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A spatial framework for the town of Stromness in Orkney, Scotland intended to serve as Supplementary Planning Guidance as well providing a collection of projects to improve the town
Citation preview
STROMNESS
DEPARTMENT OFDEVELOPMENT SERVICES
MAY 2009
URBAN DESIGN FRAMEWORK
S t r o m n e s s U r b a n D e s i g n F r a m e w o r k F i n a l R e p o r t
May 2009
WMUD yellow book
Leslie Burgher Architect
Hamilton Baillie Associates
Jacobs
Drew Mackie Associates
Orkney Islands Council Department of Development Services
Council Offices School Place
Kirkwall
Orkney
KW15 1NY
introduction 1
urban design appraisal 7
economic appraisal development 51
towards a framework 63
urban design framework 71
implementation plan 117
conclusions and summary 121
contents
S t r o m n e s s U r b a n D e s i g n F r a m e w o r k F i n a l R e p o r t
study team:
Leslie Burgher
Gen Cannibal
Ruth Foxon
Bill Grimes
Ben Hamilton-Baillie
John Lord
Drew Mackie
Willie Miller
Lucy Natarajan
Vicky Smith
Ines Triebel
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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In March 2008, Orkney Islands Council
commissioned Willie Miller Urban Design (wmud)
to carry out a study of the town of Stromness and
produce an urban design framework. The study
comprised three parts namely:
the urban design framework itself•
an economic appraisal and strategy•
a Strategic Environmental Assessment (• sea)
The purpose of the urban design framework was
to provide a strategic overview which would
coordinate existing projects and act as the basis
for future development briefs and masterplans
for individual sites. The economic appraisal and
strategy was intended to provide background
evidence in support of the urban design
framework and supporting grant applications
for key projects identified in the urban
design framework. A Strategic Environmental
Assessment has been undertaken as a necessary
and integral part of the study process under the
Strategic Environmental Assessment (Scotland)
Act 2005.
section 1: introduction
The Urban Design Framework is also intended
to inform the review of the Local Plan for Orkney
which is currently underway.
THE BRIEF
Orkney Islands Council drew up a detailed and
comprehensive brief for this study. In particular,
the objectives of the Urban Design Framework
study were:
to review historic economic and physical •
development patterns, identifying
opportunities, constraints and linkages
between different parts of the town
to examine the socio-economic character •
of Stromness and its role in Orkney in order
to formulate scenarios for the growth of the
town to 2017
to examine capacity for future development •
and identify necessary infrastructure
requirements and the planning management
required to ensure a legible and high quality
urban form
the setting of the town
2 | O R K N E Y I S L A N D S C O U N C I L
to define the key spatial qualities of the •
town in terms of character, urban form and
public realm hierarchy including urban grain
and permeability, landmarks, mix of uses,
heights and massing, heritage and character
to advise on the necessary delivery •mechanisms to implement the Urban Design
Framework objectives
to provide a robust economic analysis of •opportunities and constraints which can act
as the basis for future funding applications
to advise on the direction of future planning •policy for key land uses and development
opportunities in the town in relation to the
review of the Local Plan which dates from
2004
In response to this, wmud assembled a multi-
disciplinary team to undertake this work
comprising:
Willie Miller Urban Design:• project
direction, urban design, spatial planning
and urban structure, statutory planning and
landscape frameworks
yellow• book: stakeholder consultation,
assessment of socio-economic conditions
and prospects, workshop scenario
development
Drew Mackie Associates• : consultation,
networking and community engagement,
community planning event leader
Hamilton-Baillie Associates• : traffic and
access, transport, strategic public realm
networks, urban structurepopulation and settlements
location and context
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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Leslie Burgher Architects• : heritage and
conservation architecture
Jacobs• : Strategic Environmental Assessment
RELATED INITIATIVES AND PARAMETERS
This work has been carried out in parallel with
other studies and initiatives which aim to
improve the town. The most significant of these
are the Townscape Heritage Initiative (thi) study
being carried out by Gray Marshall Architects
for the Council, and the Pierhead Project run by
the Council itself which has been the subject of
an architectural competition during the course
of the study. The thi study is focused on the
Outstanding Conservation Area which covers
most of the historic core of Stromness and the
Pierhead Project (also within the thi area) covers
significant buildings and spaces at one of the
town’s principal focal points.
As with all work of this nature, the town itself is a
dynamic entity which is constantly changing and
evolving. In a town as small as Stromness, any
change can have a significant impact. During the
study there have been significant events such as
the decision to move Stromness Primary School,
the purchase by the Council of the Commercial
Hotel in the thi area and the Council decision
to declare the Library unfit for purpose with
a view to moving it to the Pierhead. All these
decisions create related opportunities for new
development as well as tensions around how the
rest of the town functions.
In addition to the foregoing factors which may
be described as day-to-day or dealing with the
reality of the here and now, there is a long list of
hopes and aspirations for other projects in and
around Stromness which include the following as
listed in the brief:
Stromness Pierhead Regeneration project – •
including development of a new library
a new Primary School at the Lorry Park site•
HIE Orkney has been investigating a new •
centre for renewable energy development
encompassing the European Marine
Energy Centre and the existing Heriot-Watt
University campus
the Heritage Lottery Fund project which •
includes conversion and re-use of the
former Commercial Hotel and other derelict
buildings within the conservation area
interest from retailers in developing in the •
town
Stromness Auction Mart site Development Brief •
identifies potential for mixed use development,
fronting the Hamnavoe
demand for new housing development, •
including affordable housing and other
specialised housing types such as
keyworker and very sheltered housing
zero waste project / renewable garden•
land reclamation and boardwalk/new street-•
link and district heating system, Hamnavoe
new/upgraded caravan and camping facility•
Stromness marina•
Ness Battery Visitor Centre•
children’s nursery/care facilities•
4 | O R K N E Y I S L A N D S C O U N C I L
community centre development•
Many of these have been assessed in relation to
their economic benefit to the town. Most play a
role in the Urban Design Framework for the town.
KEY ISSUES AND FINDINGS
We noted in our proposal for this work that there
was a striking contrast between the centre of the
town and its peripheral areas – almost as if the
centre mattered but the rest didn’t. We had a
strong feeling in Stromness that there was a need
to re-learn how to build places – not so much
in terms of architecture but in relation to the
basic components of the external environment,
the siting of development and the overall form
of settlement. Our anticipated headline issues
were:
the presence of the past•
a distinctive sense of place•
learning how to build anew•
localising urban design•
traffic by design•
sustainability – a fundamental theme•
These are still the basic foundations of the
urban design framework. If anything the contrast
between the old town and the surrounding
areas is more marked than we thought. We have
a strong sense that the old town is regarded,
like the library, as unfit for purpose in the 21st
century. The decanting of uses to Hamnavoe
and Garson is evidence of this while the Pier Arts
Centre seems to represent the very opposite view
– a well received triumph of careful design and
function in constrained circumstances.
At the same time, the quality of the old town
deteriorates in a myriad of small ways – vinyl
street signs replacing old painted versions,
unnecessary parking restrictions, inappropriate
‘heritage’ street lighting, vacant property and
insensitive repairs to buildings and the public
realm.
Stromness North Pier and ferry terminal
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fig 1.1 methodology diagram
from proposal
6 | O R K N E Y I S L A N D S C O U N C I L
In parallel with this is the sense that Garson is
used as a convenient place to site things that
can no longer be accommodated in the old
centre. So the town has no real structure or
cohesion. This is recognised in the brief for this
work which states that the purpose of the study
‘is to establish a strategic framework and vision
which would direct future proposals towards a
coordinated and legible urban form’. All these
issues are addressed in this report.
WORK PROGRAMME AND METHOD
The consultant team’s work programme spanned
three stages of audit, appraisal and framework
development. In parallel with this was a process
of stakeholder and community consultation.
Stromness has been the subject of a
considerable amount of community consultation
over a range of projects and we were anxious not
to repeat any of this.
The methodology for the study programme is set
out on Fig 1.1 and consisted of 24 discrete tasks.
These were modified somewhat as the scope of
the work became clearer. We worked closely with
Jacobs throughout the study process, assessing
our proposals through the SEA.
We have benefited from the active involvement of
Council officers, key stakeholders and residents
of Stromness, many of whom attended a two-day
Planning Event held in June and a second event
in October 2009. We are particularly indebted to
the town’s elected members for their enthusiasm
and interest.
STRUCTURE OF THE REPORT
The report is in seven sections, with an
appendix:
Section 2 reviews the • town itself through
an urban design appraisal and Local Plan
review
Section 3 contains an • economic appraisal
and strategy
Section 4 brings together • spatial factors,
economic issues and projects
Section 5 contains • the urban design
framework
Section 6 describes an • implementation plan
for the urban design framework
Section 7 sets out the • conclusions and a
summary of this Final Report
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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This section of the report examines the
evolution of the town from an urban design
viewpoint, dealing with spatial structure, place
and character. Following on from this is an
urban design appraisal of Stromness which
includes visual qualities, traffic and movement,
conservation and heritage and development
dynamics. The section also includes a brief
review of the Local Plan and concludes with an
outline of issues and potential directions for the
town.
EVOLUTION
The Tourist: ‘Do you live here?’
GMB: ‘Yes, I do.’
The Tourist (with heartfelt envy and
longing): ‘YOU LUCKY MAN!’
George Mackay Brown, Under Brinkie’s Brae1
1 First edition published by Gordon Wright Publish-ing, 1979
section 2: urban design appraisal
History
The bay of Hamnavoe is an inlet off Hoy Sound,
on the north-west approach to Scapa Flow. The
port of Stromness grew up on a narrow shelf of
land on the west side of the bay, and the town
is sheltered from the westerly winds by the
granite ridge of Brinkie’s Brae, a name forever
associated with the town’s great poet, George
Mackay Brown.
Stromness remained a very small settlement
until the 18th century when the Hudson’s Bay
Company began to use the town as a base for
provisioning and recruitment. Later, whaling
ships en route to the Arctic used the harbour. As
the town grew in size and wealth, the merchants
of Stromness sought the same rights of free trade
as Kirkwall: after a long struggle that right was
won in 1758; the town became a burgh in 1817
and shortly after that milestone its population
peaked at around 2,500. It was during this
Stromness - from a 1931 aerial
photograph
8 | O R K N E Y I S L A N D S C O U N C I L
the character of historic Stromness
- images from the Council Archive
the former Stromness Academylanding fish
near Ness Road
Victoria Street Stromness from Cairston Road
Graham Place
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Stromness Hotel Hamnavoe and Scapa Flow beyond
Dundas StreetVictoria Street
Old Harbour from the New Pierprivate piers and slipways
1 0 | O R K N E Y I S L A N D S C O U N C I L
period that the distinctive built form of
Stromness took shape: “houses and storehouses
were built gable-end to the sea, with their own
storehouses and piers furnished with post-
cranes for loading and unloading the boats”.2
By the late 19th century, fishing was a staple
activity: “Large herring-boats from Aberdeenshire
ports and the Moray Firth crowded into
Hamnavoe from mid-May to mid-July, and every
pier became a gutting and curing station”. But
the heyday of the herring fishery was relatively
brief and the decline had set in before the
First World War. By this time transport and the
beginnings of tourism were key activities. The
port was busy with cargo ships and passenger
steamers including regular services to the
Scottish mainland and Liverpool: the 1901 the
Stromness Hotel was built on a site overlooking
the Pierhead.
Stromness played its part in the two world wars.
During the first war, the harbour was a base for
minesweepers and water boats serving the navy
fleet in Scapa Flow. By contrast, the second war
was “an Army affair”: the Stromness Hotel was
commandeered as the Orkney and Shetland
Defence Headquarters: the town “was inundated
by troops”, and Ness Battery was built to guard
the entrance to Scapa Flow.3
2 See Caroline Wickham-Jones, Orkney: A Historical Guide, Birlinn, 2nd edition 2007; and Anna Ritchie, Exploring Scotland’s Heritage: Orkney, Stationery Office, 1996
3 George S Robertson, A History of Stromness 1900-1972
Stromness has continued to evolve in the
modern era. It is still an important ferry port,
with regular daily services to Scrabster. Tourism
still plays a key role and new markets have
emerged, especially diving and (thanks in part
to the success of the Pier Arts Centre) art and
culture. Fishing continues, albeit at a much
reduced level, but Stromness is an important
centre for fish processing and other forms of
food production which are important export
earners for Orkney. More recently, Stromness
has played a key role in the emerging renewable
energy sector: through the pioneering work of
EMEC and Heriot Watt University the town is at
the leading edge of research on wave and tidal
energy. Spin off business from this industry has
also emerged.
Pole Star Pier - mid distance - with traditional
harbourside buildings in the foreground
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Description
Stromness has changed in many ways since its
traditional industries began to decline. The town
has expanded from the confines of its original
shoreline setting, gaining “suburbs” which have
climbed the hillside to the west and expanded
to the north and round the head of the bay into
Garson. The harbour has been improved over
the years, and the introduction of roll-on, roll-off
ferries led to the creation of a new access road
along the shore.4
Nevertheless, the built form of the historic heart
of the town remains remarkably intact. George
Mackay Brown’s biographer, Maggie Fergusson,
describes the town and its setting:
Following the shoreline, a flagstoned street winds
a mile from one end of the town to the other. To
the seaward side, squat, thick-walled fishermen’s
houses are built into the rock, gable-ends to the
road, standing out into the harbour like stone
arks. Beside each is a cobbled pier, so that as
one walks down the road the grey houses are
separated by bright, bookmark-shaped glimpses
of the sea. To the other side, merchants and
shopkeepers built their houses and small plots
of garden along steep, narrow closes twisting
up Brinkie’s Brae. At the top, commanding
wide views over the harbour, and beyond to
Scapa Flow, retired sea captains and shipping
agents put up solid, double-fronted villas, and
4 For an account of the evolution of the town and its architecture see, Leslie Burgher, Orkney: an Illustrated Architectural Guide, RIAS, 1991.
named them after their old ships, or the trading
posts where they had spent their working lives:
Hopedale, Arranmore, Manora, Pictu.
Anna Ritchie notes that, despite “its archaic
air”, the street that runs the length of the
town is no earlier than mid-19th century: “…its
crooked alignment and variable width reflect
its origins as a pathway along the rear of the
waterfront buildings, for whose occupants
the sea was a vastly more important means of
transport”. Ritchie quotes Sir Walter Scott, who
visited Stromness in 1814, and described it as
“a little, dirty, straggling town which cannot be
traversed by a cart, or even by a horse, for there
are stairs up and down, even in the principal
streets”. Of course, it is this distinctive urban
form that makes old Stromness so attractive
and distinctive today, although vehicular access
continues to be a problem.
Some of the urban design qualities associated
with the old town are:
distinctive places – the piers, the former •lifeboat station, the Pierhead
building uses that create focal points – the •library, the museum, the Town Hall, the Pier
Arts Centre
shelter - against the northerly climate•working with the landscape rather than •against it
natural materials and scale – the easy blend •of stone and slate, timber, tin and paint
walkability – having most facilities within •5-10 minutes walking distance
1 2 | O R K N E Y I S L A N D S C O U N C I L
a relationship between buildings and their •orientation, their private spaces and their
public spaces that creates a model for new
building in keeping with the old principles
Some of the less endearing characteristics of the
old town are:
restricted access for businesses and •residents
poor accessibility due to gradients and steps•limited natural light in many buildings•small or no gardens•low profile and lack of visibility for shops •and businesses
limited scope for expansion of businesses•topography, figure field and movement
topography topography and figure field
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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For many people, the historic core is the town
but in fact, it now occupies only around 7% of
the current land area of Stromness. Nevertheless
there is much to be learned from the positive
characteristics of the old town and much that
is transferrable to new development proposals in
terms of principles for new sustainable town making.
URBAN DESIGN APPRAISAL
Visual Qualities and Urban Forma)
Much work has been accomplished and is
currently underway to describe and characterise
the visual qualities and urban form of Stromness,
particularly concerning the town centre and the
areas extending westward from it. This urban
design framework is tasked with identifying
those qualities and form elements that shape
the community today and impact on its ability to
achieve its desired future. Actions contemplated
in the short term are to be set in the context of
Stromness’ visual qualities and urban form and
it is in that spirit in which this assessment is
offered.
Many studies, including the contemporary thi,
focus on the historic core of Stromness, its use
of land and the quality and integrity of its built
form. They play upon the community’s historic
asset and the charm and character that have
uniquely defined Stromness. These studies
also identify likely targets for public investment
designed to enhance the town centre’s
vitality and heritage quality. Recommended
implementation strategies in those studies are
founded on historic integrity and seek to re-
energize the community’s historic core while
maintaining the visual qualities and urban form
that have developed over centuries.
There is little need to restate here the findings
of the previous and current work, but it is
important to incorporate their findings and robust traditional detailing
1 4 | O R K N E Y I S L A N D S C O U N C I L
generalised land use
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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recommendations as they relate to an urban
design framework for the entirety of Stromness.
As explained above, Stromness consists of much
more than just its historic centre. While the
centre remains the civic, social and wharfside
focus, it has become less the primary focus for
the community’s economic activity and provision
of housing. New industrial development has
stretched east of the Hamnavoe, where land is
more plentiful. Industrial uses there can expand
more easily, accommodating transport and
facilities requirements that would be difficult
to realize in the town centre. Housing, too, has
expanded into this area, as well as to the west.
Newer housing development borders the Garson
Industrial Estate, providing detached, single-
family housing types that suit contemporary
family needs for space. Housing is also
developing along Stromness’ western fringe,
locating community residents some distance
from the town centre in detached or semi-
detached single-family homes.
The overall result is a land use pattern that is
complex and far more expansive than the historic
settlement could have anticipated, with housing
and employment located on the periphery and
a population increasingly reliant on personal,
often motorised, transportation to conduct its
daily business.
Recently, the community’s institutional fabric
has begun to reflect this shift in land use. The
primary school, located now in the middle of the
town centre, is proposed to be located near the
north end of the Hamnavoe. The new Stromness
Academy was relocated from its position just
west of the town centre to a site near Garson in
the 1980s. The library, constructed in the early
1900’s, is also to be relocated further to the
north. The historic core remains, but its centrality,
relevance, and accessibility to the rest of the
community is being redefined. The community
is relocating and realigning its important public
facilities to reflect shifts in demand.
While development has tended to push outward,
it has also located in areas of exceptional beauty.
Homes on the east of the Hamnavoe enjoy an
impressive view of Stromness’ town centre and
waterfront. Homes on Brinkie’s Brae have views
over the historic town centre and extend from the
Hamnavoe to the entrance to Scapa Flow. These
new places may be exposed to greater wind and
extremes in temperature, but they benefit from
access to landscape vistas that are unique to this
part of the world.
Mature trees are an important part of the
Stromness townscape not only in panoramic
views of the town but also as relief in tight-knit
urban form.
Character areasb)
The character areas here are differentiated
generally by the eras in which they were
developed and by the populations or land uses
1 6 | O R K N E Y I S L A N D S C O U N C I L
character areas
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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they serve. Inclusion within a district does not
imply homogeneity of building type or land use,
however. Instead, the character area definitions
apply to a range of building types and uses
that present an essential commonality that
differentiates one particular area from another.
In addition, the district boundaries are not
necessarily discrete. They only suggest where
one district may begin and another ends, risking
the overstatement of the more organic or fluid
transitions between areas that seem distinct in
character.
Historic Core and Town Centre areas are
characterised by the densely developed main
street corridor and the structures directly
adjacent to it. It is also divided further into sub-
districts, with those defined by particular types
of land uses, elevation changes, deflected views
or other characteristics that distinguish one area
from another. The relevant parameters in relation
to this area are:
+ve -ve
high quality environment loss of traditional roles
walkable loss of town centre
functions
sustainable materials vacancy – residential
and business
shelter and climate
response
poor accessibility
history and stories lack of flexibility (for
businesses)
pedestrian scale too many historic
buildings at risk
relationship with the sea risk of flooding
historic core areas
1 8 | O R K N E Y I S L A N D S C O U N C I L
architecture and tradition municipalisation of
signage and detail
adaptability within limits
a suitable environment
for the arts
unstable
First-Tier areas are those that work their way
up the hillside from the Town Centre, generally
consisting of residential or larger institutional
uses closely tied to the Town Centre by a series of
narrow lanes and footpaths. Some of these First
Tier areas are also found at the extreme northern
and southern ends of the Town Centre areas.
These areas are developed less intensively than
the Town Centre, but the structures still retain the
historic character of Stromness.
+ve -ve
opportunities for new
uses
loss of functions to
other areas
some walkable
connections with centre
less compact – requires
transport
generally sustainable
materials
less concern for
materials
better accessibility than
centre
but accessibility still
poor
pedestrian scale in
places
inconsistent scale
adaptable – larger sites
and buildings
starts to impact on
landscape
risk of flooding
relatively stable
Second-Tier areas include almost exclusively
residential land uses, located within the Back
Road perimeter. They incorporate the historic
elements that distinguish Stromness, and
they are still linked to the more historic areas
by footpaths and lanes. They are sparsely
developed, however, with land apparently
available to accommodate additional housing.
right:
Stromness Primary
School - first-tier area
far right:
Back Road - second-tier
area
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+ve -ve
predominantly
residential
less compact – requires
transport
walkable and connected
to centre
less concern for
materials and design
reasonably good access breaches ridge line
adaptable sites inconsistent scale
views and countryside impact on landscape
stable but potentially damaging
Third-Tier areas are the most recently developed
residential areas, located furthest from the
town’s historic core. They are designed to
suit automobile access and have little direct
pedestrian relationship to the Town Centre.
+ve -ve
predominantly
residential
less compact – requires
transport
reasonably good access less concern for
materials and design
adaptable sites remote from facilities
views and countryside microclimate issues
impact on landscape
risk of flooding
stable and unlikely to change though
unsustainable in terms of travel patterns
Fourth-Tier areas include the ferry terminal and
its car park, the Garson Industrial Estate, the
lorry marshalling area and the low-intensity land
uses adjacent to it, and the commercial complex
west of the roundabout. These areas are put to
use in a land-intensive fashion, with substantial
area dedicated to the movement of vehicles.
far left: third-tier area,
Citadel Road
left: fourth tier area,
Ferry Road
2 0 | O R K N E Y I S L A N D S C O U N C I L
+ve -ve
opportunities for larger
scale building
land intensive and
movement linked
reasonably good access non-existent design
standards
important working port
as focus
bleak and over-scaled
infrastructure
proximity to the sea microclimate issues -
exposure
underused sites an
opportunity
impact on landscape
risk of flooding
huge potential for positive change
Fifth-Tier areas include the outer areas of the
town that are more rural than urban, containing
scattered groups of houses or series of individual
houses.
+ve -ve
predominantly
residential
less compact – requires
transport
reasonably good
access
less concern for materials
and design
views and countryside remote from facilities
opportunities for
improved design
microclimate issues
opportunities for
improved landscape
impact on landscape
sporadic development
has a limit
unsustainable sporadic development
Green areas include the southern recreational
complex, golf course, Ness Battery, Marwick
playing fields, Market Green, and the new
Stromness Academy. They are the large
recreational open spaces of the town.
left: fifth-tier area, west
of the town
far left: green space at
North Hamnavoe
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+ve -ve
most reasonable well
located
bleak and poor design
reasonably good access remote from existing
centre
opportunities for
linkage
microclimate issues
opportunities for better
access
limited contribution to
landscape
opportunities for
improved landscape
no sense of strategy for
greenspace
scope for improvement
Places, nodes and focal pointsc)
For its size, Stromness is complex and diverse.
It serves resident populations that extend well
into the countryside, providing employment,
services and shopping for community residents
as well as for the rural households on the west
Mainland. It also serves a transient population,
peaking in the summer months, with a tourist
season extending from spring through autumn.
Its waterfront is also diverse, accommodating
commercial fishing, commercial ferry service,
Lifeboats, and a growing dive-oriented tourism
sector benefiting from the scuttled WWI German
fleet in Scapa Flow. The community’s diversity is
further enhanced by the importance of academic
and practical research, with renewable energy
development at its core. Stromness remains a
small community, but the variety of activity it
hosts makes it seem much larger.
Over time, the town has developed a series of
activity character districts and nodes, reflecting
how residents and visitors inhabit and function
in the space.
The 25 nodes identified here represent the
specific sites where community activities occur,
where people gather or where structures or
monuments exist that residents and visitors use
for orientation and navigation. They represent
important locations in the community fabric. In
many cases they are institutional in character,
identified here as nodes because of their
essential and popular public purpose. Others
are commercial or historical. Some serve a
transportation purpose, made more significant
because of the importance of the junction or its
important node:
Stromness Hotel
and fountain
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relationship to other activities. In all cases, they
are places that are universally recognized by and
familiar to Stromness residents.
It is difficult to imagine a day when a person in
Stromness does not visit at least one of these
community nodes. They are integral components
of town living. Accessibility to the nodes and the
linkages between them will, in large part, dictate
the way the community moves about. Travel
on foot, by car, bicycle, boat or bus is largely
determined by the relative locations of these
nodes and the way they are interconnected.
Many of Stromness’ nodes are located in the
historic town centre, reflecting a more traditional
pedestrian development pattern. Other nodes,
however, are located in outlying areas, reflecting
a more contemporary satisfaction with travel
by car and less compelling need to have these
facilities located in close proximity to each other
or to the resident populations they may serve.
In some cases, nodal location is determined
exclusively by topography, in which case
proximity either to population or to other nodes
may not be terribly important. They represent
the punctuation marks of the town – important
features or landmarks that might be the subject
of improvement proposals.
1 Stromness Hotel and fountain
2 Pierhead
3 Lifeboat pier
4 Ferry terminal
5 Primary school
6 Old Academy
7 Community Centre
8 Town hall
9 Parish church
10 Old Folks Home
11 Library
12 Museum
important nodes and focal
points - top to bottom:
former Stromness Academy
Museum
Campsite
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Stromness nodes:
important focal points
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13 Surgery
14 Cooperative store and petrol filling station
15 Roundabout
16 Market Green
17 Swimming pool
18 Lorry Park
19 Stromness Academy
20 Garson Industrial Estate
21 Southern sports complex
22 Caravan camp site
23 Ness Battery
24 Garson Recycling Centre
25 Squash Club
Landscape setting and visual enveloped)
Much is made of how Stromness clings to
the sheltered shoreline of Hamnavoe. This is
undeniable and correct but in fact only 10% of
the town clings to sheltered sites while the rest
of the town has spread itself over the ridge line
to the west, to the north along North End Road
or onto the north and east shores of Hamnavoe
particularly at Garson. Indeed much of the
existing built up area north of the Ferry Terminal
along Ferry Road, the Lorry Park and towards
Garson is set back from the waterfront breaking
the traditional building line.
Stromness sits in a National Scenic Area and
abuts the World Heritage Site Zone of Visual
Influence. Despite this, the 2004 Local Plan
commented that, ‘It is questionable whether
much of the new development on the edge of
Stromness respects this high quality landscape’.5
There is indeed an issue here and the urban
design framework is an opportunity to rethink
some aspects of building in the countryside
around the town. There has been much damage
caused to the landscape context of the town,
some of it in ways that will be hard to remedy –
for example the construction of large individual
dwellings on prominent sites above the town –
especially in an environment where trees play a
5 Orkney Local Plan 2004, p179, para 11.2.11
the town in the landscape
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non-existent role in screening or framing views.
Part of the issue here is the extent of land that
needs to be allocated to building and where that
should be. It is frequently stated that Stromness
has a key physical constraint caused by its
location. This certainly was true but now that
the town has expanded west, north and east,
this seems less of a constraint. We consider
that the quantum of land allocated to residential
development in the current Local Plan is over-
generous and this is discussed further in the
Local Plan review later in this chapter.
Traffic and movemente)
Introduction
The following notes and observations are
intended to provide a strategic overview to guide
and co-ordinate future planning, transport and
urban design issues for the town.
This element of the urban design appraisal
addresses issues associated with traffic and
movement and the qualities of the streets
and public spaces in and around the town. In
particular, it focuses on the relationship between
traffic flows, pedestrian movement, spatial
quality, and related issues of parking, traffic
management and highway engineering. Whilst
such questions will be of immediate relevance
to transportation policy and the management
and maintenance of roads, the appraisal and
observations will have direct relevance to
broader aspects of the study, including planning
and development policy, the environmental
assessment and economic factors.
John Street
- a tight fit for cars
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Background to current public realm
and traffic issues
This Urban Design Framework is in preparation
at a time of rapid changes in policies and
practice relating to traffic in towns. Across
mainland Europe and the UK, a fresh approach
to reconciling the relationship between people,
places and traffic is evident. Such changes
build on a greater appreciation of the social
and economic values of streetscapes as part of
the public realm, as well as new insights into
behavioural psychology and driver behaviour.
Often labelled “shared space” or “simplified
streetscapes”, recent developments challenge
many long-standing assumptions that have
defined and guided recent street design and
traffic engineering. In England and Wales,
the publication of the Manual for Streets in
2007 and the rejection of Design Bulletin 32
reflected many of these changes, as does the
Scottish Executive’s Planning Advice Note 76,
“Residential Streets”.
Conventional highway design has long
been based on the principle of segregation
between traffic and other civic functions. Such
segregation was a key recommendation of the
Buchanan Report of 1963, Traffic in Towns. Ring
roads, pedestrian precincts, signs, barriers,
traffic management systems, underpasses
and overbridges are all manifestations of such
recommendations. More recent developments
and policy recommendations have started to
explore the potential for greater integration of
drivers and traffic into the social fabric and civic
context of streetscapes. Such changes present
significant new opportunities and issues for
towns and villages seeking to preserve and
enhance the quality of the urban environment
under pressure from growing traffic volumes.
The Local Context
Stromness is no ordinary town. Its remote
location on the south-western edge of Orkney,
its beautiful and bleak setting around Stromness
Harbour, and its well-preserved linear street
pedestrian scale streets
and materials
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pattern combine to create a unique, memorable
and distinctive sense of place. Its position as a
terminus for the ferry lends a special importance
to its role as a gateway and entry point to the
islands. The combination of climate, geography,
history and human settlement have combined
to create a collection of buildings and spaces
of remarkable quality. Such characteristics
are of increasing importance as the economic
foundation for rural settlements shifts from
traditional industries such as farming and fishing
towards small businesses and tourism. Research
by CABE, by John Moore’s University, Liverpool,
and by other bodies increasingly points to the
ability of communities to attract investment
through retaining and enhancing a distinctive,
memorable and coherent public realm.
Transport, Access and the Urban Form
The public realm of Stromness is characterised
by a linear sequence of streets and spaces
running north-south parallel to the harbour
shore, set back and protected from the elements
by the buildings along the front. The relationship
of buildings, streets and water has been
determined by slipways and access for boats
from the harbour, and pedestrian and carts
moving along and up the steep shoreline. A
series of narrow lanes and passages connects
the main street to the housing, institutions and
spaces set above the foreshore, principally
around Franklin Road, Hellihole Road, and
Whitehouse Lane. The street pattern reflects the
predominance of pedestrian movement, with the
pedestrian environment
near Stromness Primary
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sequence of John Street, Victoria Street, Alfred
Street and Southend linking the principal shops,
businesses and institutions. The introduction
of vehicular traffic during the past century has
prompted changes to the streets and spaces
surrounding the core of the town, most notably
through the construction of Ferry Road and
the northern approach to the town. This has
introduced a different type of street form and
steetscape characterised by wider, more open
road vistas and strictly segregated pedestrian
and vehicular spaces. However the main
sequence of streets and spaces through the town
has survived the change in transport patterns,
and has retained its essential character despite
the presence of traffic and parking.
Current transport-related issues
Discussions with the Head of Transportation and
the Roads Services Manager at Orkney Islands
Council have been helpful in establishing an
overview of the issues for Stromness relating
to transport and movement. There are few
immediate critical strategic transport issues.
Congestion is limited to short periods at
embarkation from ferries, and is not a major
problem. Accident rates, in common with the
rest of the Islands, are low. Parking enforcement
is not de-criminalised, and traffic management
generally relies on local self-enforcement.
Current issues and problems include:
problems of growing on-street parking and •
the underuse of the Ferry Road car park
lack of parking provision, especially for •
residents in the southern half of the town
occasional damage to buildings and paving •
from larger vehicles in the historic core
occasional problems arising from caravans •
or trailers attempting to negotiate the main
street
poor pedestrian links between the old •
town and Hamnavoe, especially to the new
Academy and developments to the north of
the Harbour
In general, Stromness illustrates many
characteristics commonly associated with
historic coastal settlements undergoing
economic and social change as their role shifts
away from reliance on marine industries towards
tourism and specialist small enterprises. Such
pedestrian scale streets
and materials
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a change places new demands on the street
network and influences patterns and demands
for transport and movement. This in turn has
important implications for planning policy and
for any long-term urban design framework.
Retaining and strengthening the assets
The core of Stromness has survived the changes
of the past century relatively intact. The quality
of the main street south of the Pierhead provides
Stromness with its unique and distinctive
identity. The waterfront, with its sequence of
slipways and spaces linking back to the main
street, provides the essential identity for the
town. Retaining and enhancing this identity,
in ways exemplified by the architecture of
the recent Arts Centre, remains critical to the
future of Stromness. It is vital that the core of
the town, represented by the linear sequence
of its main street, retains a role. At present, it
is only the yellow parking lines, the occasional
road markings, and a few road signs that allow
modern highway engineering to intrude into the
timeless qualities of the streetscape. Minimising
such intrusions, and preventing further erosion
and standardisation of the town’s key asset, is
likely to represent a key theme in any emerging
design framework.
Road Accidents in Stromness
In the past ten years, the Stromness area has
seen over 90 recorded road traffic accidents.
Most of these have been accidents involving
damage to vehicles rather than to drivers,
road accident
locations
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passengers or pedestrians. However there have
been eight serious incidents and two fatalities.
Over 50% of the accidents have occurred in the
historic core of the town particularly along Ferry
Road, at the Pierhead and down the main street.
Another noticeable black spot is the roundabout
at the north end of the town where 15 incidents
have occurred in recent years.
Background to public realm analysis
Professor Jan Gehl, in his many studies such as
New City Life (Copenhagen 2006), highlights
the essential change in the role of streets and
public spaces as places serving necessary,
essential activities to those that are optional.
In former centuries, people had to congregate
in urban centres for trade, exchange and access
to day-to-day supplies. By contrast, modern
distribution and communication patterns mean
that we no longer have to congregate in town
centres. Instead, we decide to enter and spend
time in the public realm because we wish to;
because it fulfils other needs for leisure, interest
and human interaction. Stromness is subject to
the same change – people choose to visit and
enjoy the town as a voluntary, optional activity.
For this reason the quality and distinctiveness of
the public realm becomes much more critical to
attracting activity and movement, and to giving
the town an economic foundation.
distinctive and high quality
public realm
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This factor is critical in maintaining and
enhancing the role of the main street and the
waterfront in Stromness. It offers a rare example
of a set of urban spaces that successfully
integrate pedestrian and social interaction
with limited vehicular movement. However this
relationship relies on two key factors. Firstly, it
needs people – the presence and expectation
of pedestrian movement helps retain low
speeds and informal interaction between
drivers and others. Secondly, the absence of
elements conventionally associated with “the
highway”, help to blur the boundaries between
“carriageway” and “public realm”. Reinforcing
and building on these two factors is essential to
retain and enhance the core asset of the town.
Emerging methods of predicting and modelling
pedestrian activity allow us to study the
changing dynamics of town centres, arising from
the location and relationship of key attractors.
Streets and spaces are typically colour-coded,
with red indicating the greatest pedestrian
presence (usually the main street or town
centre), through to blue for the quietest and least
accessible streets. Were it possible to record
changes in pedestrian activity in Stromness, it is
likely that we would observe a shift of the “red”
(busier) spaces northwards, with a corresponding
cooling of the southern part of the town. This will
have resulted from the concentration of activities
around the Pierhead and ferry, and the relocation
of institutions (such as The Academy) and new
developments to the north of the harbour.
poor pedestrian
environment at the
entrance to the town
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Maintaining footfall in Stromness Main Street
The threat to Stromness from a shift in the town
centre northwards lies in the loss of pedestrian
presence along the main street, especially the
southern portion of Dundas Street and Alfred
Street. Without adequate pedestrian footfall,
shops and other facilities will inevitably fail
or relocate northwards, further reducing the
attractiveness of the core street. In turn, the
reduction in pedestrian presence will shift the
balance towards vehicular movement, further
reducing its attractiveness. It is therefore
essential to promote measures to retain
and encourage the presence of shops and
institutions (such as the excellent town museum)
to remain to the south of the town, and to serve
as attractors for pedestrian activity. Increasing
residential population to encourage movement
on foot between different locations is also
important. The quality of space at the small
lookout just south of the old town on Ness Road
is likewise important as a potential attractor and
terminus point for the journey through the town.
At the same time, it is vital to resist pressure to
introduce further highway clutter, such as signs
and road markings that will erode the critical
quality of the core street. We understand that
traffic management proposals, such as the
introduction of one-way flows, have proved
unpopular. We would argue against the use
of any measures that require more signage or
traffic engineering, and to find creative ways to
retain the unique and distinctive qualities of the
streetscape.
Arrival points and transition spaces
First impressions count. The quality of the spaces
defining the gateways and entry points into the
town serve a critical purpose in defining the
character and quality of a town. Clear transition
spaces are also essential in order to signal the
change in context and expected behaviour (such
as driver speed) between the highway and a town
centre. For ferry ports, such arrival points can
be particularly problematic. Space tends to be
determined by the need to store and manoeuvre
vehicles, often resulting in bleak and featureless
spaces. Towns that have expanded beyond
their historic cores in haphazard development
also tend to suffer from blurred and ill-defined
boundaries and edges.
poor arrival environment at
the ferry terminal
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The public realm and streetscape of Stromness
suffers from many such characteristics. The
magnificent quality of the main street stands
in marked contrast to the bleak and standard
municipal character of the open space around
the ferry port and along Ferry Road. Visitors
arriving by car from the north are greeted by
an over-sized municipal roundabout and road
network that do little to announce the special
qualities of place upon which the vitality of the
town depends. The wide and featureless tarmac
of Ferry Road provides essential storage for
embarking vehicles, but contributes little to the
quality or cohesion of the public realm.
We would recommend that future investment
in the approach roads and sites around the
ferry terminal take careful account of the scale
and character of the historic core of Stromness,
and measures are planned that help reinforce
a distinctive and memorable sense of arrival.
This could include a strategic proposal to realign
Ferry Road, the roundabout and development
along this stretch of town which respond better
the historic urban pattern of addressing the
waterfront and tighter street planning in order to
improve enclosure, identity and sense of place.
This work has been ongoing over the past months
through the Stromness Harbour Working Group.
Pedestrian connectivity
The development of Hamnavoe and the land to
the north of the town have stretched the formerly
compact and well-defined boundaries of the
old town. With limited space for vehicles in the
historic core, high-quality, attractive pedestrian
links become more critical. At present there is
little to promote or celebrate a route around
the north end of the harbour. Protecting and
enhancing a pedestrian route along Ferry Road
and North End Road and on towards Garson
is essential for the cohesion and movement
strategy for Stromness, and will be particularly
important when development of the former lorry
park takes place.
At either end of the main street, the change
in scale and character are well served by the
transition to the large flagstone paving stones.
the fragmented
environment around the
ferry terminal
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This transition should be retained and reinforced
through maintaining other contrasts, such
as in the use of lighting and absence of road
markings and signs. From the main street, the
links to the inner town up the alleys, streets
and passageways provide important clues
and encouragement to pedestrian movement
and exploration. Carefully positioned street
nameplates and other clues in the use of
paving and street furniture can help highlight
such connections, and contribute to a sense
of legibility and permeability for the town. The
layout of new development proposals must
demonstrate that they engage with existing
townscape and pedestrian routes, offering a
continuation of the historic pattern of pedestrian
permeability.
Parking
Space for cars and other vehicles in the centre
of Stromness is very limited. There are two off-
street car parks; one at the ferry terminal, and
one at the Business Centre (the former Academy
site). The ferry terminal car park is reported to
be underused for most of the year except during
Shopping Week, due to time restrictions and
parking charges, and these are currently due to
be reviewed. With such limited opportunities for
on-street parking, it is essential that maximum
use be made of any off-street sites, and it may
be appropriate to seek means of encouraging
and promoting further off-street, remote parking
potentially including new development sites
such as the Primary School. There is also an area
of long stay car parking further along Ferry Road
- between the public WC and the Lieutenant’s
House.
This is especially important for the southern
portions of the town, which are less- well served
by the two car-parks, but where it is important to
reinforce the attractiveness of businesses and
facilities whilst preventing further erosion in the
quality of the streetscape. Any opportunities
to provide discrete and accessible off-street
parking should be investigated. As far as
possible, incentives and encouragement should
be provided to limit the use of on-street parking
in the historic town to very short-term use for
deliveries, loading, and access for disabled
people.
Resources for parking management and
enforcement are limited, and likely to remain so.
It is therefore sensible to seek ways to build on
the existing informal self-policing qualities of the
current streetscapes. Facilitating the residents
and community of Stromness to take control
and responsibility for parking provision will be
more effective than any measures that are seen
to require the presence of the local authority or
police. Parking issues are dealt with on p109.
Beyond the historic centre
The contrast between the quality of space in
the historic core, and the streets, approach
roads and intersections on the outlying areas
of Stromness is particularly striking. In part this
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is related to the change of scale and density,
but there is a general lack of enclosure and
place-making formed by the spaces between
buildings in many of the more recently developed
parts of the town. The streetscapes and spaces
that connect the historic centre to the rest of
the community lack the qualities upon which
town’s economy is increasingly likely to depend.
Encouraging a greater sense of enclosure for any
new developments may address this issue over
time. However, more immediate benefits could
be gained by ensuring that any highway changes
or maintenance measures to the streetscape
take careful account of the potential for creating
and emphasizing distinctive places. This could
be achieved by avoiding excessive highway
markings, signs and barriers, and by introducing
a local language for paving, detailing and lighting
that help to define a network of simple places.
We would recommend that particular attention
is paid to the design and configuration of street
the North Hamnavoe,
Cairston and Garson
environment is less
pedestrian friendly than
the historic core
intersections and junctions, and to parts of the
street network associated with major buildings
or significant landmarks. Examples might
include the Hamnavoe roundabout by the lorry
park at the north end of town, the intersection
of Hellihole Road, Outertown Road and Back
Road, and the spaces associated with the former
Academy, St. Peter’s House, the Primary School,
and the Ferryport.
Conservation and heritagef)
The historic core of Stromness is designated as
an Outstanding Conservation Area containing
133 listed buildings (Category B and C(s). The
particularly dense development fronting or
connecting onto the winding main street running
parallel to the sea is recognised as a unique and
valuable piece of traditional townscape.
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The Townscape Heritage Initiative Study (thi)
running in parallel with this Urban Design
Framework study aims to encourage partnerships
to carry out repairs to historic properties and
improve the conservation area for those who live,
work or visit it. The full thi report is a companion
document to this framework.
Vision for the thi
The vision for the Stromness thi is to focus on
‘investing in the unique built heritage, waterfront
place attributes and identity of the retail and
commercial core of Stromness town centre’.
Initially this will be by repairing buildings in
the area and improving the public realm as well
as encouraging independent businesses and
develop distinctive niche products and services.
It is anticipated that the overall result of this will
be to:
improve and enrich the retail and visitor •offer by focusing on higher value niche
markets
establish a ‘ centre of excellence in the arts •and contemporary crafts’
increase the number of visitors and •residents who use the town centre and
encourage longer visits
extend the visitor season•increase the footfall in the town centre, •
create wealth and make businesses more
profitable
complement other future proposals for •
Stromness
Stromness Outstanding
Conservation Area and
Listed Buildings
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The objectives in Stromness
The fundamental objective of the THI is to
promote sustainable, distinctive heritage
led regeneration of the historic retail and
commercial core of Stromness. This will be
delivered by adopting an integrated approach
that will stabilise businesses, actively encourage
business growth and appropriate investment
in the core of the town centre which will in turn
act as a foundation for the wider regeneration of
Stromness.
To achieve this vision, a series of four strategies
themes have been established that respond to
the key challenges that have been identified.
These are:
Theme 1 – investing in the unique identity of
Stromness
Theme 2 – boosting town centre business and
improving the retail and visitor offer
Theme 3 – promoting the creative industries
Theme 4 – delivering an effective training plan
Based on the four themes, an Action Plan that
includes a series of priority initiatives has been
identified and is explained in the thi report.
Although the whole thi report is a critical part
of the strategy for Stromness, of particular
relevance to this study is the list of proposals
identified under Theme 1. These include:
Eight key buildings and sites identified as 1.
target projects at stage 1 namely:
the Commercial Hotel•
Argo’s Bakery•
44 Alfred Street and pier building behind•
47-49 Graham Place•
the Arctic Whaler•
87 John Street•
94 Victoria Street•
6 Alfred Street (Lighthouse pier building •
beside square)
Promote the Conservation Area Regeneration 1.
Scheme (cars) proposals with Historic
Scotland
Prioritise third party grants to independent 2.
business and property owners focussed on
repairing historic fabric
Promote improvements to shop fronts 3.
key buildings identified in
the thi study
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and street frontage focused on restoring
architectural detail
Use vacant and underused historic buildings 4.
to promote an increase in appropriate
residential accommodation in the town
centre
Invest in the ’public realm’, appropriate 5.
signage and way finding to better connect
the different parts of the town centre.
These proposals are very positive for the town
although in some cases they lack a connection
with real projects or developers – for example
more specific information on end uses and
potential developers would be useful to the
Council. It should also be clear that the real
purpose of the thi project is regeneration and
a broader vision for the historic core – not just
the completion of projects that have only a
provisional fit with a vision of positive change.
Development dynamics
We stated in the introduction to this report
that the contrast between the historic core of
Stromness and the rest of the town was striking.
It is not just a visual contrast but increasingly a
functional contrast. The old town can no longer
cope with the requirements of businesses,
pressure for increased car access or the desire
to live in reasonably priced modern family
accommodation with a garden and garage. This
key buildings identified in
the thi study
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change over time is nothing new.
In the late 19th and early 20th century, the centre
of Stromness was situated around Alfred Street
and Dundas Street with the Police Station, Town
Hall and Post Office all in a relatively southerly
location on the main street. Today the centre has
moved to the Pierhead area although this has
not been accompanied by much sense of retail
or community refocus – the sense of centrality
is related to the activity of the port and the ferry,
as well as good accessibility. The Library may
move north to the Pierhead in the next few years
leaving the museum as the only draw in the
southern part of the core.
In terms of public and community buildings there
has been a gentle progression to the north of
Hamnavoe from the historic core over the past
twenty years. Stromness Academy has relocated
there and the Primary School will follow suit.
Other facilities such as the Swimming Pool and
Squash Club have been in the north for some
years. The town’s main convenience store is also
located outside the historic core on North End
Road although some local residents would prefer
to see more and smaller convenience stores.
Equally other residents would prefer to see a new
local supermarket.
Over the past twenty years, industry has also
established itself outside the historic core, partly
along Cairston Road but increasingly at Garson
which is now the town’s designated industrial
area. This area also contains residential areas
and Stromness Academy so it is not a purely
industrial area.
The growth of residential development outside
the historic core has been taking place since the
early 20th century. Initially development extended
partially up the western slopes of the town and
also to the north. The second half of the 20th
century saw substantial growth in the number
of individual dwellings in the countryside to the
west and north of the old town. There have also
been residential developments in Garson and
North End Road and most recently at the Citadel
area in the south west of the old town.
Another area of expansion has been the ferry
terminal, marina and associated activities
including short and long stay parking and the
lorry park which is currently an integral part
of the port facility. This is a core part of the
structure of the town. It is an important arrival
point and gateway to Stromness and the Orkney
mainland yet the old town does not benefit as
much as it might do from visitor traffic.
Over time the changing locational and
development dynamics have had a significant
impact on the character and vitality of the town.
The Pierhead is now the town’s most active
area and natural focal point. The arrival and
departure, several times a day, of the ferry still
determines the rhythm of life and the peaks and
troughs of activity. As well as the mainland ferry,
services to Hoy and Graemsay, cruise ships,
fishing boats and yachts help to maintain a vital
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sense of purpose in Stromness, and a buzz of
activity on the shore. With its car parks, bus
terminus and taxi services, the Pierhead is the
principal point of arrival in the town, and it is
surrounded by other services and facilities that
are vital to locals and visitors – for example the
hotels, cafes and shops like Argo’s, Flett’s and
Wishart’s. It is also a popular events venue which
plays a key part in Shopping Week, the Folk
Festival and other festivities.
The drift of uses from the core to other areas has
been matched by some replacement of old uses
by new functions. There are two galleries and
gift shops and a couple of dive businesses which
cater for visitors rather than residents. Also the
old Academy building has been converted to
business units.
In summary:
the 1. town centre has moved from around the
Hellihole area to the Pierhead and beyond
over the past century
there has been a long term 2. drift of functions
from the old town to the north and east of
Hamnavoe with poor connections
new residential development has tended 3.
to be located outside the historic core on
greenfield sites either on individual plots or
more rarely as unified schemes
business and industrial uses have generally 4.
moved out of the centre to Cairston or
Garson or have located there in the absence
of suitable sites in the historic core
convenience shopping is now effectively 5.
concentrated in one shop on North End
Road outwith the historic centre and
designated town centre
the port and its associated functions form an 6.
important central part of the town structure
Towns are dynamic places which naturally
grow, contract or change function over time.
Stromness is no different but the Council and the
Stromness business and residential community
should neither powerlessly spectate on this
process nor encourage negative trends. What
is required is a joint sense of vision for the town
and then for the role that the component parts
can play in its future. Individual projects will
follow from that.
The current Local Plan – a brief urban g)
design review
The current Local Plan for Stromness is the
Orkney Island Local Plan 2004. The document
provides a useful and concise overview of the
issues facing the town and its prospects. The
main considerations are:
continuing demand for new housing and a •
need to provide for 140 dwellings during the
Plan period (up to 2010)
housing sites remaining undeveloped from •
the previous Plan period due to ownership
and the need for major infrastructure
industrial land and business space are •
catered for at Garson and the Old Academy
respectively
measures that support the provision of •
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visitor facilities
recognition of the quality of the built •
environment of the historic core and the
need for better design standards
recognition of the need for better design •
standards in the National Scenic Area
acceptance that the quality of new •
development on the edge of the town has
not respected the high quality landscape
setting
physical constraints of the town’s setting •
hampering new development
the need to balance the operational •
requirements of the port and ferry with the
need for an attractive visitor environment
sport and recreational facilities and access •
to the countryside
pedestrian vehicular conflicts in the historic •
core
issues with infrastructure impeding the •
realisation of plans and policies in the Plan
Residential development: the Local Plan deals
at some length with the 12 sites allocated for
residential development in Stromness. The Plan
seeks to provide land for 140 new dwellings in
the period up to 2010. A number of housing
sites identified in the Local Plan 1979 remained
undeveloped in 2004. At the present time the
land area allocated for housing but currently
unbuilt is 31 hectares. Even at a modest density
of 20 dwellings per hectare, (the Local Plan
requires densities of 25 units/hectare in and
close to the town centre and 15 units/hectare
in the remainder of the town) this indicates a
current capacity for over 600 dwellings in the
Stromness Town Boundary or Developed Area (as
defined on the OIC GIS).
We appreciate why there is such a quantum of
land allocated for residential development in
the current Local Plan – there are infrastructure
issues, some of the sites are very difficult to
develop (such as H2 East of Garson Road) and
others are dependent on the current owners
having a more positive attitude to development.
Nevertheless a focus on specific sites where
development could contribute to a range
of urban design objectives might be more
constructive than a blanket approach. This will
be addressed in section 5.
Business and industry: the Local Plan identifies
four sites for business and industry – two at
Garson Industrial Estate for general use and
food processing, a site at Cairston Industrial
Estate for continuing general industrial use and
Stromness Old Academy primarily for Class 4
Business use. It is clear from the Local Plan
that the quality of the environment on offer to
prospective companies at Garson and at the Old
Academy is important and that clean, secure and
attractive premises set in a desirable landscaped
environment are key components in attracting
the right businesses to these sites.
We have two comments to make on this. Firstly
in the absence of a completely new approach
to the structure and development of Garson,
it is never going to be an attractive place in
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Proposals Map for
Stromness from the Local
Plan 2004
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which to locate anything other than functional
industrial and business buildings which are
not particular about their surroundings –
neither is it an attractive place to work as it is
isolated from the rest of the town. Secondly,
the idea that industries or businesses should
be segregated out from the rest of the town is
rather antediluvian – the Old Academy building
represents a good example of integrated land
use while Garson demonstrates the opposite.
One response to these issues might be to regard
Garson as an integrated part of Stromness with a
range of roles to play in the future of the town. To
achieve this, and to encourage a better physical
and emotional connection with the old town, it is
necessary to improve physical linkage and public
realm between Garson and the old town. An
improved linkage round the head of Hamnavoe
could assist with this aim.
Environment: the Local Plan makes specific
mention of the opportunities for creating a major
focal point for Stromness around the Alexander
Graham Fountain, the Registrar’s Office and
the former Harbour Office. This proposal has
subsequently become the Pierhead Project
which is currently the subject of an architectural
competition run by the Royal Incorporation of
Architects in Scotland and the Council following
extensive consultation with the local community.
The Pierhead area plays a pivotal role in the life
of the town. It is the principal point of arrival for
ferries, cars and buses. It is also the point of
entry to the historic core with car parking and
shops, cafes, hotels and other services clustered
around it. It is an important outdoor space,
playing an important part in Shopping Week and
other community events.
An extensive community consultation (which
is described in more detail elsewhere in this
report) has shown that local people recognise
the importance of the Pierhead for both residents
and visitors, and it has also revealed some
frustration with the condition of an area which
is thought to be a disappointing introduction to
Stromness. Because of this, OIC decided to run
an architectural competition for the Pierhead
in collaboration with the Royal Incorporation of
Architects in Scotland. The proposals for the
site were exhibited during Shopping Week and
Malcolm Fraser Architects have been chosen
to develop ideas and a detailed design for
the area. The submissions for the competition
underline the difficulties of approaching urban
projects as architectural exercises where the
focus is inevitably the new building and not the
existing town, its businesses and community.
While improving the Pierhead is a worthwhile
project, the area’s function, content, structure
and economic goals all require to be addressed.
So must the operational requirements of the
port. These key issues – which are all addressed
in this report - provide the context for any
design proposals for the Pierhead. The strategic
directions set out in this framework will help
to clarify what should be done with the area
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and this document should be referred to in
developing designs for the area.
Stromness Harbour: the Local Plan identifies a
number of issues around the harbour and its use
by ro-ro ferries, cruise liners, bulk cargo, inshore
and deep-sea fishing as well as leisure users
visiting the marina. This results in difficulties
between users in the form of traffic conflicts and
the amenity of the town centre. The Local Plan
aimed to reduce the impact of harbour related
development on the town centre and enhance
the overall appearance of the waterfront.
There are clearly difficulties with this such as:
the ferry terminal layout encourages visitors •
to leave Stromness rather than encouraging
them to stay
short and long stay car parking may sterilise •
key development sites
the lorry park which is identified as a •
redevelopment opportunity site (R1) is now
the site for the proposed new Stromness
Primary School – it is regarded by the port
operations staff as an integral part of the
port operation, linked to the ferry terminal
by private road and providing weighbridge
and transhipment facilities for the terminal
the marina may require a new northern •
breakwater and causes a degree of
interference with port operations
Ferry Road itself is an exposed and •
unpleasant place for pedestrians yet it is an
integral part of the port
the car parking areas on the ferry terminal •
Malcolm Fraser Architects
winning concept for the
Pierhead
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are rarely used to capacity and are bleak and
unattractive
while there are conflicts around the new •
ferry terminal, other areas of the port to the
south are underused – especially the former
Polestar’ Pier
This is a complex set of difficulties that requires
a sense of proportion and a reasoned response.
Our starting point is that the port of Stromness
is a functioning entity and its attractiveness is
in part due to its constant bustle across a wide
range of activities from leisure to freight. The
port also has to survive in the face of competition
and needs flexibility – whether that means
room to expand or simply the means to change
the way in which it operates. The relationship
between the port and the town could certainly be
improved – in physical terms the new terminal
has moved the port focus north of the Pierhead
yet local businesses and facilities have little
opportunity to connect to the activity generated.
There is a need for greater coordination of port
and town activities – it has often been said to
us that as the ferry arrives the bus leaves for
Kirkwall before the passengers disembark as an
example of poor cooperation. Whether this is
wholly accurate or not, there has to be a greater
sense of corporate endeavour between the port
and the town and a sense that their futures are
integrated rather than separate.
the lorry park at
North Hamnavoe
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Sport, recreation and community facilities: the
Local Plan outlines four streams of policy and
proposals relative to this subject area. S1 deals
with playing fields, parks and other recreation
areas where the focus of the Plan is on retention
of existing facilities at Market Green and Marwick
Playing Fields. Mention is also made of the
golf course and children’s play areas which are
also to be protected. S2 and S3 deal with the
protection of amenity areas and the Stromness
Marina development respectively. S4 deals
with footpaths and cycle tracks and the need
to develop and extend the existing network of
facilities.
These are important subject areas that affect
the amenity and quality of life of Stromness
residents. Some of the areas mentioned in the
Local Plan are very beautiful – such as the golf
course – while other well regarded facilities are
rather second rate. The Market Green may be
well used and have some historic significance
but it is a wasted opportunity – an exposed and
featureless green space. We are not suggesting
that it should be completely developed but there
may be opportunities to improve it as part of the
Urban Design Framework in association with new
development.
Also it would be constructive to set out clear
guidelines for the expansion of footpath links
around Hamnavoe in association with other
development proposals. This would start to
underline the integrated and connected nature of
the Urban Design Framework.
Transport: the Local Plan refers to the need to
evaluate long term solutions for traffic in the
town. We have already set out our approach to
these issues earlier in this section.
Redevelopment opportunities: the Local Plan
deals with three redevelopment opportunities –
R1 North End Marshalling Area (the lorry park),
R2 the former Mart and adjacent areas, and R3
Stromness Water Works.
We have dealt with the Lorry Park earlier in our
consideration of the issues surrounding the
harbour. The Council have decided to use this
site for the new Stromness Primary School. As
view to the harbour from
Victoria Street
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the green elements of
the Local Plan and other
related features
4 8 | O R K N E Y I S L A N D S C O U N C I L
yet no decision has been taken regarding the
relocation of the Lorry Park. Some options are
examined in section 5
The former Mart site to the west of Ferry Road is
already the subject of a design and development
brief prepared by the Council. This is a critical
site but cannot be dealt with in isolation as a
development opportunity.
Conclusions
This urban design appraisal has highlighted
that the historic core of Stromness is a unique
and attractive place – a wonderful by-product
of landscape setting, traditional building and
a stunning waterfront. At the same time, it is
declining with loss of roles, increasing vacancies
and a declining environment. This special
place occupies less than 7% of the town area
while much of the rest of the settlement is
disappointing, lacking basic qualities of shelter,
place and form.
An early and obvious conclusion would therefore
be the need to bring some sense of structure and
form to the town as an integrated functioning
unit.
While preserving and enhancing the historic core
has been an objective of the Council for some
time, changes in land use patterns, changes in
the type and location of housing, the relocation
of important community institutions and the
growing rate of vacancies in the historic core
suggest a need to ask some very basic questions
about the future of the town. Some of these
might be:
What is the purpose and role of the town?I.
What is the future of the historic core and II.
what function might it perform?
What are the roles of the various other parts III.
of the town and can these areas work in an
integrated and holistic manner?
Are there too many proposals competing IV.
for scarce resources and might fewer and
stronger proposals help to fulfil more
integrated spatial objectives?
Should the unrelenting drift to the north be V.
reflected in a new spatial structure for North
Hamnavoe?
Is there a positive future for Garson other VI.
than as a home for things that can’t be
accommodated elsewhere?
What can be done about the low quality of VII.
design of new buildings on the edges of the
town and in the surrounding countryside?
What size should Stromness be? Is building VIII.
140 houses by 2010 (as per the Local Plan)
sensible or just very unambitious?
How do we build urban form in such a low IX.
demand environment – can low density be a
sustainable solution?
Each of the character areas described needs X.
attention of some kind – the 4th and 5th tier
areas have the most potential for change but
how should these be improved?
Can the town put its energy and XI.
sustainability research credentials to work
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for the Stromness environment?
If robust answers are supplied to the first three
questions then the rest will start to fall into
place. Our point is that roles, strategy and
structure are the top level components of an
urban design strategy – everything else will
flow from these including spatial strategy, site
development frameworks, design briefs and
guides, place strategies, connections, networks
and individual building proposals.
The urban design framework has to consider the
following matters as core subjects, namely:
driving vitality and demand in the historic •
core while improving the environment of the
conservation area
setting out a role for the Pierhead and •
ensuring that it starts to work for the benefit
of the town and
creating a spatial strategy and development •
framework for the Ferry Road, North
Hamnavoe and North End Road including
the existing lorry park and former cattle mart
site
producing a spatial strategy for Garson•
tackling the design and sustainability issues •
around proposed residential development
sites and their location
developing a more coherent and connected •
place strategy
Before that in Section 3, the report focuses
on the economic appraisal of the town and
identifies the key economic assets and drivers of
the Stromness economy and assesses priorities
for action.
the Ferry Road environment
of concrete yards, storage
and backs of properties
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SOCIO-ECONOMIC PROFILE
Populationa)
Stromness is a small community. The settlement
itself (as defined for the 2001 Census) has a
population of about 1,600. The total population
of the three wards that include the town and its
rural hinterland is around 2,700.1
The population of Stromness town peaked at
around 2,500 in 1831, but declined steadily
during the 20th century, dropping to 1,650 in
1971 when the population of Mainland also
reached a low.
By 1991, the population of the town had recovered
to 1,890, reflecting strong growth in Orkney, but
1 Source: SCROL. The three wards are: Stromness North; Stromness South, Graemsay and North Hoy; Sandwick and Stromness Southward.
section 3: economic appraisal
it slipped back between 1991 and 2001, while
Kirkwall continued to grow steadily. This tends
to confirm the view of many of our consultees
that Stromness has declined relative to Kirkwall
in recent years. While Kirkwall has cemented
its role as the capital of Orkney, Stromness has
experienced a loss of status, reflected in events
such as the loss of the Aberdeen-Shetland ferry
service, the closure of the auction mart, and the
continuing leakage of retail expenditure.
Figure 3-1 summarises key data from the 2006
Annual Population Survey. It shows that the socio-
economic characteristics of the area are broadly
in line with Orkney, which is markedly different
from Scotland in some respects. However, t he
percentage of the population of the Stromness
area which is of pensionable age (23.1%) is
higher than both Scotland and Orkney, another
symptom of relative decline and the lack of
economic vitality.
Scotland Orkney Stromness areaPopulation Islands S02000946
% % %Child population 18.0 18.1 17.0Working age population 62.8 60.2 60.0Pensionable age population 19.2 21.7 23.1Working age: income deprived 13.9 7.8 7.4Aged 16-24, claiming Jobseekers Allowance 4.2 2.3 2.3Aged 25-49, claiming Jobseekers Allowance 2.5 1.1 1.0Aged 50-pension age, claiming Jobseekers Allowance 1.9 1.4 0.9Working age: employment deprived 12.9 7.7 6.0Aged 16-19 in Workless Client Group 8.0 3.3 4.2Aged 20-24 in Workless Client Group 13.1 7.4 11.0Aged 25-49 in Workless Client Group 14.2 6.2 5.6Aged 50-pension age in Workless Client Group 20.0 12.8 9.9
Figure 3-1: Annual Population Survey 2006, Scotland, Orkney, Stromness; Source: NOMIS
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Employment and the business baseb)
We have analysed the results of the Annual
Business Inquiry (ABI) 2006, focusing on
Intermediate Datazone SO2000946, which covers
the three wards. The results, which may be subject
a margin of error, show that there were 1,043
employees in employment in the Stromness area.
This understates total employment because (like
other island communities) the Stromness area has
a high proportion of self-employed people who
are not included in the ABI count. At the time of
the Census there were 330 self-employed people
in the three wards. We have no way of monitoring
change since 2001, but on the assumption that
there has been little movement, it is reasonable
to assume that there are 1,300 – 1,400 employed
people in Stromness and district, including the
self-employed.
Figure 3-2 shows the breakdown of employment
in Scotland, Orkney and the Stromness area by
broad industry sector. This analysis must be
treated with caution. The numbers involved
are very small and may be subject to error, and
some results are suppressed for reasons of
confidentiality. Nevertheless, the results appear
to be broadly consistent with the anecdotal
evidence we have gathered and our observations
on the ground. Compared with Scotland, Orkney
has:
a higher proportion of employees •
in the public sector, transport and
communications, construction and primary
industries, and
a lower proportion in financial and business •
services and manufacturing.
Compared with Orkney, it appears that the •
Stromness area has:
a higher proportion of employees in • tourism,
construction, transport and manufacturing,
and
a lower proportion in the • service sector and
public administration.
Analysis of 2-digit ABI data should be treated
with even greater caution, but it does suggest
that, allowing for the small size of the total
employed population, the economy of the
Industry Scotland % Orkney % Stromness area %
1: Agriculture and fishing 1.5 2.6 0.9
2: Energy and water 1.6 0.5 0.2
3: Manufacturing 9.4 6.1 11.6
4: Construction 5.8 10.4 8.2
5: Distribution, hotels and restaurants 22.4 22.9 32.0
6: Transport and communications 5.1 9.5 7.8
7: Banking, finance and insurance 18.3 6.7 5.9
8: Public administration, education, health 30.4 37.1 30.3
9: Other services 5.4 4.2 3.2
Total 100.1 100.0 100.0
Figure 3.2: Share of employment by industry sector; Source: ABI 2006. Note: excludes self-employment
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Stromness area specialises in the following
activities:
food manufacturing•
tourism (hotels and restaurants)•
wholesale trade•
construction•
Two important points should be noted. First,
food processing and tourism are key drivers
of wealth creation in Orkney, and important
sources of revenue earnings. Second, although
there are a number of renewable energy and
related enterprises in Stromness, they do not
yet account for a significant proportion of local
jobs. However, as we shall see, the renewables
sector is one of the keys to the future prosperity
of Stromness.
Public sector employment in Stromness is
dominated by education. We do not have up
to date data on the sectors in which the self
employed are working, but evidence from other
areas combined with observation and anecdotal
evidence, suggests that they will include:
agriculture•
fishing•
tourism•
crafts and creative industries•
owners of micro businesses in a range of •
sectors
ABI 2006 identifies at total of 146 workplaces
in the Stromness area, of which 120 (82%)
employ 1-10 people. However, these micro
businesses account for only about a third of total
employment (Figure 3-3).
Workplace size band
1-10 11-49 50+
Share of total workplaces
82.2% 16.4% 1.4%
Share of total employment
34.1% 50.8% 15.1%
Conclusion
The future of Stromness hangs in the balance.
The long-term perspective suggests that, at best,
the economy of the town has evolved but without
achieving significant growth. New activities and
industries have compensated for the decline
of staple industries such as agriculture, fishing
and port operations, but they have not created
net additional jobs. In that respect, Stromness
has stagnated while Kirkwall has continued to
grow, with public, service and retail sector jobs
gravitating towards the islands’ capital.
Despite this, there are real grounds for optimism
and even excitement. Although the economy
of Stromness is small and, in some respects,
vulnerable, the town has competitive strengths
in a number of sectors which will play a key role
in the Orkney economy in the next 20-30 years.
These key drivers – culture, tourism, transport,
renewable energy and food processing – are
discussed in Section 3.
Figure 3.3: Workplaces by size and share of total employment, Stromness area; Source: ABI 2006. Note: excludes self-employment
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Key economic assets and driversc)
We have identified five key drivers of economic
vitality in Stromness:
culture and creativity•
tourism•
transport links•
renewable energy•
food manufacturing.•
Together, these sectors account for a significant
proportion of employment and wealth creation
in the Stromness and they contribute to
the competitiveness of Orkney. Even more
important, they have the potential for significant
future growth and synergies. The urban design
framework has a key role to play in realising the
potential of these five key sectors.
Assets
Despite its small size and current uncertainties,
Stromness has an impressive asset base.
Capitalising on these assets, developing them
and exploring the potential synergies between
them will be important themes of the strategy.
The following audit of assets (Figure 3-4) has
been developed following a programme of desk
research, consultations and field visits.
Pier Arts Centre
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Culture and creativity
Pier Arts Centre: the PAC houses a collection of international quality in an
award-winning group of buildings on the waterfront. Year-round programme
of high quality temporary exhibitions. PAC is one of the Scottish Arts
Council’s Foundation Organisations. On target for 38,000 visitors in the
year to July 2008.
Visual arts: Stromness is one of the focal points for visual artists in Orkney,
attracted by the history, landscape and cultural traditions. Available
studio space has reduced as commercial lettings have increased at the
Old Academy, but there is still evidence of demand for purpose built artist/
workshop space in Stromness.
Creative industries: a number of micro-businesses including several design
businesses at the Old Academy (Digitata, Muddy Funksters etc).
Literature: strong literary tradition associated with George Mackay Brown;
successful residencies over several years will be carried forward by the
GMB Foundation.
Stromness Museum: highly regarded local museum telling the history of
the port and the community – a “hidden gem” with strong community/
volunteer involvement.
Folk Festival: the Orkney Folk Festival is now in its 27th year and has a
strong base of patrons/supporters. Events take place throughout Mainland,
but focus on venues in Stromness. Shopping Week has been an annual
event for many years.
Porteous Brae Gallery
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Tourism Marina: the new marina has proved popular, with high take up of berths
by local boat owners. Some berths have been reserved for visiting sailors
however direct services/facilities are limited.
Diving is an increasingly important niche market, with Stromness-based
companies providing services for experts and beginners.
Accommodation: a range of accommodation in hotels, guest houses and
self-catering; demand is reportedly high in the summer months, holidays
and festivals.
Campsite: a beautifully situated camping and caravan site at the south end
of Stromness; However the site is cramped in summer and has complicated
access for larger vehicles it is also seasonal opening.
Golf course: a very attractive and well maintained golf course on the south
side of the town, with a modern clubhouse; open to visitors.
Local services: Stromness is one of the most popular local service centres
for visitors to Orkney. The town has a small supermarket and a range of
independent shops. There is a range of cafes, pubs serving food and
restaurants.
Cultural attractions: the Pier Arts Centre is one of the principal visitor
attractions in Orkney. It adds a contemporary dimension to Orkney’s
traditional strengths: archaeology, traditional crafts and culture, and the
natural environment.
World Heritage Site: As the historic ‘capital’ of the West Mainland
Stromness has been identified as a potential site to act as a gateway to the
remarkable series of archaeological sites in the WHS. There is also growing
demand for archaeological education, training and research in Orkney.
Orkney at War: Stromness played a key role in both world wars, and was
the army headquarters in WW2; there is a growing interest in the sites and
stories of Orkney at war and a valuable archaeological record, including the
fascinating Ness Battery site south of the town,
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Transport Gateway to Orkney: Stromness continues to be one of the principal
gateways to Orkney. Regular ferry sailings animate the town and generate
additional visits.
Port infrastructure: modern ferry port with good road access and parking
nearby. Lorry park at the north end of the bay for marshalling trailers.
Ferry services: regular Northlink sailings on the short crossing to the
Scottish mainland at Scrabster; modern RO-RO ferry, the Hamnavoe.
Passenger services to Graemsay and Hoy.
Cruise liners: regular visits from small cruise liners and special interest
tours
Travel Centre: bus services coordinated with ferry arrivals and departures;
bus station alongside ferry terminal.
Renewable Energy European Marine Energy Centre: The first centre of its kind in the world,
EMEC provides facilities to test full-scale prototype marine energy devices.
Test sites at Billia Croo and Eday are monitored at Stromness.
Heriot Watt University: the University’s International Centre for Island
Technology (ICIT) has been established in Stromness for more than 20
years. ICIT offers PhD studies, Masters courses and research/consultancy
services.
Commercialisation: ICIT has acted as the catalyst for a significant number
of spin-out businesses over the years, some of which are now well-
established local businesses.
Start-up space at the Old Academy for new/micro businesses in the
renewables sector and other industries.
Key companies include Aquatera, Exodus Aurora, Orkney Sustainable
Energy and Scotrenewables, with supply chain linkages into other energy
sectors and engineering.
Orkney Renewable Energy Forum: OREF is an Orkney-wide group, but many
of the key players are based in Stromness. OREF promotes Orkney as a
centre of excellence for renewables.
Figure 3-4: Stromness key assets
5 8 | O R K N E Y I S L A N D S C O U N C I L
Food manufacturing Export trade: food products are among Orkney’s principal exports. A
number of the county’s leading businesses are located in Stromness.
Garson Food Park provides modern business premises and development
sites targeted on the food sector.
Orkney Herring Co processes North Sea herring. The company is the largest
UK producer of sweet cured herring and has diversified into other fish and
seafood products. It has recently won a contract to export kosher products
to the US.
Orkney Fishermen’s Society is a large and successful cooperative; OFS
exports live lobster and crab and it processes crab at its factories, including
one in Stromness. It is now the 3rd largest specialist crab processor in
Europe
The Original Orkney Hamper Co is a mail order business selling hampers
of food all produced in Orkney and Shetland. Based in Stromness, the
company has also set up a smokery.
Challengesd)
This is a significant and diverse asset base,
remarkable for such a small community, and it is
underpinned by active, involved and enterprising
community organisations. However, like many
peripheral places, the economy of Stromness
remains fragile. Our research and consultations
have identified a number of major challenges.
These include some which are intrinsic to a
remote island community, for example:
a small • labour market pool places limits on
expansion and inhibits the development of
labour intensive businesses
distance to markets and suppliers• may be a
constraint on business growth and make it
hard to establish high order functions
the • high cost of travel places a cost
premium on business transactions and
limits visitor numbers.
Other challenges also need to be addressed,
notably the high level of dependency on the
public sector for capital and revenue funding. For
example:
EMEC has already received £15m of public •
funding, and future expansion plans are also
expected to require subsidy; slower than
expected build-up of development contracts
has resulted in operating deficits
the Pier Arts Centre depends on grants from •
the Scottish Arts Council, Orkney Islands
Council and various foundations
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ICIT is required by Heriot Watt to recover its •
costs: budgetary pressures mean that the
centre has reduced in size in the past few
years.
Other challenges include:
the decline and changing patterns of •
traditional industries reflected in the
closure of the auction mart in Stromness
(consolidation in Kirkwall) and the loss of
designated fishing port status
the loss of the • ferry link to Aberdeen and
Shetland and new competitive threats
including the catamaran service between
Gill’s Bay and South Ronaldsay
the long term and continuing • drift of activity
of all kinds from the historic core of the
town to the urban fringe to the north; this
is continuing with the planned closure and
relocation of the primary school and the
library
the generally disappointing quality of •
accommodation and food for visitors
the decline in the number and quality of •
shops in the town has reduced its vitality
and visitor appeal
vacant, underused and deteriorating •
buildings are damaging the image of the
town for visitors and prospective residents
limited supply of• office and studio space in
the town centre
poor • design and environmental quality of
the food and business park at Garson.
Industry and commerce: the spatial e)
dimension
As explained in the previous section, the latter
part of the 20th century saw a marked shift in the
economic geography of Stromness. Originally,
industry and business was concentrated close to
the waterfront in the historic heart of the town,
although retail premises had always dominated
the core area from Dundas Street, through
Victoria Street to John Street.
The list of shops and businesses included in
George Robertson’s short history of the town in
the 20th century conveys something of the flavour
and character of the place. The activities noted
by Robertson include (from south to north):
Macpherson Bros. distillery (closed 1928)•
Charlie Gould’s kippering house•
Orkney Fishermen’s Society crabs and •
lobsters (26-32 Alfred Street, from 1953)
Northern Lighthouse Board gas works, •
stores and pier
various ships’ chandlers, fish curers, coal •
merchants, warehouses, transit shed,
stables and cattle sheds
Robertson’s list charts the movement of
businesses along the North End Road in the first
half of the 20th century, in the direction of the
Auction Mart which itself closed in the 1990s.
As well as new uses such as showrooms, garages
and a picture house, the north end became
a popular location for blacksmiths, farmers’
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clockwise from top left:
Orca Hotel Victoria Street,
Scapa Scuba in former
Lifeboat Station on Dundas
Street,
Ring of Brodgar
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merchants and saw mills. The current situation
is that:
almost all industrial activities have left the •
historic core
port and fishing-related activities have been •
reduced, and have relocated to new wharfs
and quays accessed from the Pierhead
competition and changing lifestyles have •
had a negative impact on shops serving
local people: convenience shopping has
contracted into an area between Graham
Place and the south end of John Street
These symptoms of decline in the older parts
of Stromness have been offset by changes to
accommodate new and expanding industries, for
example:
the Pier Arts Centre opened in 1979 and •
shops, cafes and galleries catering primarily
for visitors replaced neighbourhood shops
tourism diversified and diving became a key •
activity in Stromness
the Old Academy buildings were occupied •
first by artists’ studios and then by
technology and other small businesses;
professional practices and technology
businesses occupied other small properties
in the town centre
most significantly, industry migrated •
round to the north end of Hamnavoe, and a
business park (primarily for fish and other
food processing activities) opened at Garson
Ness Battery and
Stromness Golf Course
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Strategic prioritiesf)
Analysis of strategies and plans prepared by OIC,
HIE and other partnerships and agencies suggest
that, in Orkney generally, the strategic priorities
for economic development can be summarised
as follows:
develop distinctive • niche competences,
including centres of excellence that will
attract and retain talent
focus • on activities and technology that fit
with Orkney’s place attributes and brand
values
commercialise• Orkney’s research base,
knowledge and creativity
create wealth• by adding value to Orkney’s
natural resources such as winds, tide, food
and fish
focus the tourism offer on • high value niche
markets
build a set of • complementary activities
that will reinforce each other and create
synergies
raise the bar to • enhance quality of life and
enrich the visitor experience
We are comfortable that these approaches are
appropriate for Stromness. In the next section we
flesh out a strategic proposition for the town.
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Developing the frameworka)
In the concluding part of the urban design
appraisal in section 2, we asked a series of
questions about Stromness and its future. We
suggested that a distinctive role or roles should
be established for Stromness as a starting point
for the development of strategy and policy.
This can then lead logically to the urban design
framework itself and its component proposals.
In reality the town will most likely have a number
of roles that overlap to an extent. An associated
reason for establishing roles is the potential
benefits of image and place marketing.
The following five roles help to clarify the
directions in which Stromness can develop in the
early 21st century:
Role 1: Orkney’s Cultural Capital
If Kirkwall is the administrative and business
centre of Orkney, Stromness can be seen as its
cultural capital. This is associated with the image
(popular with our consultees) of Stromness as an
artists’ town – the St Ives of the North.
Role 2: Service Centre for the West Mainland
Stromness is the second largest town in Orkney
and plays an important role in providing a
range of services for communities on the west
mainland.
section 4: towards a framework
Role 3: Scotland’s Renewables Centre of
Excellence
Despite the presence of EMEC and ICIT, the
position of Stromness as the key centre for
renewable and marine energy development in
the Highlands and Islands is not yet secure.
Building a cluster of related activities should
be a priority which may need to be underpinned
by a marketing/lobbying campaign directed at
the Scottish Government, HIE and others. It is
recognised that the industry is likely to establish
a split in specialist operations between wave
energy development in Stromness and tidal
energy in Kirkwall. However it is important that
Stromness builds upon its current status as the
main location for the renewables industry in
Orkney and becomes the administrative capital
of this industry in Orkney.
Role 4: Transition Town
It has been suggested that, in order to
demonstrate its green credentials and to reflect
its stake in the renewables sector, Stromness
should consider becoming a Transition Town.
Transition Towns are developing strategies to
deal with the twin challenges of peak oil and
climate change.
Role 5: Gateway Town
Stromness is an important entry point to the
Orkney mainland through the ferry terminal,
marina and cruise ship visits. The town is a
natural gateway to the World Heritage Site, the
6 4 | O R K N E Y I S L A N D S C O U N C I L
distinctive landscape of Orkney and more recent
archaeology and history associated with World
War I and II. Stromness is located within the
National Scenic Area (NSA) and is renowned for
its environmental quality. Future development
must seek to capitalise on this status. Where
there has been poor quality development in
the past, efforts are made in this Urban Design
Framework to seek to contain these areas with
new built areas where a higher design standard
will be required - for example at Garson and at
the settlement boundary. This will enhance the
town’s visual gateways and further consolidate
its status at the heart of the NSA.
b) The strategic proposition
Our analysis of Stromness revealed a fine
balance between the potential of the town’s
economic assets and attributes and the fragility
of the Stromness economy. In recent years, the
status of Stromness has declined while Kirkwall
has grown and prospered, but new developments
in the arts and renewables sectors point towards
a more prosperous future.
Our consultations have revealed a fair degree
of consensus around an emerging strategic
proposition for Stromness, which aims to
build on the town’s potential and tackle the
weaknesses which have contributed to long term
and gradual decline. Figure 4-1 attempts to draw
the threads of these discussions together by
showing how the five key drivers can contribute
to a vision for Stromness based on:
environmental sustainability • in an
outstanding natural setting
a town generating, disseminating and •
profiting from knowledge
a place where • quality of life combined with
economic opportunity helps to attract and
retain talented people
a lively and attractive sea • gateway to
Orkney and the best point of arrival on the
islands
Figure 4.1: Vision and strategy
far right: a sea gateway
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a place where culture, history and the •
environment and natural resources create
sustainable advantage and drive prosperity.
A number of cross-cutting themes knit the model
together and encourage synergies. The diagram
gives examples (there may be others):
developing the town’s role as a • centre for
research and learning, extending into the
arts and other disciplines
the role of Stromness as a centre for science •
and technology, arts and the creative
industries will give it a contemporary edge
to balance and enrich the Orkney offer
wealth creation in a small island community •
depends upon an outward looking
approach, strengthening global connections
by developing export markets, participating
in international knowledge networks and
attracting overseas visitors
the future development of Stromness •
should embody Orkney’s evolving – and
increasingly sophisticated – brand values
c) Achieving the vision
The urban design framework will be an
important vehicle for economic development
and regeneration in Stromness. The framework
must be informed by a clear understanding of
the future sources of prosperity and growth
in the town. In a small and fragile economy,
over-dependent on the public sector, nothing
is more important than creating the conditions
for self sustaining wealth and job creation. The
framework must support an economic strategy
based on:
growing the • business base by encouraging
businesses of scale, promoting innovation
and commercialisation, and developing key
sectors
strengthening • global connections by making
Stromness an attractive place to live, work
and study
developing the • skills of the workforce, and
strengthening • communities by capitalising
on the town’s natural and cultural assets
and creating new community assets
d) Aspirations and opportunities
The long list
Our research and consultations have generated
a long list of proposals and ideas for Stromness.
The projects listed here are in varying stages of
development: some are well advanced, while
others are purely inspirational. They derive from
a variety of sources: the public sector agencies,
local businesses and the community. We have
discussed these ideas with officers of OIC
and the agencies, as well as at the community
planning workshop.
The long listing process generated a number of
sectoral initiatives as shown on the next page.
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Culture and creativity Link with Edinburgh
College of Art/Orkney
College
Artists’ studios and craft
workshops
New Library and Writers’
Centre
Orkney Archaeology
Centre/ORCA
Tourism Ness Battery and
Landscapes of War
Boat Museum
Transport Port improvements
Renewable Energy UHI Renewables
Coordinating Unit
Zero Waste Centre
Food manufacturing Enhance Garson Food
Park
Key sites/buildings Historic core
Pierhead and port area
Auction Mart site
Northern Lighthouse
Board Pier
Primary School/lorry
park site
Other projects International Student
House
Decentralised office
space
New Care Facility
e) Project short-list
Following an initial review, the project list was
trimmed back. This short-list (Figure 4-3) cuts
out elements of duplication and it also excludes
projects which are unlikely to proceed in the
short-medium term.
The short list describes major projects in varying
states of readiness.
Figure 4.3: Major projects short list
1.1 EMEC Campus
1.2 World Heritage Site Gateway
1.3 Ness Battery and Landscapes of War
1.4 Orkney Archaeology Centre
1.5 Writers’ Centre
1.6 ECA Orkney
1.7 Zero Waste Village
1.8 International Student House
1.9 Decentralised Office Space
1.10 Artists’ studios and craft workshops
It is important to stress that this is a short-list of
projects with potential economic development
impact. It therefore excludes projects which we
appreciate have popular support such as the
Boat Museum.
It does not include projects of potential social
or community benefit such as the new library
and the proposed Orkney Islands Council
Figure 4-2: Ideas for Stromness: the long list by project type
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One Stop Shop which may be included in
the Pierhead proposals or housing and other
developments which might create urban design
impact although this will be a by-product of most
proposals.
Major project descriptionsf)
Project 1.1: EMEC Campus
After a slow start EMEC’s operations are
gathering momentum, and the present site at
the Old Academy will soon reach full capacity.
HIE and EMEC have developed outline proposals
which would create a new marine energy campus
in Stromness. The project is only at concept
stage, but it is envisaged that the development
would (i) increase capacity for prototype testing
and monitoring, (ii) create business space
for associated enterprises, (iii) provide office
space for developers, (iv) provide incubator
units for spin-out businesses, and (v) offer
accommodation for researchers and visitors.
We have considered a variety of options for
delivering these elements. The assumption is
that the project would require substantial public
sector funding but that the completed campus
could achieve a modest operating surplus. A
decision to create the campus would confirm the
special status of Stromness in emerging marine/
renewables markets, and help to attract projects
like the proposed UHI Renewables Coordinating
Unit.
We subsequently reviewed this project in the
light of more information about emerging
technologies and the idea of a split facility on
the east and west mainland. In the uncertain
circumstances it seems unnecessary to allocate
a specific area of land for this project. However
this Urban Design Framework seeks to allocate
smaller business units which might be suitable
for EMEC in the short term and of course in the
longer term the campus project may still be
desirable and possible.
Project 1.2: World Heritage Site Gateway
There have been discussions between OIC and
Historic Scotland about the possibility of creating
a new gateway centre for the World Heritage
Site. The centre would provide information,
orientation and refreshments; as well as an
introductory exhibition, recent archaeological
finds could be displayed, and the centre would
be a pick-up/drop-off point for bus services
and tourist car parking for travel to the principal
monuments. A number of sites are currently
under consideration. Should the decision be
taken to locate in Stromness, the Pierhead would
be an ideal location for the Gateway Centre.
Although this project appeared high on our list
of schemes with high economic development
impact we understand that it would be unlikely to
proceed in the foreseeable future.
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Project 1.3: Ness Battery and Landscapes of War
The restoration of Ness Battery is the
flagship project of the Scapa Flow Landscape
Partnership which is the subject of a bid to the
HLF Landscape Partnership Scheme. The site
includes a number of features including the Mess
Hall which features murals painted by service
personnel in WWII. The aspiration is to restore
the site and create a visitor attraction which will
also act as an orientation centre for other sites
(“Landscapes of War”) around the shores of
Scapa Flow. Visit Orkney believes that Orkney’s
wartime story/heritage is an untapped market.
More work is required to develop a conservation
plan and budget, and to establish the operating
costs of a staffed attraction.
Project 1.4: Orkney Archaeology Centre
The Orkney Archaeological Centre would be the
focal point for archaeology teaching and research
in Orkney. UHI and Orkney College would
relocate their degree and postgraduate provision
to Stromness, and create a research centre;
the OAC could also be the base for ORCA which
provides commercial archaeological research
and consultancy services.
Project 1.5: Writers’ Centre
OIC has decided that the existing library in
Hellihole Road is no longer fit for purpose, and
that a new library is required, possibly at or near
the Pierhead. The development of a new library
provides an opportunity to fulfil a long-standing
ambition to create a Writers’ Centre which would
provide facilities for teaching and events, a base
for writers in residence and an office for the GMB
Foundation.
Project 1.6: eca Orkney
Preliminary discussions have taken place
between Pier Arts Centre and the Edinburgh
College of Art about creating an outpost in
Stromness for postgraduate teaching, short
courses and summer schools. The concept would
require a link with Orkney College to create
routes of progression. This project could also be
the vehicle to provide artists’ studios and craft
workshops: there has been a shortage since the
Stromness Studios Society was displaced from
the Old Academy.
Project 1.7: ZeroWaste Village
Orkney ZeroWaste has published plans for a
Recycling Village which will “recycle and re-
process various waste streams and provide a
substantial waste education and awareness
programme”. Stromness is the preferred site for
this project which some of our consultees believe
would confirm the town’s status as a centre of
excellence in renewables.
Project 1.8: International Student House
The growth of emec and the development of
teaching and research in archaeology and
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visual art will generate a year-round increase
in the population of Stromness. The presence
of students and researchers will boost
expenditure in local shops and pubs and
create a renewed air of vitality, especially in the
winter months. Accommodation for students,
especially postgraduates in their 20s and
30s, is a problem in Stromness, and this has
prompted a suggestion that dedicated student
accommodation – an international student
house - could be created in the old town, perhaps
in the former Commercial Hotel.
Project 1.9 - Decentralised Office Space
Orkney Islands Council have decided to
decentralise some of the Council services to
Stromness, specifically to accommodation to be
provided as part of the Pierhead project. It would
be beneficial for the new Heritage Lottery Fund
project team to be located in Stromness.
Project 1.10 - Artists’ studios and craft
workshops
A consistent theme raised in our consultations
has been the need for studio and workshop
space for artists, particularly in the historic
core of the town. The thi study has highlighted
the range of vacant properties within the core.
We have had informal discussions with WASPS
on this subject and in principle they would be
interested in working up ideas for some of these
buildings with the Council. The attraction of
Stromness is the historic environment and the
range of properties available, rather than just
one examples of a single type. WASPS could
therefore provide accommodation for a wider
range of artists.
Site selectiong)
We have undertaken an initial review of the
potential fit between these priority projects and
the key sites and buildings described earlier.
Project
Historic core
Pierh
ead
N H
amnavoe
Prim
ary school
Garson
1.1 EMEC Campus considering other options
1.2 WHS
Gateway
no longer under consideration
1.4 Orkney
Archaeology
Centre
No No No Yes No
1.6 ECA Orkney No No No Yes No
1.7 Zero Waste
Village
No No No No Yes
1.8 Student
House
Yes No No No No
1.9 Decentralised
office Space
Yes Yes No Yes No
1.10 Artists’
Studios
Yes Yes No No No
The space requirements of the oac and eca Orkney
Figure 4-4 - Site Selection
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potential locations for major projects
need to be determined, but both projects appear
to be ideal candidates to occupy the Primary
School when it becomes vacant. This will help
to replace the activity generated by the school
with other year-round, all-day sources of activity.
There may be an opportunity to combine the
re-use of the school with plans to create a town
centre “campus” which would also incorporate
the nearby Old Academy building. Associated
proposals to create studio space for artists
and craft workers create opportunities for the
renovation and re-use of historic buildings
included in the THI plan.
The International Student House should be
located in the historic core of Stromness; the
student house would be an ideal THI project, with
the long-neglected Commercial Hotel an obvious
candidate.
In addition to this specific project, there is also
likely to be potential for private enterprise to
develop individual artist studio properties within
the historic core. This would assist the overall
objective of the urban design framework in
increasing vitality in the historic core.
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This section of the report brings together the
findings of the three previous chapters into a set
of policies and proposals for the town.
The policies and proposals are based on eight
geographically distinct areas within Stromness
and set out a range of generic factors which must
be considered to ensure that new development
enhances the local context.
The proposals are based on site specific
development opportunities and establish a
framework for future development of these sites.
Planning applications will be expected to
demonstrate how they respond to each of the
relevant policies and proposals and the general
design guidance at the planning application
stage. This information will be requested in
the form of a Design Statement which will be
submitted in support of planning applications.
The purpose of this is to ensure that all future
development that occurs in Stromness responds
to the common approach to design quality and
key site development considerations which are
established in this Urban Design Framework.
The level of information required will vary
depending on the scale of the development
proposed. For example, it is likely that small
scale development (such as a single house
or house extension) will require very limited
information and that this will focus mostly on
demonstrating that the chosen design of the
building respects the local context which is
section 5: the urban design framework
established for the relevant policy area. For
these small scale developments, the Design
Statement is likely to be very short outlining the
key factors which have influenced the chosen
design. Larger developments such as multiple
house or flatted developments, larger retail or
commercial premises are likely to require a more
comprehensive assessment of the policies in the
Design Statement. Where relevant they will also
be required to demonstrate how they respond to
the key criteria set out for each proposal area.
Clarification should be sought from the planning
department at the pre-application stage on the
level of information that will be required.
The General Design Guidance set out below is
provided to indicate the range of information
which would be considered through the Design
Statement and how a Design Statement should
be laid out.
General Design Guidance
As we stated in section 2 of this report,
Stromness is a very special place but it suffers
from a range of design issues that affect
everything from the heart of the historic core
right through to individual houses in the
countryside.
At the same time, Stromness and Orkney
generally have a very specific aesthetic which
is markedly different from 90% of mainland
Scotland though it has much in common with the
Western Isles and Shetland. We think it would be
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completely wrong to try to impose styles or ideas
from Central Scotland or from England on this
unique place. However, this is in effect what is
happening to Stromness where dilution of local
character and tradition in building, disregard
for the landscape and the embracing of UK
suburban style are commonplace. Design is a
material consideration in determining planning
applications. Councils may refuse an application
and defend their decision at appeal solely on
design grounds. The Scottish Government
has produced advice on Design Statements
and much of this section of the Urban Design
Framework has drawn on PAN68.
The Council have taken some steps to improve
knowledge of design issues by participating in
Design Awareness Training from the Improvement
Service both for officials and elected members.
Another way of moving design standards up the
Council agenda is to ask applicants to do more
to justify their proposals for new development.
Design Statements increase design awareness,
provide a sound basis for constructive
discussions and negotiations, and can lead
to better quality development. They can also
help individuals and communities understand
why a particular approach has been adopted.
Design Statements allow applicants to explain
the design of their scheme in a structured
way. It is an opportunity to demonstrate what
has been done to appraise the context, and
how the design takes account of it sensitively.
The submission of a Design Statement allows
officials to see the extent of analysis, as well
as the quality of thought, time and effort which
has been dedicated to developing the scheme.
Providing the information is presented clearly,
a Design Statement will help The Council to
understand the thinking behind the design. It
should therefore be an aid to more efficient
decision making and lead to an improvement in
the quality of development.
The design process
The design process can be set out in 5 stages.
Stage 1: Site and area appraisal
Stage 2: Identifying the design principles
Stage 3: Analysis
Stage 4: Design concept(s)
Stage 5: Design solution
Depending on the nature and scale of the
development, there may be a need for public
involvement during the design process. This can
occur at any stage, however, early consultation
with the public or amenity groups should help
to identify any key issues or concerns. When the
design concept(s) have been worked up, it is
advisable to feed these back to the contributors
in order to check that nothing has been missed
or interpreted incorrectly. This exercise will
also help to gauge any initial reactions to the
preliminary design which may help to influence
the final design. Whilst each stage is presented
separately, in practice the design process is
often more iterative, rather than linear. This is
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because the site appraisal and analysis can be
reviewed by testing alternative design concepts.
For example, a design concept may have
implications which were not initially foreseen.
Once all the stages have been completed, the
design statement can be assembled, bringing
together all the thinking on the design issues.
The applicant should choose the most effective
form of presentation, as the contents of a design
statement will vary according to the nature of the
development and the site’s characteristics. For
most applications, the design statement need
not be elaborate. It can be a short document
(one or two pages), which sets out the principles
on which the development is based and explains
the design solution. Irrespective of the scale
of development, the design statement must be
supported by good graphics. Requirements and
suggestions for content are set out below:
All applicants, including developers, architects,
designers and agents, should consider design
as an integral part of the development process.
This advice aims to encourage more attention
to be given to the design of developments.
Although it will involve some additional work to
present ideas and thinking, in many cases it can
be achieved simply. It should not be an onerous
task. By providing additional information, which
explains and illustrates the design principles and
design concept, applicants are likely to benefit
from a greater degree of certainty in the planning
process, and quicker decision making. The result
should be improved quality of new development,
lasting improvements to the built environment
and successful places.
As a starting point for the content of a design
statement for a proposal in or around Stromness
the applicants will be required to demonstrate
an understanding and consideration of the
following:
Context of the proposal in its local area
Location of the site
General description of the surroundings, eg •
urban, residential and industrial
Is the site in or near a conservation area?•
Is the site in an area of outstanding •
landscape?
Site description
Planning history•
Ownership of the site•
Adjacent land uses, and relevant planning •
proposals
Heritage conservation – listed buildings•
Focal points•
Landmarks•
Vistas•
Views to/from/over site•
Topography – contours on the site•
Microclimate – wind, sun orientation, •
exposure, shelter
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Services
Public utilities, e.g. underground services, •
drainage systems, overhead power lines
Network capacity and developer •
contributions
Public services available locally, e.g. •
schools, public transport
provision of surface water drainage using •
sustainable drainage systems (SuDS)
Identity
Surrounding buildings
Building lines – groupings, rhythms and plot/feu
sizes
Entrances – styles and sizes•
Windows – styles and sizes•
Active frontages•
Scale – height and massing•
Appearance – details and materials•
Use of the space
Use of spaces between buildings – public/•
private
Day, night, seasonal variation of use•
Prohibited activities, security arrangements•
Hard landscaping
Location of street furniture•
Condition and maintenance•
How people use it•
Public art/sculpture trail•
Soft landscaping
Landscape character•
Trees in the town•
Quality of landscaping•
Need for ground modelling•
Nature conservation area•
Wildlife habitats•
Tree Preservation Orders•
Play space/recreational space•
Connections
Vehicular movement
Surrounding road and street layout•
Access, parking and circulation•
Bus & tram stops and routes, taxi stops, •
cycle routes
Areas of vehicular/pedestrian conflict•
Use of traffic measures•
Servicing arrangements•
Pedestrian access
Where are people coming from, going to?•
Desire lines•
Disabled access•
Are people restricted from access due to any •
current aspects of design?
Infrastructure Considerations
Further specific requirements are set out in the
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individual policy requirements for each character
area below.
The Urban Design Framework has not given
detailed consideration to infrastructure capacity
issues beyond clarifying with the statutory
providers that the principle of additional
development is acceptable. It will be necessary
for development projects to make contact with
infrastructure providers including Scottish Water
and the Council’s Roads Services
Department in order to determine capacity at
an early stage in the process. It is likely that
upgrades may be require to be funded by the
development process.
As a general rule, connections to foul sewers as
defined in the Sewerage (Scotland) Act 1968 will
be a pre-requisite for development in Stromness
and efforts should be made, where possible, to
coordinate this through a strategically planned
public foul drainage system. In all cases, early
contact with Scottish Water will be important to
determine the necessary sewerage infrastructure
requirements for new development. For
example, a Development Impact Assessment
should be requested by Scottish Water at the
earliest opportunity and some proposals may
require to be assessed against SEPA’s Pollution
Prevention Guidance.
In addition, the Strategic Environmental
Assessment report has highlighted areas
where flooding is likely to be a constraint on
development. As a coastal town, flood risk
is a reality which cannot be ignored in the
development process and some sites which
are identified in the UDF as having potential
for redevelopment are within flood risk zones
where development may not be possible until
strategic flood prevention measures are put in
place. Developers should therefore refer to the
Strategic Flood Risk Assessment work which was
undertaken in parallel with the UDF process to
access the likely level of risk associated with
progressing development in flood risk areas.
It may be that some sites which are identified
as having potential for redevelopment cannot
be brought forward until appropriate formal
flood prevention measures are put in place.
An assessment of the capabilities of existing
formal flood protection measures (if any)will be
required at an early stage to determine the extent
of new works which may be required. Detailed
consultation with the council as Flood Prevention
Authority, and if necessary SEPA will be essential
to determine the likely works which may be
required.
Notwithstanding the above, a core objective of
the Urban Design Framework is to encourage
regeneration of the centre of the historic core
of the town and to promote new development
in central areas. It is also at its heart a land use
planning document, which seeks to direct the
broad direction of new development over a 5
to 10 year period and beyond. It is therefore
considered appropriate for the UDF to establish
how development should proceed if flooding
issues can be overcome to the satisfaction of the
relevant authorities.
7 6 | O R K N E Y I S L A N D S C O U N C I L
established character
areas and PO1 - PO6
policy diagram
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As above, as a first step, developers are
encouraged to make reference to the Strategic
Flood Risk Assessment to determine the likely
level of risk associated with any of the sites
identified in the UDF. Developers are required
to ensure that proposals comply with Scottish
Planning Policy on flooding and this may limit the
range of solutions which can be devised to deal
effectively with flood risk of some sites. However,
it is a priority for the Council that solutions are
found to ensure the long term regeneration and
vitality of the central part of the town.
Please note that it may not be possible to find
an appropriate solution without investment in
formal flood prevention infrastructure.
For example, Flood Risk Assessment studies will
be required to explore the potential to introduce
mitigation measures (such as land raising) to
redevelopment proposals which will influence
the layout and design of the new buildings,
particularly in central and coastal locations, and
those next to existing watercourses. Sustainable
Urban Drainage System (SuDS) techniques
should be adopted in all development proposals.
There is also a need to consider sustainable
building techniques and provision for recycling
in new developments. Applicants should refer
to the Council’s emerging Energy Efficiency
and Sustainability in Planning Development
Management Guidance to ensure that best
practice is followed on these matters. As
detailed above, the Urban Design Framework
study has observed the need for a step change
in the approach to design of new buildings in
Stromness and the way in which all new land
allocations, particularly those on the edge of the
settlement are developed. It is anticipated that
the pattern of single house and smaller scale
development projects will continue to be the
norm in the town. The following guidance has
been prepared to provide a context for improving
the design quality of new development. It is
not intended to be an exhaustive account and
planning applications will be considered on their
own merits.
The policies represent urban design and
planning principles which will help to guide
development in Stromness for the foreseeable
future. The policies are based largely on the
character areas outlined in section 2 and are
written with a view to maintaining or enhancing
their qualities of these areas. As detailed
above, planning applications will required to
be supported by Design Statements which
demonstrate how they respond to the planning
and urban design principles for each character
area.
The policy areas are:
the historic core1.
first tier areas consisting of residential or 2.
large institutional uses close to the historic
core
second tier areas which are almost 3.
exclusively residential
third tier recently developed residential 4.
7 8 | O R K N E Y I S L A N D S C O U N C I L
areas
fourth tier areas relating to the port, 5.
transport infrastructure and industrial uses
fifth tier areas consisting of urban/rural 6.
fringe sporadic development especially edge
of town residential
green areas within and adjacent to the urban 7.
fabric and the connections between these
areas
new approaches to traffic management8.
The proposals are also based on maintaining
and enhancing the character areas but they also
consist of specific site improvements, particular
building projects or initiatives identified in our
economic appraisal for the town. The key areas
for action are:
historic core projects1.
the port and Pierhead2.
the Old Academy and Primary School3.
North End4.
Ferry Road5.
Garson6.
town-wide placemaking and linkage projects7.
In addition, these areas contain specific sites
that are the subject of current proposals or have
been the subject of specific proposals or simply
a desire to develop them. The most significant
are:
the lorry park at North End now proposed as •
a site for the new Stromness Primary School
and designated in the Local Plan as a key
redevelopment opportunity (R1)
the need to retain business
in the historic core
the need for careful
consideration of design
matters in first tier areas
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the relocation of the Primary School which •
creates a development opportunity in the
town centre
the former Mart site on Ferry Road is the •
subject of a development brief drawn up
by the Council - the site is designated in
the Local Plan as a key redevelopment
opportunity (R2) and there has been interest
in the potential development of part of the
site for a supermarket
as previously mentioned, the Pierhead is the •
subject of a competition process to enhance
the quality and amenity of this area and to
make it a more attractive central place
the historic core is the subject of a •
Townscape Heritage Initiative which will
hopefully undertake a series of important
projects involving the rehabilitation and
reuse of key buildings at risk
the Ferry Road/Ferry Terminal area where •
a new lorry and car marshalling area and
freight park are now proposed
In addition to the above, the UDF also sets out
new housing allocations which seek to integrate
with the character assessments set out in the
policies below.
Policies by area
PO1 - The historic core of Stromness (refer
to page 17 for context) : this is a remarkable
area that demands special attention in terms of
the protection of its physical fabric as well as
its health and viability as an economic entity
and a place to live and work. Most of the area
is an Outstanding Conservation Area so to an
extent it is unlikely to be heavily damaged by
new development – the threats are more likely
to be through vacancy, neglect and the slow
undermining of the area’s authenticity through
unnecessary or inappropriate signage, poor
repairs and ill-chosen street furniture.
Nevertheless there are important urban design
principles to be observed in the historic core,
many of which will overlap with the aims and
objectives of the thi for the area. Planning
Applications must demonstrate that they:
enhance the walkable nature of the area •
through designing for pedestrians rather
than for the car
use natural sustainable materials •
throughout the core area wherever possible
learn from the area’s qualities of shelter and •
climate response
work with the landscape and topography •
rather than against it
stone garden walls can make
a positive improvement to
otherwise undistinguished
developments
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maintain plot sizes, building sizes and •
orientation rather than amalgamating
buildings into larger units
maintain building lines•
are flexible and designed for future changes •
of use without significant change to the
building
In addition to these application specific
considerations, the Council should also promote
the highest standards of authenticity and
appropriateness in signage, public realm repair
and maintenance and:
ensure that every attempt is made to keep •
its buildings in use or to actively promote
surplus buildings for positive uses that will
transform the area
engage with public bodies, charities, the •
voluntary sector, private individuals and
companies to promote the historic core as a
centre for science and technology, arts and
the creative industries
PO2 - first tier areas (refer to page 18 for
context): these consist of residential or large
institutional uses close to the historic core,
working their way up the hill to the north and
west of the old centre. These areas are less
intensively developed than the historic core
but they have important linkages to the core
through lanes, flights or steps or ramped
footpaths. These are relatively stable areas
but are important to the health and setting
of the historic core. There is a need for very
careful consideration of the design of new
development (which affects the setting of the
historic core and is highly visible in the wider
context) – especially the design of new detached
residential properties. Planning applications
must demonstrate that they
do not exceed two and a half storeys in •
height and should preferably be shallow
plan wide frontage in form with a pitched
roof
consider new uses which might support •
activity and vitality in the adjacent historic
core rather than detract from it
use natural sustainable materials •
throughout
work with the landscape and topography •
rather than against it
maintain plot sizes, building sizes and •
orientation rather than amalgamating
buildings and sites into larger units
encourage the design of buildings for future •
changes of use without significant change to
the building itself
maintain pedestrian links to the historic core •
new development should take advantage of •
views to the surrounding countryside while
making a modest impact on the landscape
new development should involve •
consideration of a range of building types,
including semi-detached and terraced
buildings which have advantages over
detached dwellings in delivering better
urban form and sheltered spaces
PO3- second tier areas (refer to page 18 for
context): these are almost exclusively residential
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and more sparsely developed than the core
of first tier areas. There are still important
links to the core but there is more potentially
developable land in these areas. Planning
Applications must demonstrate that they
respond to the following urban design principles:
new development should be predominantly •
residential although there may be
opportunities for other uses such as
community facilities or a small convenience
store or corner shop
new development should set clear standards •
for plot sizes and building lines which will
help to create sheltered spaces
new development should not exceed two •
and a half storeys in height and should
preferably be (or appear to be) shallow plan
wide frontage in form with a pitched roof
new developments should include stone •
boundary walls between 600mm and
aerial views of
Stromness:
top - general view
of the town looking
south
bottom - the lorry
park and North End
8 2 | O R K N E Y I S L A N D S C O U N C I L
3000mm in height to public areas rather
than be ‘open plan’
new development should take advantage of •
views to the surrounding countryside while
making a modest impact on the landscape
new development should involve •
consideration of a range of building types,
including semi-detached and terraced
buildings which have advantages over
detached dwellings in delivering better
urban form and sheltered spaces
PO4 – third tier areas (refer to page 19 for
context): these are the most recently developed
residential areas located furthest from the
historic core. The urban design issues associated
with these areas are lower standards of materials
and design, a greater impact on the landscape
and a much lower density than the rest of the
town coupled with road layout standards that
favour the car over the pedestrian. In practical
terms it may not be possible to undo this legacy
of the mid-late 20th century – much of it is recent
and is unlikely to change. Planning Applications
must demonstrate that they respond to the
following urban design principles:
new development should be predominantly •
residential although there may be
opportunities for other uses such as
community facilities or a small convenience
store or corner shop
new development should set clear standards •
for plot sizes and building lines which will
help to create sheltered spaces
new development should not exceed two •
storeys in height
new developments should include stone •
boundary walls between 600mm and
3000mm in height to public areas rather
than be ‘open plan’
new development should take advantage of •
views to the surrounding countryside while
making a modest impact on the landscape
new development should adopt designed-in •
traffic amelioration wherever possible rather
than traffic calming (ie narrower streets,
shared surfaces, limited regulation signs
etc)
new development should involve •
consideration of a range of building types,
including semi-detached and terraced
buildings which have advantages over
detached dwellings in delivering better
urban form and sheltered spaces
PO5 – fourth tier areas (refer to page 19 for
context): these areas include the ferry terminal
and car parks, Ferry Road, the lorry park and the
adjacent roundabout and commercial complex as
well as Garson Industrial Estate. These areas are
the subject of specific urban design proposals
described in PR2 and PR4 to PR6 below. The
broad aim of these proposals is to establish a
more cohesive and appropriate urban for these
areas. The urban design principles applying
to these areas are similar to those for PO2
tier one areas in that they favour traditional
layout and sustainable development forms.
It is acknowledged that this area will need
to accommodate new larger scale buildings
including a new school and supermarket.
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roof forms to be proposed where these form
part of a bespoke, high quality building
design for sites (for example the proposed
supermarket or school buildings)
new developments should include stone •
boundary walls as appropriate between
600mm and 3000mm in height to public
areas rather than be ‘open plan’ – in other
words, new development should maintain a
built form to the street
new development should take advantage •
of views to the sea and surrounding
countryside while making only a modest
impact on the landscape
new development should contribute to the •
creation of greater presence and activity
along the waterfront with active ground floor
frontages and (where possible) mixed use
for example with residential uses above
commercial
residential land
allocations in the
Local Plan 2004
Notwithstanding this, all Planning Applications
must demonstrate that they respond to the
following urban design principles:
new development should incorporate basic •
place-making principles of streets, mixed
use and focal points
where possible, new development should •
be mixed use and should support activity
and vitality as a fundamental urban design
principle
there should be careful consideration given •
to the design of new development and the
need to adhere to new street patterns and
building lines
new development should use natural •
sustainable materials wherever possible
new building should work with the •
landscape and topography rather than
against it
new development should set out an •
appropriate pattern of plot sizes, building
sizes and orientation from the outset taking
reference from surrounding context and the
pattern of development
where possible, the design of buildings •
should incorporate flexibility for future
changes of use without significant change to
the building itself
new developments should not exceed two •
and a half storeys in height and should
preferably be (or appear to be) shallow plan
wide frontage in form with a pitched roof
either parallel to the street or at right angles
to it. Roof forms should generally be pitched.
However it is possible for contemporary
8 4 | O R K N E Y I S L A N D S C O U N C I L
proposed new
housing allocations
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proposed phasing
of residential
development
8 6 | O R K N E Y I S L A N D S C O U N C I L
new development should contribute •
to the creation of improved pedestrian
permeability and walking environment
around the Hamnavoe
PO6 – fifth tier areas (refer to page 19 for
context): these areas are the outer areas of
the town - more rural than urban - containing
scattered groups of houses or series of individual
houses. In these areas, for the avoidance of
doubt, the overriding principle is to avoid high
density field filling and instead to encourage
scattered development forms, The following
criteria will apply:
development will take a generally linear •
form avoiding crescents and culs de sac
access will be taken directly from an existing •
road
any development will be no more than two •
houses deep from the existing road
there will be no fixed building line - so •
proposed buildings must avoid lining up
with neighbouring buildings
no more than three buildings should be •
sited consecutively on adjacent plots - the
fourth building of a linear sequence should
be placed at least 50m from its neighbour
development must respond to and work with •
the topography and landscape rather than
against it
plot size must reflect the established pattern •
of the locality - reference the scattered
residential development morphology
examples set out on page 87
Proposed new housing allocations
In addition to specifying the above policies
which seek to ensure that new development
responds to the existing character of a local
area, it is necessary to identify new areas for
housing development. In setting out these
areas, the intention is to ensure that the design
considerations set out in the above policies
(PO1-PO6) are reflected in new development
– ie to ensure that new development responds
directly to the existing character of the area
around it.
We suggested in our proposal for this work that
the quality of recent residential development
in and around Stromness was very low. This is
reflected in the Local Plan 2004 where it is stated
that the setting of the town is deteriorating with
‘evidence of urban sprawl, ribbon development,
skyline development and a general lack of
any clear distinction between town and its
surrounding countryside’.1
There are a number of separate and related
issues here namely:
the suitability of particular areas of land for •
development
the number of houses to be accommodated•
the siting of these houses•
the design of individual houses•
Development patterns and numbers - the siting
1 Orkney Islands Council , The Orkney Local Plan 2004 , p179
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comparative morphology
of scatter residential
developments (1 - 5)
and conventional field
filling (6)
1 - density around 3d/ha, variable
setbacks, no building lines, non linear,
loose grouping
2 - density around
10d/ha, variable setbacks, no
building lines, linear
4 - density around
2d/ha, variable setbacks, no building lines,
in groups, 20m spacing between buildings,
50-100m between groups
6 - density around
24d/ha, conventional
field filling
3 - density around 3d/ha, variable
setbacks, no building lines, non linear,
loose grouping
5 - density around 2d/ha, variable
setbacks, no building lines, non linear
in groups, 20m spacing between
buildings, 50m + between groups
8 8 | O R K N E Y I S L A N D S C O U N C I L
and design parameters that created Stromness
were all related to restriction and scarcity. The
basic topography of the old town, the need
for shelter, the original rigg pattern, Udal Law
and the limitations of traditional building all
contributed to the form and layout of the historic
core.
As these restrictions began to disappear, the
form of the town began to change. Plot size
and shape is traditionally the most significant
generator of urban form and even today it
generates form and layout in and around
Stromness. The difference today is that plots
are much bigger and the shapes are completely
different from traditional feu or rigg boundaries
– for example a field will be divided into plots
for sale on the assumption that a deep plan
dwelling will sit in the middle of each plot with
no physical connection with other houses. This is
the antithesis of traditional building.
Developing housing sites on a field by field
basis is probably the most damaging approach
to residential provision for the Stromness
environment particularly on the edge of the
settlement. A field filled with houses is
completely non-traditional with no relationship
to the existing town or surrounding landscape.
While field-filling is highly damaging to the
Stromness environment, ribbon development
– which has been criticised for many years
as an intrusive form of housing provision – is
reasonably sensitive to the landscape. It works
with existing roads, is arguably more sustainable
than developing large fields and can work
with existing infrastructure. In the Stromness
situation, new housing needs to work with the
existing landscape (which includes roads), with
traditional building and with established urban
form. Ribbon development has an inherent
flexibility and potential sensitivity that larger
examples of award
winning housing
in the Scottish
countryside
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scale block development lacks. It retains the
balance of built to unbuilt that is a characteristic
of building in sensitive landscapes.
In allocating land for residential development
it is necessary and desirable to move beyond
numbers of dwellings only and deal with the
actual forms that might be created as a result
of the land allocation. There are no good
examples of new development in Stromness.
The latest, the Orkney Housing Association
development at the Citadel, has interesting
and potentially appropriate house types
but the layout and external environment is
insensitive and inappropriate (but quite typical
of new residential development whether it is in
Canterbury, Swansea or Glasgow). There has
to be a recognition that if Stromness is a place
worthy of protection with an important setting,
then new development has to be ‘of the place’
and an effort has to be made to build in a special
way.
We have already expressed some concern in
earlier sections of this report at the extent of land
allocated to housing in the Local Plan – enough
land for over 600-900 dwellings at a modest
densities of 20-30 dwellings/hectare - although
the target number is only 140 dwellings. We
understand that some of these sites may never
be developed due to a range of issues including
infrastructure and land ownership. However,
a focus on developing fewer sites at higher
densities in central areas would be likely to yield
better results in terms of fit with the landscape
and a host of urban design and sustainability
objectives. At the same time, it is also important
to ensure that a diversity of sites is provided
for. Therefore a number of sites where a lower
density, scattered development pattern is more
appropriate are also identified. These sites are
presented on page 84. This includes a number of
larger site allocations within the central core and
at Garson.
This new housing allocation strategy seeks
to consolidate new housing development in
a coordinated and coherent form, as well as
providing a range of types of housing site, each
suited to different types of housing development
according to the established character of
different parts of Stromness, as identified in the
example of award
winning house in the
Scottish countryside
9 0 | O R K N E Y I S L A N D S C O U N C I L
example of award
winning housing in the
Scottish countryside
previous sections of this report (PO1-PO6). In all
cases, consideration should also be given to the
Siting and Design guidance advice set out below
at pages 93-95.
Higher Density sites –Brinkies Brae, Hillside
Road, Netherton Road, Ogalby Road and Citadel
Road
Higher density development is encouraged for
the above sites. It is expected that development
in this area can achieve a higher density form.
To achieve this, planning applications will be
assessed against the policy considerations
set out at PO4 (page 82) above. As above, a
Development Brief or Design Statement will be
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required to accompany planning applications
to demonstrate how the proposals will deliver
these design objectives and respond to local
topographic and landscape considerations.
Where possible, physical features should be built
into the landscape solution for the sites, rather
than engineering solutions in order to ensure
that minimal disruption to landscape occurs.
Mixed density sites – Garson and Brownstone
Road
As detailed above, Garson developed historically
in a high density suburban form. The urban
design objective in this area is to seek to address
this historic error, and develop a new higher
quality environment. There is therefore the
opportunity to plan a new phase of development
of Garson which acts a s a transition in design
and layout terms from the existing suburban
character to a more rural/semi-rural scattered
form. A mix of the PO4 (page 82) and PO6 (page
86) policy considerations will therefore be
relevant in this area. Similarly, proposals for the
Brownstone Road site should provide a transition
from the higher density form at Grieveship to
lower density scattered form as the site moves
towards the more rural character to the west.
A mix of PO4 and PO6 policy considerations
will apply to this site and a Development Brief
or Design Statement must be prepared to
demonstrate this transition in the site layout.
The housing allocation plan on page 84 sets out
a starting point for this transition, with the higher
density elements being contained in the south
eastern part of the site.
manse
farmhouse
croft
For both areas, it is essential that a Design
Statement or Development Brief is developed to
manage this process and to set out the necessary
phasing and layout of the area to ensure an
effective transition from a high to lower density
scattered housing layout and that development
respects the local topography and landscape.
9 2 | O R K N E Y I S L A N D S C O U N C I L
Scattered housing sites – edge of settlement
expansion areas
A number of new housing allocations are
identified where a lower density, scattered form
of development is encouraged. These include
some of the previous 2004 Local Plan sites
as well as new areas on the edge of the town
where scattered housing is already established.
This scattered development will provide an
alternative type of housing which has proven to
be desirable and will establish a more natural
transition between town and country and reflects
the local settlement pattern and the high quality
National Scenic Area status of many of these
sites. A s a general rule, lower density pattern is
therefore considered more appropriate for these
areas. Planning applications will therefore be
required to respect the policy considerations set
out at PO6 (page 86) in these areas. However,
there may be some circumstances where higher
density elements may be appropriate in parts of
these sites. For example, where local topography
could accommodate a cluster of buildings. A
Design Statement or Development Brief would
be required to set out the case for any proposal
which seeks to increase the scattered form in
this area. The key considerations in determining
whether this is appropriate will be the impact of
a proposal on the semi-rural, scattered housing
character of these areas which must remain
the dominant character of these areas and the
degree that the proposal respects the local
topography and landscape setting.
The urban design framework has now set out
proposed housing allocations to meet the
perceived demand for new housing in Stromness
for the period to 2020. This has been based on
the strategy objective to focus development on
the core and existing built up areas and to ensure
accessibility to infrastructure and services as
priorities. The consultation process raised the
issue of the need for affordable housing. The
Council’s affordable housing policy establishes
a requirement of 25% affordable housing in all
developments over seven homes. This standard
would be applicable to all development in
Stromness.
Given the scale of potential identified in this
urban design framework, including significant
potential to regenerate and develop housing
within the historic core of Stromness, there is
single storey houses
existing houses
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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significant potential to increase the supply of
affordable housing in Stromness.
Siting and design
The problem of fitting the standard modern
bungalow into the Orkney landscape is that the
form does not reflect traditional patterns - the
houses inevitably look alien and out of scale.
This is not to say that houses must be copies
of traditional styles – rather that they should
respect local traditions of scale and proportion.
Contemporary design and traditional form can be
successfully combined in Stromness – the Pier
Arts Centre is an example of this. At the same
time it is important to reflect Orkney building
styles and not generic Scottish patterns, and for
crisp simple and easily-maintained detailing to
be incorporated.
Croft - The traditional Orkney Croft is a long low
building. It is possible to devise ‘longhouse’
style plans, although there may be cost
implications. The illustration is for a semi
detached pair of houses, with one bedroom at
ground floor level and two low attic rooms.
Farmhouse - In the early 20th century, one and
a half storey houses became commonplace.
The sketch of a three bedroom house illustrates
an approach which reflects this style. North
Ronaldsay crofts often exhibit a distinctive one-
and-a-half storey section which is unusual in
Orkney.
Manse - A further alternative approach is that
of the typical 18th-19th century Orkney Manse:
characterised by the late Laura Grimond as the
‘pepper pot’. It has two storeys and a square
plan, with a symmetrical pattern. This form would
lend itself to subdivision as a semi-detached
block in an area of open landscape. Care needs
to be taken to match the proportions of windows
and ceiling heights to create the effect of the
traditional building. The sketch illustrates the
proportions of a pair of 3-bed houses formed in
this pattern. Consideration should be given to
providing a roof feature to match the original’s
chimneys.
Modified Single Storey - By adding a bay to a
standard single storey house plan, it is possible
to create an impression of a narrower plan
exemplar landscape
design in a bleak
landscape
9 4 | O R K N E Y I S L A N D S C O U N C I L
building. This is illustrated by the above sketch
which is for a three bedroom private bungalow,
however the principle would adapt readily to
varying house types. This has the advantage
that the main body of the house is a standard kit
pattern.
Adapting Existing Buildings - The narrow plan
form of traditional buildings makes it difficult to
fit the required amount of accommodation in a
modern house. An example of an extension to
a small cottage which maintains its character is
illustrated above. The scale of the extension is
kept similar to the original with a parallel ridge
which reflects traditional patterns. Although
there are cost implications, the form of the
extension can be very simple and cheap as the
character is set by the original building.
The Scottish Tradition - There is a long and
distinguished tradition of Scottish architecture
which is alive and well today although rarely
seen. A number of architectural practices have
a strong reputation for merging the timeless
elements of Scottish building with Modern forms
to create contemporary residential buildings
that are comfortable in Scottish landscapes and
towns.
They are mostly highly energy efficient and use
sustainable materials as much as possible. They
also look energy efficient and sustainable which
is increasingly a highly marketable characteristic.
At the same time, until there is a widely held
successful shared surface
scheme in Keswick
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desire to build either traditional buildings or
contemporary versions of the Scottish and
Orkney traditions, there will always be a problem
with new development in sensitive locations like
Stromness.
Design in general should be moved up the
Council agenda so that it becomes a core
corporate activity rather than a fringe effort. This
would give wider publicity to appropriate design
and afford greater legitimacy to efforts to impose
higher standards on the local community.
Development phasing: SPP3 establishes that
development plans should allocate sufficient
effective land to provide for a minimum 10
year housing land requirement. There is also
a requirement to provide a broad indication of
the scale and location of housing land beyond
year 10 up to year 20. the Summary Policies and
Proposals Plan delivers these requirements by
identifying sites within a 5-10 year and a 10-20
year settlement boundary. For the avoidance
of doubt, it is intended that development will
be phased according to this strategy. Therefore
in principle, the 10-20 year sites will not be
supported within the first 10 year period unless
exceptional circumstances are demonstrated.
Exceptional circumstances could include the
unavailability of effective sites within the 10 year
land supply within a reasonable period of time
(5 years). Evidence to demonstrate exceptional
circumstances would have to be provided to the
satisfaction of the planning authority.
successful shared surface
scheme in Keswick
9 6 | O R K N E Y I S L A N D S C O U N C I L
PO7 - greenspace areas (refer to page 20
for context): these are areas of open space
within and adjacent to the urban fabric and the
connections between these areas. They include
the southern recreational complex, Ness Battery,
Marwick Playing Fields and Market Green. These
are important resources for Stromness and given
the ease of access to the countryside, it is easy
to overlook the importance of green space in and
around the urban area.
Much green space in the town is bleak and
poorly designed and while the bleakness
and exposed nature of these spaces is often
inevitable given the climate and exposure,
poor design – particularly generic municipal
design - is unnecessary. There is a need to
develop a language for landscape design that is
appropriate to Orkney rather than import styles
and that can be seen in Bournemouth or Clacton.
The other aspect of green space is linkage
between the different elements and idea of
developing an obvious network of spaces rather
than separate entities. This could include
an improved shoreline link round Hamnavoe
connecting up green spaces (and focal points)
from Point of Ness to the Whitehouse Rocks.
Specific proposals for development of public
space must take into account the need to link
into the wider network being established and
opportunities to set out a common language
in the use of materials and street furniture
should be investigated. This should be delivered
through the development process. We have
included specific proposals for green space and
linkages in PR7 below but the relevant urban
design policy issues are:
the Council should develop better standards •
of greenspace design drawing on best
practice in similar climates and combining
this with local exemplars
greenspace areas should be connected into •
a cohesive and obvious network – so new
provision in residential areas should be
linked to existing resources
proposals for improved recreational •
facilities including playing fields should
be considered, particularly consolidating
the leisure uses around the Market Green/
Cairston Road area
PO8 - new approaches to traffic management:
Major interventions in the transport
infrastructure and highway network are not
required in order to strengthen and preserve
the essential qualities of Stromness. The
measures necessary to underpin an urban design
framework involve relatively minor changes of
approach, changes that build on recent best
practice in encouraging place-making and the
informal integration of traffic with the public
realm. Developing a distinctive, locally-informed,
and locally controlled approach to street design
and management in Stromness would build on
the special circumstances and context of the
town, and reflect the increasing important role of
the public realm in retaining economic vitality.
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The characteristics of the town centre lend
themselves to the introduction of a variant
of the “Restricted Parking Zone” (RPZ). Such
designations are widely used in historic towns
and special areas, and allow specific parking
spaces to be designated and defined, rather
than relying on prohibition measures such
Key proposals diagram
9 8 | O R K N E Y I S L A N D S C O U N C I L
as signs and yellow lines. The introduction of
such a scheme could form the framework for
discussions, negotiations, and consensus-
building at a local level to achieve a balance
between essential access needs and over-
dominance of the streetscapes by vehicles.
An RPZ would allow the removal of the yellow
lines that currently disfigure the unique qualities
of the historic centre. Such markings are not
only difficult and expensive to maintain on
the sandstone paving of Stromness. They
also allow a standardised traffic engineering
element into the public realm that erodes the
spatial quality and shared space characteristics
of the streetscape. Their removal over time is
an important component in preserving and
enhancing the essential character of Stromness.
An RPZ will require a degree of signing at entry
points into the town centre, and these could be
carefully integrated with buildings and street
furniture to reinforce the role of gateways and
entry points. Within the zone, a number of
methods could be used to define short-term
parking spaces without relying on additional
paint and road markings. We would recommend
that local artists and designers be identified
who could develop a clear and identifiable
inlay plaque to be incorporated into the street
paving. Parking would then be permitted only
where a vehicle is covering such a plaque. This
system works well in The Netherlands and other
countries, and could be adapted to suit the
particular context of Stromness.
Transport, arrival and movement are integral
parts of our recommended approach to building
an urban design framework. In common with
most successful strategies based on reinforcing
the qualities of place, we would recommend that
measures are introduced to bring together the
administrative functions and service areas of
planning, roads, transportation and economic
development to ensure that there is a seamless
and integrated approach to investment and
decision-making, making maximum use of local
resources and local knowledge. Stromness
WASPS provide studio
space at favourable
rentals throughout
Scotland
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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represents an excellent opportunity to build
on emerging best practice in street design
and place-making to preserve and enhance
the economic attractions of its public realm,
strengthen a sense of local identity, and to
reconcile the need for movement with the
qualities of the built environment. The central
urban design related traffic recommendations
are:
encouraging movement, especially •
pedestrian movement, southwards from the
Ferryport, through careful attention to street
detailing and supporting attractors and
interest to the south of the town
promoting and extending opportunities •
to discourage on-street parking, and to
maximise use of off-street parking provision
promoting a low-speed design framework •
by minimising the use of highway-related
elements such as road markings, signs and
barriers
introducing a Restricted Parking Zone •
that would permit limited parking only in
specified bays, to be agreed locally - such
bays could be defined by a locally-specific
street-marking designation to be designed
plus removing all yellow lines and other road
markings - these should not be renewed
creating and reinforcing the gateways and •
entry-points to the town, to emphasize the
transition to the low-speed, non-highway
environment of Stromness
measures to humanise and enclose the •
Ferryport terminus and approach road,
building stronger pedestrian links and route
definition between the historic town and
Hamnavoe and similar outlying areas
a programme of place-making at selected •
points within the street network to extend
the qualities of space beyond the old town
to create a stronger identity at key locations
Proposals by area
PR1) The historic core – blending heritage and
contemporary use
In the past 15-20 years, the historic heart of
Stromness has “hollowed out”, resulting in a
loss of population, employment, shops and
services. That process continues and the town’s
focus has shifted to the Pierhead, North End and
Garson.
The conventional wisdom appears to be that
the historic core is too constrained, complex
and hard to access to make it an attractive
investment proposition, but this is a counsel
of despair. The old town is an extraordinary
asset, unrivalled townscape, setting and cultural
heritage. It is understood that some of the major
projects outlined above may have difficulty
fitting into the Old Town. Nonetheless, options
to disaggregate projects, for example separating
out the residential elements of projects to locate
more people in the old town and encourage
additional movement between old and new
Stromness should be explored.
Local views obtained through our consultation
1 0 0 | O R K N E Y I S L A N D S C O U N C I L
and planning day suggest that there is concern
about the lack of local convenience shopping in
the historic core – some locals would like to see
the Delicatessen back in business while others
would also like to see a small convenience store
in the south of the historic core. There is also
some support for a new supermarket to the north
of the town at the former Mart site. Realistically,
until there is a change in the number of people
living in the core combined with a substantial
increase in business activity, the traditional
property market is going to find it impossible to
provide such facilities. The only option for this
would be through a community co-op running a
number of small convenience stores in heavily
subsidised accommodation – but this would
need work outside the scope of this study.
Some of the key projects for the historic core
should logical appear through the thi study, in
particular, proposals for the buildings at risk
outlined in the thi interim report.
International Student House1. – potentially in
the former Commercial Hotel
Artists’ Studios and Workshops2. – in
association with WASPS2, covering a
number of separate buildings
New and Restored Residential 3.
Accommodation – in association with the
Orkney Housing Association or in part as
Council housing
Start-up Space for New Businesses4. – in
association with residential development
as in 3 above and new business space
associated with the renewable energy sector
Decentralised OIC office space5.
In addition, the area will require proposals aimed
at:
providing • grants to businesses and property
owners for repairs to historic fabric
promoting improvements to • shopfronts
2 WASPS - Wasps Artists’ Studios is an award-winning charity which provides affordable studio space to support the careers of up to 750 art-ists working in Scotland today. We have discussed the Stromness situation with them. Although they are currently looking very actively at other areas it would still be possible to consider a project in Orkney. This need not be one building but could be a series of smaller buildings.
the Pier Arts Centre
is a major focus and
point of arrival
S T R O M N E S S U R B A N D E S I G N F R A M E W O R K
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and street frontages focusing on restoring
architectural detail
improving the • public realm and surface
finishes
restoring traditional • signage
repairing and restoring • specific objects such
as piers, fountain and pumps
training in • conservation techniques and
heritage skills
community involvement• in the built heritage
of the town
interpretive material• covering historical
information as well as practical responses to
conservation problems
space for business especially renewables at •
the Pole Star Pier
The Social Services Department has identified
a long term need to replace St Peter’s care
Facility. There may be an opportunity to locate
a new facility through the redevelopment of the
existing site and/or in a new location within the
historic core. Given the advantages of locating
this community resource in the central area,
these options should be investigated. However,
it may not be possible to achieve the operational
requirements in the central area and other sites
may have to be found. A full appraisal of site
options should be undertaken before a site is
finally selected.
PR2) The port and Pierhead – points of arrival
In many ways the Pierhead is the now the heart
of the town yet it is peripheral to the historic core
and has little urban connection to the North End
or other areas – the seaward route north from
the terminal along Ferry Road is a bleak and
inhospitable route which directs visitors arriving
at the ferry out of the town and makes a marked
contrast with the original more pleasant and
interesting route north along John Street.
The Pierhead area that is the main focus of the
current architectural competition is likely to
contain the new library for the town together with
Council office space decentralised from Kirkwall.
It may also contain a series of other buildings
which are used by local businesses and perform
valuable functions although the final content and
design has not been established at this time.
There are opportunities to enhance the quality
and amenity of this area and to make it a more
attractive central place, but these improvements
must not be allowed to restrict access for locals
or to compromise the viability of businesses
in the Pierhead area which are an important
attraction for locals and visitors.
The Pierhead and port is also a working area
rather than a major civic set-piece and it would
be appropriate for it to stay as a functional
bustling area rather than an over-designed
space. It is one of the most important points of
arrival on the island and needs to perform across
a broad spectrum for a wide range of users
including ferry passengers either on foot or with
cars, freight trucks and trailers, fishing boats,
cruise liners, smaller craft and trailers accessing
the marina, buses and taxis.
1 0 2 | O R K N E Y I S L A N D S C O U N C I L
While the Pierhead and old port is a bustling
and interesting area, the ferry terminal is not.
One of the issues is the amount of space given
over to parking which rarely seems to be fully
utilised. It is also an unwelcoming environment
for visitors to the island. It is noted that some of
the entries for the Pierhead competition included
new buildings on the North Pier adjacent to
the ferry terminal. These might have included
a cafe and waiting room for taxis and buses or
accommodate other businesses. Although this
would have provided shelter and interest it has
been ruled out of current plans due to harbour
operational requirements.
BS
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rian Thomson
Director :-
Orkney, K
W15 1N
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DEP
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NIC
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VICES
Council O
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fax (01856) 876094tel (01856) 873535
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current option for
Ferry Road and
the Terminal area
Ferry Road
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The lorry park at the North End is an integral part
of the port facility. Tugmaster towing vehicles
move trailers to and from the ferry on a private
roadway along the edge of Ferry Road connecting
to the lorry park where the trailers are attached
to hauliers’ tractor units for transport elsewhere.
The harbour authorities will have to make
alternative arrangements for trailers arriving on
the ferry once the new Primary School is built on
the lorry park site.
The Council have recently set up a Working Group
to resolve some of the issues around the way in
which the ferry terminal operates. These include:
a reassessment of space demands for car •
parking
alternatives to using a remote lorry park for •
transloading or transhipment – for example
through new arrangements at the ferry
terminal
alternative site(s) for a lorry park(s) •
particularly within the immediate port area
ensuring the continued operational •
capability of the marina which is an
important part of the port
The Ferry Road and Terminal area are now due
to be redesigned. These works will include the
establishment of a segregated lorry marshalling
and parking area at the Ferry Terminal
and improvements to the layout of the car
marshalling area along Ferry Road. Improved
pedestrian walkways and access to the marina
will also be provided. These works will result in
a more ordered appearance to the areas and a
higher density of use which will be reflective of
its primary function as a ferry port and a harbour
area.
The continuing success of the port is crucial to
the future well-being of Stromness because it
generates activity and confers a sense of purpose
on the town. It is important that the operational
requirements of the port (access, passenger and
freight handling, ancillary services etc) are met,
and that potential conflicts between these and
other uses are resolved.
Developing a range of port activity is important
for the overall prosperity and attractiveness of
the town not only in terms of operational uses
but also tourism and leisure based activities.
In this way, a more diverse set of uses will arise
around the Pierhead. This has already started
with the marina and dive industries but could
also expand to the small boat industry (eg
through water taxi, tours and repairs)
PR3) Town Centre Campus – creating town
centre activity
The closure of Stromness Primary and its
relocation to the North End raises the question of
a replacement use for the existing building or the
possibility of replacing the building. From our
consultations with the local community, opinion
is split on the merits or otherwise of the existing
building – some think it is a modern monstrosity
while others have very fond memories of what
a wonderful space it was either to work or be
1 0 4 | O R K N E Y I S L A N D S C O U N C I L
educated in. Our view is that it should be
retained.
There is an opportunity to link the Primary
School building to the Old Academy, potentially
including other land in the vicinity, to create a
town centre campus. We have already identified
the potential for accommodating oac and eca
Orkney here although their space requirements
need to be determined. These projects would
help to replace the day time activity generated by
the school with other year-round, all-day sources
of activity. This could help to provide space for
small business start-ups and link to the Old
Academy providing for a range of business sector
start-ups. Proposals for the campus should
investigate the possibility of incorporating
innovative forms of renewable energy and power
generation including a district heating system.
PR4) The North End – accommodating new
facilities
As we have discussed throughout this report,
there has been a drift of activities from the
historic core northwards over many decades. The
North End Road, Ferry Road and Cairston Road
area already has a number of significant service
and community facilities and will have more
when the Primary School relocates there and
when the Cattle Mart site is redeveloped.
The Council is taking a lead in structuring
the future of this area through an outline
configuration and land take for the Primary
School, the design brief for the proposed
supermarket site on the former cattle mart site
and early discussion over the use of land for
housing to the south end of the mart site. These
proposals will mean substantial change around
the entrance to Stromness. The proposals retain
the roundabout and the petrol filling station
together with existing trees.
The current configuration of these elements of
the proposals is shown on page 105. They will
provide an open and green entrance to the town
which will blend with the dominant suburban
character of the North End and Garson areas.
There is though a longer term potential to
reconfigure the roundabout and create additional
space for the school and recreational leisure
areas. An aspirational layout is therefore also
presented overleaf.
It is recommended that the Council investigate
improving sports facilities on Market Green,
potentially in relation to the new primary school
development and also to meet the requirements
for large children’s play.
PR5) Ferry Road – bridging the gap
We regard John Street and North End Road as the
preferred and more attractive pedestrian route
between the Pierhead and the north of the town
primarily because activity along that route will
support local businesses, it is a comfortable
environment for pedestrians providing shelter
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and interest, as well as elevated views over
Hamnavoe. At the same time there is a need to
create improvements in the exceptionally dismal
Ferry Road in an effort to bridge the gap between
the historic town and its northern extension.
There are a number of separate issues here
namely:
Ferry Road and much of the land adjacent to •
it is a functioning part of the port
the private road to the lorry park from the •
ferry terminal – could be removed (once the
lorry park has been redeveloped) and the
public road moved slightly east creating
more development land as part of the Cattle
Mart site or the opportunity could be taken
section through North
End Road and Ferry Road
showing new residential
development, supermarket
and ramp pedestrian
access between levels
proposals for North
End with a new
Primary School, and
supermarket
1 0 6 | O R K N E Y I S L A N D S C O U N C I L
for an improved pedestrian/cycle route
along Ferry Road
there may be a need to continue the use of •
the private road for port related activities
while development might be an attractive •
townscape solution to the waterfront along
Ferry Road it would also need to include the
long stay car parking areas to link properly
to the Pierhead in order to be effective
the relocation of this long term parking •
would be difficult unless the Council
developed an overall parking strategy for the
town
developing along Ferry Road would have to •
include considerable amelioration works in
terms of noise, pollution and road safety for
adjacent properties as well as the comfort of
pedestrians
the Ferry Road area could be regarded •
as effectively part of the port and should
therefore be included in any review of port
and ferry activities - this is already taking
place through the Stromness Harbour
Working Group
there may be flooding issues along Ferry •
Road which will place restrictions or
additional expenditure on any development
proposals
So there are many difficulties with developing
along Ferry Road. Land ownership complications
and the need to retain much of the existing
parking may prevent the realisation of grander
ambitions for creating a street frontage. Such
ambitions may also be misplaced as a more open
and green approach along Ferry Road maybe a
aspirational proposals
for North End
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more appropriate option, providing an improved
pedestrian and cycle environment as a link
between the historic core and the north end, with
development concentrating on gaps in the John
Street and North End Road corridor at the higher
level.
PR6) Garson – appropriate expansion
Garson is probably the least favoured area of
Stromness from a townscape, urban design or
place-making point of view. The impression
is that Garson is a receptacle for uses that are
unable to be accommodated anywhere else
– at the same time, there often has not been
anywhere else for some development to go.
Garson is an unfortunate mix of uses perhaps
reflecting the ad hoc way in which its
development has progressed. Very low density
housing, industrial units and suburban business
park style units, Stromness Academy, a civic
amenity facility and undeveloped housing
sites strung out along a central access road. In
contrast to the old town across Hamnavoe there
is absolutely no relationship with the sea or
the landscape and no sense of forming spaces,
shelter or places.
It is most likely that many of the existing uses at
Garson will not change and consequently it will
be very difficult to change the character of what
is already there. Nevertheless, while Garson
will continue to be a key location for growing
businesses there must be a new emphasis on
raising the quality of this fast-growing area as a
business location - while encouraging smaller
firms and start-up businesses to locate or stay in
the historic centre.
What Garson needs is a distinct role and
purpose, a clear structure for future development
and a more positive relationship with the
landscape and the sea. Plans for the future need
to be realistic and should be flexible in terms of
land use. Future plans for Garson should style
it as a mixed use extension of Stromness rather
than a mixture of fixed zonings.
Some of the concepts and structuring principles
for a new Garson might include:
Liveability:1. while the land there is relatively
plentiful, it is handicapped by its distance
from the town centre and its exposure to the
elements. As Stromness considers options
for new housing locations, it may wish to
build upon the foothold established at Gar-
son. The community’s historic development
preference has been to locate its housing
and retail activities near the core, in the lee
of Brinkie’s Brae. Recent trends, however,
have located housing and employment land
uses on the east side of the Hamnavoe.
While the distance from the core and the
windswept landscape cannot be changed,
this area’s development character can, per-
haps in a manner to make it more liveable.
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long term structuring
diagram for Garson
- predominantly
residential to the west
- business to the east
but with integration
of uses - focal points
and waterside park and
promenade
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Land use compatibility: 2. Garson hosts a
growing industrial estate, comprised of a
variety of land-intensive and professional
office uses. This industrial area relies on
the same roads as those serving the area’s
residential neighbourhoods and the indus-
trial estate is immediately adjacent to land
already developed for housing. The indus-
trial landscape’s starkness presents an un-
attractive setting for any further residential
development, exposing housing areas to
the noise, air quality, and visual impacts
expected of an industrial neighbour. While
industrial development is sought in Strom-
ness, and Garson is the most likely location
for it, there should be some care taken in the
design and location of these uses such that
future residential development is not imped-
ed. Such design measures may include:
reconfiguring the roadway system to •
separate, to some degree, the high-intensity
industrial traffic from the cars, bicyclists and
pedestrians associated with the residential
areas and the New Stromness Academy
placing administrative offices and other •
low-intensity uses along the perimeter of
the industrial estate to help buffer adjacent
non-industrial properties from the noise
and vibration generated in the interior of the
Hamnovoe
development
concept
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Garson will continue to be seen as the least
desirable (but affordable) alternative to liv-
ing in Stromness proper. With the area’s
outstanding views towards the old town, to
Scapa Flow and Hoy, and with historic sites
providing abundant opportunity for local-
ised identity, the art will be in the integra-
tion, for example, of old farm buildings and
piers into a development fabric which is con-
temporary but linked strongly to the history
and culture of the area. This could take the
form of centres around which public spaces
or small-scale services can locate. Street
orientation, while minding the effects of
wind, can also take advantage of the views
from Garson, capturing Scapa Flow and the
Stromness waterfront with their orientation.
Shoreline –5. The eastern shoreline of Ham-
navoe commands views of the town centre
and waterfront and may be an attractive lo-
cation for future residential development. .
Further consideration of this concept can be
embedded in the local plan update or in the
preparation of a development brief intended
specifically for this purpose. Other develop-
ment along the shoreline could include a
restaurant, viewpoint and pier or community
facility for example at Copeland’s Pier such
as a hard standing and boat repair area.
Tree planting6. - The planting of trees within
new development and along the shoreline
would help to achieve a more attractive
industrial estate
encouraging the development of structures •
along the perimeter of the industrial estate
to create a more attractive streetscape
adopting design standards to address •
and mitigate the negative visual image of
perimeter fences and walls that surround
industrial properties, perhaps requiring the
installation and maintenance of landscaping
where the estate adjoins particularly
sensitive areas
Exposure:3. because Garson is exposed
to the elements, building placement
(particularly for new housing), street
orientation, and building design are critical
elements for consideration if Garson is to
serve adequately as a locus for community
growth in Stromness. Buildings should be
oriented to block or disrupt the westerly
wind flow into public spaces and likely
pedestrian corridors. Streets should bend
or angle, baffling air flow to minimize wind-
tunnel effects along the pedestrian routes.
Building design can also help mitigate the
effects of exposure, providing for shelter at
doorways, fixed awnings over sidewalks,
adequate insulation, and proper orientation
and treatment of windows.
Cultural resources and community identity4. :
Garson can define an identity for itself rather
than develop simply as an ad hoc collection
of uses and buildings. Without identity,
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local environment and improve views of the
area. Trees should be considered as part of
the new landscape framework for Garson. At
the same time this should be approached
with caution as there is little evidence to
suggest that trees will survive in such a
hostile environment. Care should also be
taken with location, species and type of
planting so that the inherent landscape
character of the area is not weakened
through inappropriate suburban shrubberies
or hedging.
Finally Garson is a preferred location for the 7.
Zero-Waste facility. This is likely to based
in the vicinity of Cairston Road which is a
category B listed building. The proposed
development must respect the setting
of the building and but also provides an
opportunity for Garson House to become the
focus of the new development, bringing the
building back into use.
In this way, Garson could develop into
a much improved place in which to live
or work. It is appreciated that these
aspirations are long term but it is important
to start the restructuring process now so that
it is easier to make decisions on future or
competing proposals.
A development brief is being prepared
for the Garson expansion area which will
articulate these requirements and set out a
clear structure for new high quality housing
development in this area.
PR7) - town-wide place-making and linkage
projects
Stromness contains a number of focal points and
town spaces which are important to the overall
structure and feel of the town – they may be
where community activities occur, where people
gather or where structures or monuments exist
that residents and visitors use for orientation
and navigation. These could be effectively
developed into a town trail.
The wider Stromness area contains a number of
significant green spaces – recreation, leisure and
amenity open spaces as well as Sites of Special
Scientific Interest, Special Areas of Conservation
and Sites of Local Nature Conservation
Importance. Section 2 of this report set out the
basic inventory according to the Local Plan.
It is important that existing mature trees within
the historic fabric are maintained and that
opportunities to incorporate new tree planting
through public realm projects and development
projects generally are achieved.
There is a lack of connection between the larger
facilities and a lack of awareness about the
smaller places and spaces that punctuate the
town. It would be beneficial to link facilities,
features, places and spaces – both existing and
1 1 2 | O R K N E Y I S L A N D S C O U N C I L
town-wide
placemaking and
linkage projects
proposed – into a connected network of town
assets. They include:
the focal points listed in section 2•
important town spaces•
development proposals•
new centres and public spaces•
the shoreline of Hamnavoe•
greenspace and playing fields•
Brinkie’s Brae•
One of the core concepts for place-making and
linkage is the route around Hamnavoe. In this
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draft car parking
strategy
first place this is intended to be a pedestrian
and cycle route but it should be built to
accommodate a public transport solution at
some point in the future. Opportunities to
incorporate an improved pedestrian and cycle
environment should be explored.
PR8) - car parking strategy and proposals
The Council has developed a draft strategy for car
parking in Stromness which is set out overleaf.
OIC recognise that the strength of community
views on this issue and has identified a number
of sites for new car parks. These will be subject
to further investigation and will be combined
with the RPZ proposals described earlier in P08.
The largest car parks would be at Ferry Road, the
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summary
policy and proposals
framework
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Pierhead, the existing Primary School site and
the old Academy.
PR9) - other leisure related proposals
A summary of the leisure proposals discussed
throughout the report include:
Market Green Sports•
Copland Pier Boat Yard/Hardstanding and •
interpretation centre
Anderson’s Boat Yard - extension of caravan •
park and/or sailing club improvements
town trail, green links and focal points•
consideration of children’s play areas in new •
development
A summary plan of the policy and proposals
framework is show opposite.
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This section outlines some general principles
and directions for the implementation of the
urban design framework. We have described
the range of policies and proposals including
economic development projects which would
bring about constructive change to the town.
Here we outline some of the themes that should
underpin and ensure that Stromness begins to
change for the better and evolve into a diverse
and robust town.
Theme 1: a broad based economy:
It is important that Stromness develops a broad
based and diverse local economy in order to
develop flexibility and the ability to cope with
changing circumstances such as the loss of
the Ferry route or the ability to take advantage
of more positive change such as a marked
acceleration in renewables research resulting in
demand for more accommodation, goods and
services in the town. We have outlined a range of
sectors which would be instrumental in building
diversity and these are:
renewable energy•
arts and culture•
high value niche market tourism•
food processing•
transport •
Another aspect of this theme is the need to
provide a range of locations and premises
for new businesses especially office
accommodation. This could specifically include
the proposed decentralised Council premises
section 6: implementation
due as part of the Pierhead project but should
also include vacant premises identified by the
THI study in the historic core.
Accommodation for artists is another priority
and we have outlined earlier how this could be
achieved as part of a THI/Wasps initiative.
Theme 2: the importance of the local community
A Community Cooperative:
There is much local interest in the future
prosperity of the town, not only from local
businesses and retailers but from residents
in general. This is an ideal footing for the
establishment of a local community cooperative
to help build upon high end convenience
retailing in the historic core and Pierhead area.
Community Cooperatives have been shown to be
effective in providing local services in marginal
market circumstances such as in the historic core
where local residents want to see convenience
and higher end shops but which cannot survive
in normal market circumstances.
It is important that the public agencies should
assist and support the setting up a local
cooperative rather than dominating and micro-
managing the process. To work effectively,
coops need to be strongly community based
rather than be the creation of the Council. A
local coop will need support to find, acquire or
rent premises, find suppliers, pay for marketing,
ordering, budgeting, logistics and recruiting of
volunteers. HIE have considerable experience of
1 1 8 | O R K N E Y I S L A N D S C O U N C I L
and groups to take projects forward rather than
relying on the public sector to do so. Community
based projects or initiatives by local companies
can be far more effective than the public sector
in obtaining finance and promoting proposals
and schemes that work for the town and with
which the local community feel a sense of
ownership.
Theme 3: the appreciation of place
The historic core of Stromness and the
surrounding landscape are unique and worthy
of the highest standards maintenance and
enhancement. Having a robust and diverse
economy contributes to securing a better sense
of place. A committed and involved business
and residential community is equally valuable.
An understanding of the physical assets of the
town and its setting is the foundation of place
and placemaking.
We have suggested in earlier sections of this
study that this is an area of some weakness
not just in the Council but also in the local
community. The specific areas that have to
be addressed are education, awareness and
appreciation of local circumstances and context
– forming a sense of what makes Orkney special
and ensuring that this is not watered down
by inappropriate, out of context or rootless
interventions. Improving place awareness in the
local community is a major project but some of
the tools which can be used to achieve better
standards of placemaking and design are readily
available.
working with local communities to establish such
ventures and should be involved in the process
of setting this up.
Local support and project champions:
Linked to the ethos and practice of community
coops is the need to encourage projects to be
initiated, developed and supported by local
people. The force for change should come from
the local community rather than being imposed
by the public sector. There is a culture of high
involvement of the public sector in Stromness
projects matched by a sense of dependency
by the community – an expectation that the
Council will be responsible for or be involved in
the majority of change in the town. Change in
Stromness is very driven by public sector finance
and therefore subject to the same budgetary
shortcomings that most local authorities have to
work with.
In parallel with this is a distinct project rather
than strategy orientated outlook – the number of
undelivered or undeliverable projects uncovered
by this study is remarkable. Most of these are in
the tourism, arts, culture or recreation arena and
most of these would be of little or no economic
value to the town. At the same time, progress in
other areas is slow – these include regenerating
the historic core, finding uses for potentially
useful buildings, assembling development sites,
enabling new housing development and caring
for the general environment of the town in a
constructive manner.
What is required here is for local champions
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They are:
the introduction of compulsory design •
statements for all development in and
around Stromness
the production of design guides for •
a range of different subjects (for
example shopfronts, signage, roads and
infrastructure, house extensions) and/or for
specific areas of the town (for example the
North End, Garson or the new ribbon/linear
housing development area proposed in this
document
the introduction of specific design briefs for •
important, large or prominent sites
Theme 4: local infrastructure
This theme embraces a diverse range of
service provision for the town and will be the
responsibility of the Council. These activities
have all been referred to earlier in the report but
priority activities include:
the production and implementation of a •
parking strategy for the town including an
RPZ and new and improved car parks
the development of plans for the working of •
the harbour port area through the Stromness
Harbour Working group – this will deal with
issues around lorry parking, car parking,
operational use of piers and potential new
uses which will increase the prosperity and
diversity of the harbour area
implementing road and traffic signage •
proposals that are sympathetic to the needs
of pedestrians and cars in the historic
environment of the town and its landscape
setting, based on the forthcoming Scottish
Government’s Designing Streets Planning
Advice Note
undertaking town-wide placemaking and •
linkage projects in association with other
public agencies and the local community
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This report has set out an urban design
framework for Stromness. The framework is
based on:
a robust urban design appraisal of the •
condition of Stromness and the wider area,
and of the prospects for the future
an in depth economic appraisal of the town •
and its hinterland
From this we have produced a framework based
on a series of urban design principles and an
economic strategy. We have carried out an
assessment of current initiatives and projects
and identified the most beneficial for the future
of the town. We have combined the economic
appraisal with the urban design and spatial
objectives to produce a framework aimed at
fulfilling multiple roles for the town. These roles
are:
Orkney’s Cultural Capital•
Service Centre for the West Mainland•
Scotland’s Renewables Centre of Excellence•
Transition Town•
Gateway Town•
The urban design framework contains policies
and proposals for eight key areas of the town
namely:
the historic core1.
the port and Pierhead2.
the Old Academy and Primary School3.
North Hamnavoe4.
07: summary and conclusions
Ferry Road5.
Garson6.
the outer residential and fringe areas7.
larger open space areas and the connections 8.
between them
The report has assessed a wide range of project
ideas at various stages of development and
recommends nine key economic development
projects:
EMEC (short and long term options) 1.
Orkney Archaeology Centre2.
ECA Orkney3.
Ness Battery and Landscapes of War4.
Writer’s Centre5.
Zero Waste Village6.
International Student House7.
Decentralised Offices8.
Artists Studios and Craft Workspaces9.
Our aim has been to develop a realistic, relevant
and deliverable urban design framework that will
make a positive difference to the town – guiding
the present and the future. We recommend this
report to the Council and encourage them to
commit to the framework.
Department of Development ServicesCouncil Offices School PlaceKirkwallOrkneyKW15 1NY