might provide an agreeable compromised solution. As identified through conversation with Transport Scotland, further assessment of the operational impacts of the proposed change to junction would be required as part of the detailed design next stage. 9.7 Traditionally Harder to Reach Groups / Individuals Consultation with The Royal National Institute for the Blind (RNIB) was again attempted and again noted that there is no specific representation for Campbeltown. It is noted that feedback received does include representation by minority groups and those with protected characteristics. 9.8 Landowners and Affected Parties It is noted that the scheme is located on council land and retained within public adopted road. Page 157
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67 | P a g e www.connectedtp.com 10 OUR LESSONS LEARNT During the engagement plan, records of each activity were maintained to assist in the evaluation of how effective the engagement process has been. The review process included two design team workshop sessions, where the teams’ thoughts and ideas were shared to assist in ‘destressing’ and improving future engagement both during Stage 2 of this study but also all future studies. The summarised results of the workshop sessions are summarised as follows: Observation / Issue Mitigation Face to Face meetings have been most effective in supporting feedback Maximise time within the Community Lack of engagement with traditionally harder to reach groups Work with care centres to capture views of older and younger community members including those with registered disabilities Under representation from younger adults Focused workshop with younger adults during Stage 2 Use of digital engagement materials, podcast, flythrough offers greater audience participation Progress service offers in the future using more interactive digital material Facebook and social media study page offers limited value to project feedback and are best reserved for use as event advertising Use community pages as alternative to study page Mis-information distributed via social media cannot be controlled if using community social media pages Minimise messaging and provide references. Social media also provides an "echo chamber" for views and can encourage some respondents to adopt views of the loudest voices rather than taking the time to fully understand the project for themselves Project materials note being effectively engaged with or understood Consider using easier to understand materials to assist the public to engage with the materials provided. Options include videos and infomercials as alterative to presentation boards Terminology including "active travel" and "wheeling" are not well understood across the whole community Consider use of project language. Avoid use of Active Travel and explain on wider mobility improvement in plain English Working with local press can influence the effectiveness of published information. Reporters will revert to ‘making up’ information to fill in blanks. Provide press information pack. Work with press reps direct Page 158
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68 | P a g e www.connectedtp.com Survey questionnaire design too long to be completed effectively. Reduce the number of free form responses to aid in survey analysis. This introduces a risk that the public perceive a ‘closed’ already decided survey. Open form format questions must be character restricted to 100 characters max. Page 159
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70 | P a g e www.connectedtp.com APPENDIX A – WEST COAST TODAY NEWS ARTICLES Page 161
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71 | P a g e www.connectedtp.com APPENDIX B – CONSULTATION EVENTS EVIDENCE OF ATTENDANCE Stage 1 – Feb stage 1 registration Stage 2 – Aug stage 2 registration Page 162
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72 | P a g e www.connectedtp.com APPENDIX C – STAGE 2 SURVEY COMMENTS Within the Stage 2 survey respondents were offered the opportunity to provide a free text comment. Each respondent had the opportunity to provide multiple comments. How is the design aligned with the needs of the community? Greater feature seating points established on the waters edge of the esplanade north towards between war memorial and north shore street, this would offer a lovely seat and focal of the loch mouth and the wider views of Beinn Ghuilean Improved parking areas MUST, and i repeat MUST omit commercial vehicle parking and motor homes, furthermore you must establish parking charge or at least minimum stay Cycle route should have potential to be extended east towards the trench point, and it should join up towards quarry green, and then onward to the hills of Beinn Ghuilean. There surely can be an option to paint on a cycle way for the areas outside of your plan. I would not widen the pathways within kinloch green to 3meter, the current paths are fit for purpose already and wide enough, I'd rather see inclusion of a band stand and or a purposeful hang out point designed respectfully for the youth to hang out. The current playpark adjacent to Tesco, re-purpose to a bike pump track for kids more seating and gathering points, inclusion of town heritage and bygone era story boards at the seating's, possibly sponsored by local businesses to ensure careful upkeep More seating & gathering, smart lighting and water features, as a suggestion, creative surfaces and design of good quality standards to be applied. I want to credit you for this engagement you deserve applause for making the initiative, naturally people will moan and groan but its looking great and should definately go ahead, but please consider many of my points, in its current design scope it appears more of missed opportunity. Get more creative with seating and view points. Remove parking at junction exits Add 2 lanes to roundabout to help better flow of traffic There is very little bins and seating throughout the town A very poor design that will ruin the esplanade. Filled with vans and camoervans these days since the other useless road gor built for the non existent wind turbines. Absolutely no community interest in this going ahead Ban campervans One way system Better pavements Better roads Page 163
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73 | P a g e www.connectedtp.com This ignores what the community require Campbeltown to Machrihanish walkway needed Machrihanish to Campbeltown far better use of funds Machrihanish to Campbeltown walkway Cross walks nearer the main roads Parking restrictions on main street Longrow lay out changes Move it to busier area Cut the cost Move it completely to more needed area Parking restrictions on main street Longrow lay out changes Safe cycle routes on fast roads towards Machrihanish and Westport. The entire plan is overengineered. As someone who cycles regularly in the area, including on the newly installed routes towards the secondary school, I know there are more straightforward and cheaper ways to achieve your ends. For starters, two-way cycleways are nearly always unnecessary Personally I feel more seating would be beneficial for those of us who are older/not so fit it would certainly encourage me to go further if I knew I could safe sit down Adherence to Highway Code i.e not parking within 32 feet of a junction (Highway Code 243). Why is this not enforced? More respect for dropped kerbs and disabled vehicles such as electric scooter/wheelchair. Dropped kerbs that are maintained properly. The design does not take into consideration cyclists who may access the Town along the A 83. flower beds/ planting smooth weed free surfaces- do not include designs that require weeding eg cobbles or pavers Space out parking spaces as people will inevitably cross between cars and especially camper vans and will not use zebras- you can't design this out. Plan for desire paths. How will you avoid rat runs in the surrounding streets when speed calming measures are introduced? Are you aware of current "boy racer" routes round Big Kiln? Apply parking charges to vehicles over 6ft eg. motorhomes, as they severely impact visibility for pedestrians and cyclists. Pedestrian crossing, and parking regulations in forced to prevent parking on corners This seems like a vanity project and the money would be better used on something more worthwhile. Bus lane should be kept as it is a safe place to get on and off the buses. Mini roundabout at the junction of Kinloch Road and the Esplanade. Page 164
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74 | P a g e www.connectedtp.com I don't believe it will benefit anyone.There is ample room for cyclists plus cars .These plans will exacerbate car parking in Campbeltown leading to more traffic e.g. Cars driving around looking for space to park.Also the pavements around the areas proposed are in my opinion are more than adequate I think the whole proposals are ridiculous Better lighting on the paths across the green More seating on the green More car parking Segregation of cyclists and pedestrians Avoidance of adding more solid surfaces in the Kinloch Green area. Strict speed limits within this area -20 mph for motor vehicles. Speed restrictions for cycles, e bikes and scooters. Ideally there would be more space for pedestrians and seating. I would also like to see a 20 mph restriction across this area for motor vehicles, and a speed restriction of cycles, e bikes and scooters. Pleased that active travel is promoted, with reservations. Car use should be discouraged in the town centre. Integration of pedestrians and cyclists can be dangerous when e-bikes and scooters are using the same space. Page 165
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