Kirkwall Placemaking Proposals - Orkney Islands Council · Kirkwall Placemaking Proposals Willie Miller Urban Design 20 Victoria Crescent Road, Glasgow, G12 9DD t: +44 141 339 5228

kirkwall placemaking proposals

improving the public realm

september 2014

contents

Kirkwal l Placemaking Proposals

Willie Miller Urban Design20 Victoria Crescent Road, Glasgow, G12 9DD

t: +44 141 339 5228 f: +44 141 357 4642 m: +44 7799 066100www.williemiller.com | [email protected]

1.0 introduction 1

2.0 background and context 3

3.0 the kirkwall environment 17

4.0 traffic and shared spaces 21

5.0 consultation and engagement 37

6.0 design principles and themes 39

7.0 projects and proposals 51

8.0 summary 67

september 2014

improving the public realm

Orkney Islands CouncilSchool Place, Kirkwall, Orkney, KW15 1NY

t: +44 (0) 1856 873535www.orkney.gov.uk

K I R K WA L L P L AC E M A K I N G P R O P O S A L S

W M U D | S E P T E M B E R 2 0 1 4 | 1

This report describes a range of new approaches

to improving the public realm in Kirkwall

through the delivery of placemaking initiatives in

the town centre and adjacent areas.

Orkney Islands Council has consistently

supported new initiatives in placemaking

since 2009, firstly through the Kirkwall Urban

Design Framework then subsequently through

Placemaking Training for elected members in

2012, a suite of placemaking principles approved

by the Council in April 2013, a fact-finding visit

to Poynton in Cheshire in 2013 and most recently

through the Orkney Local Development Plan

adopted in April 2014.

This mirrors a direction of movement in a

National Policy Context starting with the

innovative Designing Streets which was the first

policy statement in Scotland for street design

and marks a change in the emphasis of guidance

on street design towards place-making and away

from a system focused upon the dominance of

motor vehicles.

This was followed in 2013 by Creating Places

which was the Scottish Government’s policy

statement on architecture and place which

set out the comprehensive value good design

can deliver. This will be supplemented by the

forthcoming Place Standard which will be an

1 introduction

The Reel, Broad Street, Kirkwall

2

assessment tool aimed at creating greater

certainty around quality of place and it is

intended to support the private and public

sectors and communities.

Also relevant here is the External Advisory

Group led Town Centres Review, published in

2013 which proposed a fresh look at the function

of town centres, stressing their civic role rather

than just their retail function.

The report is in six main sections:

• Section 2 of the report outlines the

background to the development of the

strategy and proposals

• Section 3 comprises a critical look at

the Kirkwall environment outlining the

opportunities for change

• Section 4 describes the results of traffic

count surveys in the town centre

• Section 5 summarises the consultations that

have taken place in the preparation of the

proposals

• Section 6 describes the strategic concepts

behind the strategy and its hierarchy of

components

• Section 7 describes the projects themselves

Scotish Government’s Designing Places and Creating Places Reports


W M U D | S E P T E M B E R 2 0 1 4 | 3

IntroductionThis Kirkwall Placemaking Strategy has

developed from a series of local planning policy

documents and initiatives dating from 2009.

The following paragraphs set out the backstory

of how this Strategy emerged and what it is

based on.

Kirkwall Urban Design Framework, 2009The Kirkwall Urban Design Framework was

approved by Orkney Islands Council on 20

August 2009. The Urban Design Framework

(UDF) sets out land use planning policy and

development land allocations for Kirkwall,

along with details of the preferred design and

siting of new development within the Town.

The document was the subject of extensive

consultation throughout 2008 and early 2009

and extracts from its Vision Statement are set

out below:

• Shopping streets in the retail core will

be well paved in stone and good quality

paving which will create a strong sense

of place and express the hierarchy of

space from the harbour to an improved

civic space outside the Cathedral

• The streetscape will respond to the

architecture and form of individual

buildings and there will be frequent

benches and features.

• Kirkwall and Orkney shall be promoted

as an attractive place to live, work and

invest.

This echoed the Scottish Government’s

Regeneration strategy which states, ‘Scotland’s

2 background and context

Kirkwall Urban Design Framework

4

communities should be vibrant and inclusive – a

place where everyone feels they belong and can

achieve their potential.’

Placemaking Training for Elected Members - October 2012The programme was prompted, in part, by

the need for local development and planning

policies appropriate to the changing economic

and investment circumstances of Orkney,

as well as by the growing importance of

placemaking and public realm quality implicit

in recent guidance and advice. In addition, new

approaches to traffic in towns brings potential

benefits and opportunities for improving

safety, encouraging sustainable transport and

enhancing the quality of public space in towns

and villages – an issue especially important for

communities dependent on tourism but also, and

critically, of broader relevance to creating better

business environments. The publication of Traffic

in Villages, a toolkit for communities by Dorset

AONB (Area of Outstanding Natural Beauty) has

particular relevance for a predominately rural

authority such as Orkney Islands Council, and

brings fresh thinking and opportunities to the

design, management, maintenance and decision-

making for smaller settlements. Combined with

Designing Streets, the new guidance establishes

a critically important framework for steering

private and public investment in the landscape

and built environment of one of the most

distinctive environments of the British Isles.

Pre-planning discussions explored a number of

potential applications and case studies to form

Placemaking Training for Elected members

part of the programme. These discussions led

to the selection of three or four key areas for

site visits and study to test and apply the key

principles. These included:

• the area in and around Broad Street and

St Magnus Cathedral, forming the key

focal point for the town centre

• the “West Central Area” developed

through land reclamation from the

Peedie Sea, including Junction Road and

Great Western Road, and consisting of a

8

order to achieve this;

• street design should be based on balanced

decision making and must adopt a multi-

disciplinary collaborative approach;

• all thoroughfares within urban settings

and rural boundaries should normally be

treated as streets;

• reference should no longer be made to

road hierarchies based on terms such as

local distributor/local access roads;

• the right balance between place and

movement requires to be found in each

circumstance;

• street user hierarchy should consider

pedestrians first and motor vehicles last;

• design should be used to influence driver

behaviour to reduce vehicle speed to levels

that are appropriate for the local context;

• signs and street markings should be kept

to a minimum and be considered early in

the design process;

• junctions should be designed with the

considerations of the needs of pedestrians

first;

• junctions should be designed to suit

context and urban form – standardised

forms should not dictate the street

pattern;

• streets should allow for and encourage

social interaction;

• street patterns should be fully integrated

with surrounding networks;

• streets should use appropriate Sustainable

Urban Drainage System (SuDS) techniques

as relevant to the context;

• the accommodation of utilities and

services should not determine the layout

of streets and footways;

• street design should aim to integrate

natural landscape features;

• materials should be distinctive, easily

maintained, provide durability and be of

a standard and quality to appeal visually

within the specific context; and

• the Strategy and Policies must provide a

technically robust and cost effective basis

for developing design solutions.

These principles were adopted following

a bespoke design training event that was

composed for Elected Members following the

2012 election. Following the design training,

the importance of placemaking has also been

acknowledged within the Orkney Council Plan.

To further raise awareness of the importance of

placemaking in community regeneration, Elected

Members and Council Officials visited the village

of Poynton in Cheshire to discuss the recent

experiences of placemaking with local elected

members, Council Departments and consultants.

Kirkwall: junction dimensions uncomfortable for pedestrians


W M U D | S E P T E M B E R 2 0 1 4 | 9

Visit to Poynton, Cheshire, October 2013On 23rd – 24th October 2013, Elected Members

and Officers from Orkney Islands Council visited

Poynton, Cheshire, where major changes have

been made to the road network and streetscape

in the town centre, to learn about Placemaking.

The trip included presentations from key

personnel involved in the design and delivery

of the project. The findings of the team were

documented and established recommendations

for measures to encourage the progress of

Placemaking projects in Orkney.

The team spent 2 days learning about the

Poynton scheme from key personnel involved in

its design and delivery, including the Town Clerk,

Elected Member, Landscape Architect, Traffic

Modelling Engineer and Street Designer. They

were also afforded the opportunity to speak

with local businesses, and experience the place

for themselves.

The lessons learned from the Poynton trip

included:

Project Background

• Poynton was not a traffic management

scheme – it sought to breathe new life into

the street

• The project cost £4,000,000, and a ‘cocktail’

of funding was used – Local, National and

International

Poynton: general layout of improvements

10

Consultation

• Business and Disability Advisory Groups

are important and the Council took an

active role in organising these groups.

Engagement at an early stage is essential

• Engage with not only existing, but proposed

uses too, in the Poynton case, interested

developers were engaged with at an early

stage in the project to ensure that their

scheme complimented the aspirations of the

emerging projects

• Expect it to take time for the public to

embrace the concepts of Placemaking

- consult with smaller groups of people

gradually rather than large public exhibitions

• Record how the street was designed before

construction commences for reference

Design and maintenance

• It is impossible to design great streets if

design teams are segregated into different

groups of professionals

• Centimetres are important with detail and

materials being key

• British Standards are a useful source of

information on how to specify and construct

these types of materials

• Make sure that the work is carried out by

appropriately skilled people

• Increase local skills if necessary to be

capable of repairs and future work

• Legislation and policy supports this

approach to street and public realm design

– Designing Streets, Highway Code, ICE

Highway Risk

• Maintenance needs to be addressed at the

start with the detailing of the schemePoynton: implemented proposals for the main shopping street


W M U D | S E P T E M B E R 2 0 1 4 | 1 1

Operation

• Road users were educated, and this was

primarily achieved by liaising with children

at school. Tourists follow the example set by

local drivers

• Disability groups were assisted and shown

how to use the space

• At night, traffic speeds appeared to be

slightly greater, with fewer pedestrians

around, however it still felt a comfortable

speed for pedestrians

• Where detailed and constructed correctly,

the design stood up to large traffic volumes

and heavy vehicles

• Footflow and commercial activity has

increased in the street

• It continues to operate effectively when less

busy at night, therefore it can be assumed

that it will work in the less significant traffic

flows experienced in Orkney.

Relevance and applicability to an Orkney

context

• The consensus of the team was that the

Poynton example was an inspirational

example of how a place can be improved

through Placemaking. Although the design

developed in Poynton, and the materials

chosen, are not directly applicable to streets

and public spaces in Orkney, the design

process undertaken is of great relevance to

Orkney Island’s Council

Poynton: implemented proposals for the main traffic intersection

12

Kirkwall Townscape Heritage InitiativeThe regeneration of Kirkwall town centre is a

key project for Orkney Islands Council over the

next 6 years who aim to incorporate the physical

regeneration of the historic core along with

placemaking through the wider public realm

and the general economic regeneration of the

town centre in partnership with the Kirkwall

Regeneration stakeholders, Kirkwall Townscape

Heritage Initiative (THI) and town centre

businesses. This report informs the public realm

element of the THI.

Kirkwall’s town centre with smaller independent

retailers, like many others in Scotland, faces

difficult times with competition from major

national retailers and internet purchases being

made by consumers at home, and needs to

adapt and change to combat this both through

marketing initiatives but also through creating

a town centre which is a lively and vibrant place

to be. The desire to regenerate and revitalise

the town centre’s retail core is central to the

proposals and the aim is to create a town

centre that is well laid out, safe, attractive and a

premier place to work, visit, live and shop.

The regeneration project will focus on public

realm placemaking in the Kirkwall town centre

initially around St Magnus Cathedral and later

at the historic harbour front. These works

will dovetail with other major regeneration

works on-going in Kirkwall and by providing

a cohesive backdrop and set of defined town

centre linkages work to bring cohesion to the

town. In addition, an element of the historic

core of the town is presently constrained by the

threat of coastal inundation. A coastal defence

system to prevent overtopping, and which will

utilise placemaking principles in its design to

provide areas of pedestrian shelter, is presently

being designed and will be the subject of a

consultation during the summer of 2014

A Conservation Area Regeneration Scheme

funded by Historic Scotland will run from

2014 to 2019 and a round two submission

for the Kirkwall THI (funded by The Heritage

Lottery Fund) was submitted in April 2014 with

commencement expected in July 2014 running

to 2019. These will both concentrate on the

historic core of Kirkwall and will focus not only


W M U D | S E P T E M B E R 2 0 1 4 | 1 3

on building repair and reinstatement but on

training, marketing strategies for businesses and

public realm. Any project which proceeded with

Regeneration funding would work in tandem

to augment and complement the present

overarching aspirations for public realm works

within these projects.

The area around the St Magnus Cathedral, which

incorporates part of Kirkwall’s key shopping

area, is primed for placemaking in the form of

creating a central focal point in the town where

visitors and residents can congregate adjoining

the A listed St Magnus Cathedral. This would

present opportunities for public events such as

local farmers markets and specialist markets and

fairs and also create an enhanced sense of place

for visitors to the town. The harbour front area

is a key entrance into the town centre and the

first impression of Kirkwall presented to cruise

visitors arriving by tender. This historic area has

to date not been enhanced or had its potential

realised as an asset in Kirkwall’s offering to

visitors and residents alike.

The climate in Orkney can be severe, with high

winds and heavy downpours, preventing the

public spaces from realising their full potential.

Kirkwall: St Magnus Cathedral

14

The interventions within the centre of town will

be designed in such a manner to incorporate

areas where pedestrians can shelter from

the environment to raise the desirability of

the commercial area and public spaces. The

regeneration outcomes linked to the project

include:

• Economic – increasing footfall throughout

the town centre to help local business and

delivering an enhanced offering for day

visitors whilst increasing the potential for

repeat visits. Where providing best value

for money, locally quarried stone will be

utilized and laying contracts will upskill local

contractors.

• Physical – The physical upgrading of the

public realm in some of Kirkwall’s key areas.

This will make the town more attractive to

visitors and shoppers alike, promoting a

pride in place as well as improving safety.

In addition, the coastal defence works

will release portions of the town centre

for residential use, which is presently

not possible due to the threat of coastal

inundation, to add vibrancy to the town

centre and increase footfall in line with the

recommendations of the recent ‘Town Centre

Review’.

• Social – improving the atmosphere in the

Kirkwall town centre is a priority for the local

community, including many local town centre

businesses, exemplified by the formation of

the Kirkwall Business Improvement District

which covers the town centre area.

Kirkwall: Broad Street in the 1930s


W M U D | S E P T E M B E R 2 0 1 4 | 1 5

Orkney Local Development Plan 2014The Orkney Local Development Plan 2014 (LDP)

sets out a vision and spatial strategy for the

development of land in Orkney over the next

10-12 years. In relation to Kirkwall the Plan has

the following as one of 9 objectives including,

‘ensuring that Kirkwall’s built heritage is

preserved and enhanced.’ Kirkwall is recognised

for the quality of its cultural heritage and

features approximately 200 listed buildings

of which St Magnus Cathedral, the Earls and

Bishops Palaces and Tankerness House Museum

are of national importance.

Five scheduled ancient monuments are located

within the town boundary.

The LDP also makes extensive reference to the

Kirkwall Urban Design Framework, especially in

relation to key design guidance as set out in the

following sections:

• Planning and urban design principles (pp.

14-19)

• Part A General design guidance (pp. 33-38)

• Part B Development zones and

environmental improvements strategies (pp.

39-77)

• Part C Character area design guidance (pp.

78-83)

• Townscape characterisation (pp. 78-83)

Kirkwall Placemaking ProposalsIt is anticipated that this document will become

Supplementary Guidance in due course as

an appendix to the Kirkwall Urban Design

Framework.Kirkwall: the fringes of the THI area

16


W M U D | S E P T E M B E R 2 0 1 4 | 1 7

Much has been written about the qualities of the

Kirkwall environment and the unique character

of this beautiful town. The intention is not to go

over this again in detail but to summarise the

key points in relation to placemaking and the

development of a strategy aimed at bringing

positive change to the town centre environment.

Land use

Placemaking relates to the way that a town

functions as much as how it looks. The

distribution of different land uses and building

functions is a key part of understanding a town

and considering how it might be improved.

Different uses such as retail, hotels, cafes and

3 kirkwall environment

Fig 3.1 Predominant Land uses

18

civic buildings such as the library, museum, the

Cathedral and the Council Headquarters tell us

much about how the town works.

Heritage Assets

The town centre has a large Conservation

Area and many listed buildings together with

Scheduled Ancient Monuments which define the

core of the town centre.

Fig 3.2

Heritage Assets


W M U D | S E P T E M B E R 2 0 1 4 | 1 9

Vehicle and pedestrian environmentsKirkwall has a very typical street environment,

dominated by vehicles and roads infrastructure.

Although there are significant areas in which

the pedestrian takes dominance over the car

and other vehicles. These include Bridge Street,

Albert Street and Victoria Street. While these

three streets form a historic armature through

the town with a distinctive pedestrian scale,

their continuity is interrupted by the section of

Fig 3.3

Vehicle and pedestrian

environments showing

walking radii from

Travel Centre and

Orkney Ferries

Building

20

Broad Street which is a more traffic dominated

environment. This route deals with some of

the through-flow of traffic from west to east.

However it could be redesigned to function

more effectively for all road users without

reducing the flow of traffic.

Functional areasThe town centre can be thought of as having

four distinct functional areas. The Harbour is

a gateway to the town for local people as well

as tourists. The retail core is distinctive high

quality environment connected to the harbour.

The Civic core contains many of the town’s key

buildings. To the south lies the transitional area

of Victoria Street and to the west, a service area

which is home to many of the uses that help the

town to work. This is also a key arrival point for

mainland traffic and tourists with potential for

improvements between the town centre to the

east and housing/facilities to the west including

the Peedie Sea.

Fig 3.4

Functional Areas


W M U D | S E P T E M B E R 2 0 1 4 | 2 1

IntroductionA baseline traffic analysis of Kirkwall town

centre was carried out during the summer of

2013. The purpose of the work was to survey

and analyse existing traffic conditions in the

town centre to support the preparation of

placemaking proposals. This section summarises

the findings of the survey and presents an

expanded explanation of the shared surface

concept set out in the Council’s Placemaking

Strategy described in Section 2.

Baseline traffic analysis

Surveys Locations (see Fig 4.1)

Following discussions with officers at Orkney

Islands Council an initial set of traffic surveys

was undertaken at 11 key sites (shown in

blue) within the Harbour Front area between

Saturday 23rd June and Thursday 4th July 2013.

Volumetric and speed data was collected at the

following sites:

• A - Hatson Brae

• B - Grainshore Road

• C - Pickaquoy Road

• D - Ayre Road

• E - Ayre Road

• F - Burgh Road

• G - Harbour Street (next to zebra crossing)

• H - Junction Road (next to zebra crossing)

• I - Shore Street (next to zebra crossing)

• J - Shore Street

• K - St Catherines Place

An additional set of volumetric and speed

surveys (shown in red) were subsequently

undertaken at a further 11 sites within the Broad

Street area between Thursday 19th September

and Wednesday 25th September 2013.

A - Broad Street

B - Castle Street

C - Dundas Crescent

D - Junction Road

E - Junction Road

F - Junction Road

G - Palace Road

H - Palace Road

I - Pickaquoy Road

J - School Place

K - Victoria Street

Harbour Front Traffic Surveys

The following paragraphs provide a summary of

the traffic data collated for the Harbour Front

survey sites between Saturday 23rd June and

Thursday 4th July 2013.

Volumetric data

Volumetric traffic data was collected at all the

survey sites. The results of these counts are

summarised in Figures 4.2 - 4.4. Harbour Street

is the busiest location within the Harbour Front

survey area, carrying on average 8,345 two way

vehicle movements during a 24 hour period,

which equates to a 7 day average 2 way flow of

583 vehicles in the AM peak (08:00 - 09:00 hrs)

and 621 vehicles in the PM peak period (17:00 -

18:00 hrs). Vehicle flows on Ayre Road are also

relatively high leading towards Pickaquoy Road

roundabout.

4 traffic and shared spaces

24

Fig 4.3 Harbour Front - vehicle class distribution

Broad Street Area Traffic Surveys

The following paragraphs provide a summary

of the traffic data collated for the Broad Street

area survey sites between Thursday 19th

September and Wednesday 25th September

2013.

Volumetric data

Volumetric traffic data was collected at all the

survey sites. The results of these counts are

summarised in Figures 4.5 - 4.8. Junction Road

is the busiest location within the Broad Street

30

What is Shared Space?

The label of ‘shared space’ is often

misunderstood; the objective is to create an

all-inclusive Place with unique identity. In

Scotland the publication of ‘Designing Streets’.

signalled a fundamental shift away from the

segregation of traffic and pedestrians towards

closer integration of movement with other social

activities. Kirkwall already has environments like

this – in fact Bridge Street, Albert Street and

Victoria Street have many of the qualities which

the shared space concept aspires to.

In contrast to the familiar segregation of

motorised traffic from other road users by

physical controls and barriers there is a growing

acceptance that the principle of greater

integration of streets and the relationship

between different users as described in

Designing Streets can have a positive influence

on the behaviour of drivers.

The clutter of road marking, signage and other

management devices erode the identity of a

place and the human response to its context.

Adopting an all-inclusive approach to design

which encourages low vehicle speeds changes

the perception of risk and safety restoring the

civic function of streets and urban spaces.

This approach to design has evolved most

rapidly in Denmark, Germany, Sweden and the

northern part of Holland and there is a growing

range of examples in France, Spain, the UK and

other European countries.

successful implementation of shared space at Park Lane, Poynton


W M U D | S E P T E M B E R 2 0 1 4 | 3 1

The late Hans Monderman’s work emerged from

rural village schemes, principally in Friesland,

a rural province of the Netherlands. As Head of

Road Safety for the northern Dutch provinces,

his experiments with simplifying streets and

removing clutter began in small communities.

Only after many successful rural schemes did

he start to test the principles with busier, more

urban, intersections and streets.

Why Shared Space?

Shared space schemes tend to be focused at

locations where the quality of place takes a high

priority. City centres, major shopping streets,

the forecourts of public transport interchanges,

waterfronts and key intersections tend to be the

places where traffic movement forms part of a

wide range of important functions. Such places

tend to imply the use of higher quality, robust

materials and street furniture.

Most examples of shared surface projects have

been designed and configured as a deliberate

response to particular urban challenges and

traffic problems, but it is worth remembering

that shared space is not a new concept. Informal

negotiations and social conventions provided

the foundations for all streets and urban spaces

until the advent of the motor car at the start

of the 19th Century, before the need for formal

regulation and control had been identified. To

this day, many older villages, towns and cities

contain shared spaces consisting of an informal

mix of vehicular movement and activity.

new shared space traffic intersection at Park Lane, Poynton

32

Whilst the volume of traffic and daily flows are

clearly critical to the character of each space,

there does not yet appear to be a specific upper

limit of vehicle numbers to the creation of

shared space.

Key Principles

Some consistent principles can be identified

from many, if not all, of the schemes listed. The

most significant characteristics and qualities

include the following:

• Place-making – In contrast to the linearity

of the highway, shared space schemes

rely heavily on emphasizing the spatial

characteristics associated with a sense of

place. Many examples use intersections,

and especially cross-roads, to create place

qualities and to break down the linearity of

long streets. When designed well, junctions

require drivers to slow and negotiate with

others (including other drivers), and this has

safety and place-making benefits.

• Absence of barriers – shared space appears

to require the recreation of coherent, well-

connected spaces, free from any artificial

barriers to movement. This not only applies

to the removal of pedestrian guardrails,

but also to the use of steps and long ramps

serving underpasses and overbridges. High

kerbs, lines of bollards or unbroken lines of

linear parking can also act as barriers.

• Low speeds – every example requires

and fosters lower traffic speeds than

conventional highway designs. Although

lower formal speed limits are sometimes

introduced, such limits do not seem to be

essential.

By contrast, designing environments that

prompt drivers to adopt lower speeds

through visual or tactile cues seem to

be more effective than formal limits, and

appears to be essential to establishing

shared space. Some research indicates that


W M U D | S E P T E M B E R 2 0 1 4 | 3 3

when traffic speeds are around 15mph or

less, there is greater propensity for drivers

to yield to pedestrians.

speed legibility tend to be redundant and

inappropriate in the slow speed context of

shared space and require drivers to interact

positively to other users and the space as a

whole.

• Absence of traffic signals – automatic

signals remove the discretionary decision-

making from drivers and transfer control

to the state via automated lights indicating

priorities. Traffic signals are not compatible

with the creation of shared space, where

drivers rely on responding to specific

circumstances and individuals rather than

taking their cue from red or green lights.

• Absence of signs and road markings

– the shift from the regulated highway

world of rules and priorities towards more

integrated, informal layouts implies a loss of

standardised traffic signs and road markings.

Thus centre-lines, priority markings

and large signboards designed for high

• A close relationship between buildings

and streets – in contrast to the relentless

uniformity of segregated highways, shared

space relies on a strong visual connection

between key buildings, and the activities

they generate, and the design of the streets

that serve them. Thus a street fronting

a church, or a school, a park or a public

34

building may be configured to emphasise

such a relationship.

• Transition spaces / Entry points – most

successful examples of shared space rely on

establishing a clear gateway or transition

between the higher speed qualities of

the road, and the low speed context of

the public realm. For well-defined towns

and villages, the road design can help to

emphasise the urban edge, through changes

in lighting, paving, street widths and

dimensions, verge details, trees and planting,

public art, and through many other elements.

Traffic Flows and Capacity

A common misunderstanding associated with

shared space concerns the implications for

traffic flows and capacity. This can be expressed

in concerns that certain areas or parallel streets

will suffer increasing traffic impact where shared

space is introduced, as a result of displacement.

Although shared space schemes are often

associated with a traffic reduction measures

after the event, there is little evidence that the

principles necessarily imply a loss of capacity.

Compared to traffic flows for other shared space

schemes in the UK the traffic flows recorded

during the Kirkwall surveys outlined above are

comparatively low, with daily two way vehicle

flows on Harbour Street at the heart of the

study area in the order of approximately 8,000

vehicles per day. This is roughly comparable in

traffic flow terms to Exhibition Road in London

which carries approximately 9,000 vehicles per

day.

Cultural expectations

Discussions surrounding the introduction of

shared space invariably raise questions about

driver behaviour and expectations. Many people

will assume that different driving habits, or

different cultural traditions, may restrict the

application of shared space in some parts of the

world.


W M U D | S E P T E M B E R 2 0 1 4 | 3 5

The European Shared Space Research Project

(2004-2008) could find no measurable

differences in responses to new shared space

arrangements across a range of European

countries. Similarly, concerns arise that those

familiar with shared space will respond in

different ways to newcomers or visitors. Again,

such concerns do not seem to be borne out

from observations around the world, and the

speed of public adjustment is often remarkable.

Nevertheless, such concerns need to be

addressed if scepticism is to be addressed.

Legal frameworks

Concerns are often raised that differing legal

or regulatory frameworks may hinder the wider

application of shared space schemes, or cause

difficulties for highway authorities. However

shared space has been successfully adapted

to a range of varying legal contexts, and the

principles appear to be workable within a variety

of regulatory frameworks.

A number of countries have decided to

formalise the highway status of shared space

through the introduction of identified zones

with lower speed limits and pedestrian priority.

Austria, Switzerland, France and Belgium have

introduced the formalised Begegnunszone or

Zone de Rencontre. Other countries including

the UK and The Netherlands, rely on the existing

legal arrangements.

an emphasis on quality and detailed design at Poynton

36


W M U D | S E P T E M B E R 2 0 1 4 | 37

Following the Placemaking Study Trip to

Poynton, where notional sketch ideas for Broad

Street and the Harbour Front were discussed,

the Council held a series of consultation and

engagement workshops with small focus groups

in December 2013. These workshops were held

for local business and the BID; local disability

groups; local transport providers and emergency

services; utilities providers; Kirkwall Harbour

Working Group; and OIC Elected Members and

Officials.

A further workshop was held for local businesses

and a representative of the Ba’ committee

that had been unable to attend the December

meeting. These workshops were generally well

attended, and were found to be an effective

method of communicating with these specific

interest groups in an environment which

facilitated meaningful discussion of the concepts

and ideas.

Some of the themes emerging from each

workshop are outlined below.

Local businesses and the BID

• buses on Palace Road

• parking/loading bays/light deliveries

• buses at pier head

• timing of construction period is vital for

businesses

5 consultation and engagement

consultation held on the Cathedral Green in May 2014

38

Local disability groups:

• consistency vs local distinction

• Broad Street/Castle Street junction

• smooth surfaces and maintenance

• blue badge parking

• pedestrian comfort

• visual clues

• seating and benches

Local transport providers and Emergency

Services:

• lighting on harbour front

• location of taxis

Kirkwall Harbour Working Group

• meet and greet service

• fisheries and other industries - the proposals

must be compatible with the working

harbour environment

Following these workshops, the Council held a

Placemaking Open Day on the Cathedral Green

at Broad Street on 13th May 2014. The purpose

of this event was to provide the General Public

with an opportunity to make comments on the

ideas at a pre consultative draft stage.

The Open Day was well attended, with 80 –

100 people visiting the tent to learn about the

proposals and have their say. The key themes

coming forward at the event are outlined below.

• discussion and learning about the concepts

of placemaking

• car parking – location, numbers and

management

• vehicles currently dominate Broad Street

• an uncomfortable pedestrian and cycle

environment

• negative impact upon shopping

• more public space, shelter, tree planting,

seating, signage, bike stands needed in the

town centre

• bring more facilities into the town centre

• design appropriate for various disabilities

and road users

The themes and comments from these events

are represented in the proposals of this

document. Further contact with the established

focus groups and a second Open Day formed

part of the formal consultation.

Between 8 July and 19 August 2014, the Council

consulted on a draft version of this Kirkwall

Placemaking Proposals report: feedback

received has informed revisions to the final

document.


W M U D | S E P T E M B E R 2 0 1 4 | 3 9

IntroductionResponding to the different character and

functional areas of Central Kirkwall, a hierarchy

of design principles was developed that

performed different functions and also worked

within different scales of ambition and budget.

LaTheme 1 - Large Elements

Orkney Islands Council are committed in

principle through their Placemaking Strategy

approved in April 2013, to investigating three

major projects – two within the THI area of

concentration and another at the western edge

of the town centre area. These are:

1. Broad Street including Castle Street and

Palace Road: the civic and historic heart

of the town with St Magnus Cathedral and

other significant historic buildings as its

centrepiece. Public realm work in this area

has the potential to connect two areas of

high quality environment, namely Albert

Street and Victoria Street. The improved

environment would provide opportunities

for local businesses to populate external

spaces and use new pedestrian priority

areas and provide a much more appropriate

environment for St Magnus Cathedral itself.

This could be achieved by wider footpaths,

a series of obvious crossing points along

Broad Street and a revised entrance to

Victoria Street, The work would include

reworking the junctions of Palace Road and

Castle Street to create a different priority

system for vehicles and pedestrians. This

work would also create a new civic space

south of The Reel which would be used for

events and car parking. The proposals will be

6 design principles and themes

Broad Street looking south

40

developed that try to get a better balance

between vehicles and pedestrians without

inconveniencing either.

2. Harbour Street including the Old Harbour

area: an important entry point for cruise

liner visitors as well as the daily passengers

from ferries from the northern islands.

Breaking down the dominance of traffic

along Harbour Street through reducing the

width of the street, providing a median strip

and increasing the widths of footways on

either side of the road would make it easier

for pedestrians to use the cafes and bars

along the street as well as improve access to

the old harbour. The proposals here aspire to

create a more positive relationship between

the working harbour and the edge of the

retail core of the town.

3. West Central: being the commercial and

industrial area abutting the Conservation

Area and forming an entry point to the

retail and civic core of the town. This is an

important area and very much a working

part of town that feeds into the rest of

the town centre with activity through its

car parks, supermarkets, civic buildings

and commercial/industrial premises.

The emphasis here will be on improving

pedestrian and cycle connections into the

core of the THI area, making road junctions

less vehicle dominated and improving

opportunities for local businesses to use

the public realm by widening footpaths at

appropriate places.

Shared spaceA key element in the Council’s approach to

placemaking is the idea that the divisions

between what are exclusively pedestrian spaces

and vehicle space should be broken down

Harbour Street looking west


W M U D | S E P T E M B E R 2 0 1 4 | 41

La-Large Project areas

to create a better environment containing

the benefits of both types of space. In other

words while there is still access for vehicles,

their domination of spaces should be lessened

where pedestrians require a higher standard of

environment.

42

Appropriate materials: Surfacing materials in

Kirkwall in the mid to late 19th are likely to have

been stone paving slabs for pedestrian areas

with a trim of cobbles or setts used in gutters

or other drainage tracks. From old photography,

most roads would have had a compressed earth

or gravel surface on some form of hardcore. At

the turn of the 19th and beginning of the 20th

century, cobbled or setted road surfaces became

more common. As the 20th century progressed,

asphalt surfaces replaced setts and slabs as the

dominant surface.

In the context of the THI, authentic materials for

public realm improvement are essential and so

stone paving and setts offers the best response

in this historic environment. At the same time,

the cost of re-laying roads in slabs or setts is

likely to be prohibitive and it is likely that areas

Central West street scene

of asphalt will remain. In some circumstances,

the asphalt could have coloured chippings or

aggregate appropriate for their immediate

environment. Outwith the Conservation Area,

coloured aggregates could be used more

extensively to define shared surfaces while

reducing costs.

Priorities: Given the cost of implementing these

large projects, it is reasonable to assume that

priorities have to be established and a phasing

plan for the works agreed. The priority project

area is generally agreed to be Broad Street and

within that area, the first area to be tackled

should be the southern section between the

Town Hall and the start of Victoria Street. The

two other large element projects are likely to

have significant cost implications however the

following themes outline smaller scale proposals


W M U D | S E P T E M B E R 2 0 1 4 | 4 3

which could be more easily achieved and make a

real improvement in the public realm of Kirkwall.

SsTheme 2 - Social Spaces

This theme deals with the idea that smaller

spaces can also contribute to the general feel of

the town centre through positive interventions

to create opportunities for a more comfortable

pedestrian environment for crossing roads, for

stopping to chat or better facilities for shelter

and sitting down.

Initially fifteen of these interventions have been

identified (Ss-01 to Ss-15) and shown on the

plans. The majority of these are street junctions

where changes should be made to kerb radii and

widths of footways will make a critical difference

to pedestrian comfort. In other examples,

tidying up interesting features – for example

the traditional telephone kiosk and letter box at

Central West street scene

44

the junction of Albert Street and Bridge Street

is a popular spot for tourists from cruise liners

but could be improved by providing seating

and tidying up the gable end and surrounding

facades (Ss-02). A larger example is Ss-05

at the Wireless Museum and the Pet Shop

Ss-Social spaces projects

premises at the intersection of Junction Road

and the entrance to the Albert Car Park to the

rear of Bridge Street. Here it would be possible

to create a much more appealing pedestrian

environment which provided a friendly threshold

for the Wireless Museum and local businesses.


W M U D | S E P T E M B E R 2 0 1 4 | 4 5

NwTheme 3 - Networks

This theme deals with the varied nature of

street layouts, linkages and connections in the

town centre. The theme explores opportunities

for encouraging visitors to stray from the well-

Nw-Network projects

trodden main axis of Bridge Street, Albert

Street, Broad Street and Victoria Street into

circular routes that explain more of the history

of the town or which brings them into contact

with other buildings and scenes of historical or

46

architectural interest. For example The Laing

Street Loop (Nw-01) is an obvious starting point

taking people through a sequence of four streets

off the main north-south axis which features

fascinating townscape and four remarkable

listed buildings including two which are key

priority projects in the THI (see below under EX

existing assets).

Signage and interpretation will be required to

make the most of these opportunities.

Other possibilities include more loops to the

east of the main axis including the Strynd (Nw-

03) and potentially the Copland’s Lane loop

onto Palace Road. To the west of the main axis

there are many other possibilities for improving

routes into the centre of the Conservation Area

and the entry points to the historic core as well

as connections to the Peedie Sea through the

Central West area (Nw 06-07)

the core pedestrian network connecting major projects -

courtesy of Malcolm Fraser Architects


W M U D | S E P T E M B E R 2 0 1 4 | 47

GrTheme 4 - Greenspace

The centre of Kirkwall has important greenspace

associated with the Cathedral and Palace and

also with Tankerness House. To the east of

the main axis, there are many mature trees in

gardens and other private properties which

make a positive contribution to the environment,

Gr-Greenspace projects

the historic streetscape and public realm. This is

in contrast to the western side of the axis where

the general street environment is harder and

with few trees and areas of greenspace.

A greener environment is not just about trees.

There could be more opportunities for seating

48

areas and for play areas that introduce softer

elements into the public realm. This theme

identifies areas where positive steps should be

taken to provide these elements. Lines of street

trees are not necessarily the intention as that

might run against the informality and organic

nature of the Kirkwall historic environment.

Rather it is proposed that in the areas shown,

opportunities should be explored for green

interventions in a number of forms – from

trees in gardens or trees at work schemes to

opportunities for sitting or play areas around

new planting.

ExTheme 5 – Existing Assets

Kirkwall’s historic core has many strong

assets in terms of public realm. In addition to

the physical and visual benefits of retaining

older buildings and street patterns there are street trees softening the Central West area


W M U D | S E P T E M B E R 2 0 1 4 | 4 9

potentially other positive benefits deriving from

making the most of cheaper property as a driver

for new businesses in the town centre, using

heritage as an additional marketing strategy

and developing skills in traditional building and

construction. All of these could contribute to

employment generation and an increased sense

of civic pride and community involvement in the

fabric of the town centre.

In the context of the Kirkwall THI and addition to

the public realm works outlined above, there are

currently five priority building projects where

early funds are targeted on conservation works

to particular important buildings. It is logical to

propose that in addition to these building works,

the external environment of these structures

should be brought up to an appropriate

standard, where appropriate or feasible.Ex-Existing Assets Projects

50

Two of these buildings are on the Laing Street

Loop (Nw-01) identified above and in both

cases, an intervention including changes in road

surface, wider footways and encouraging the use

of the public realm would be desirable.

Similarly the setting of the building on the

Albert Street and Strynd corner would benefit

from public realm improvements and these

could be carried out as part of the Broad Street

project.

The Existing Assets plan also shows the Kirkwall

Conservation Area and Listed Buildings which

contribute to the stock of assets.

The five themes described above combine into a

strategic public realm concept for the centre of

Kirkwall. The diagrams shows the locations of

potential projects under each heading although

this is not a finite collection of proposals. Rather

these are the themes under which a range of

proposals should be pursued.

Kirkwall and St Ola War Memorial

K I R K W A L L P L A C E M A K I N G S T R A T E G Y

W M U D | S E P T E M B E R 2 0 1 4 | 5 1

The following pages contain a range of

conceptual proposals for Broad Street, the

Harbour Front and Central West, together

with smaller projects, particularly the Social

Spaces projects outlined in the previous

section. These conceptual proposals will

inform a detailed design stage that will follow

the production of this document between

December 2014 and March 2015, as referenced

within the Kirkwall Placemaking Proposals Work

Programme on p65, and a further consultation

on detailed proposals will take place. A series

of Overarching Requirements have been

established to underpin the detailed design

process. These have been identified through

the consultation during July and August 2014,

and the appointed consultants at the detailed

design stage will be tasked with addressing

these points. The conceptual drawings and

visualisations included represent a basic

interpretation of how the requirements might

be met, but are not detailed and should not be

mistaken for a final design solution, either in

terms of layout or materials.

7 projects and proposals

Broad Street conceptual proposals - with civic space next to The Reel

52

Broad Street conceptual proposals

Overarching Requirements for all proposals• existing traffic flows will be retained

• existing access and movement for various

vehicle types will be accommodated

• deliveries and servicing access to retail and

commercial properties will be retained

• locally significant and traditional events in

the town centre will be accommodated

• design proposals will be inclusive of all

street users

• locally distinctive materials will be used

which are fit for purpose

• short stay parking provision will be retained

at Broad Street

The Council will establish a Stakeholder

Group to represent the views of local interest

and community organisations. It will be a

requirement of the detailed design stage that

consultants engage with this group to ensure

that the views of stakeholders are considered.

As part of the detailed design stage, The

consultant team will be required to devise

a methodology for training road users upon

completion of the works.


W M U D | S E P T E M B E R 2 0 1 4 | 5 3

Broad StreetThe proposals for Broad Street will ensure the

safeguarding of valuable elements of the town’s

cultural heritage which make a significant

contribution to the quality and character of

the Conservation Area, and will benefit the

townscape of Kirkwall. The scheme will involve

the use of locally sourced natural materials

where possible, in particular flagstone which can

provide a hard-wearing and durable finish for

use in roads and paved areas.

Broad Street conceptual proposals - indicative concept - after

Broad Street - existing

54

Improvements to the public realm will improve

the quality of the environment, enhancing

the central core of the settlement particularly

around St Magnus Cathedral giving a distinct

sense of place and improving pedestrian and

cycle movement across the street to shops. By

demarking the entrance to the Conservation

Area, it will give a sense of understanding to the

boundary of the historic core of the town and its

centre.

A higher quality environment will attract more

visitors and this can have a positive impact on

economic activity. In particular, the project will

seek to reduce the impact of vehicles in what is

the historic, civic and cultural core of the town.

It will connect the existing areas of pedestrian

dominated environment of Bridge Street and

Albert Street to Victoria Street.Palace Road - existing

Works undertaken will remedy the negative

effects of many years of neglect of the public

realm and will also introduce additional features

sympathetic to their context and the distinct

historic built environment. The projects will be

sustainable, following a place-making theme,

and the benefits will therefore be long lasting,

visual, and valued equally by the resident

community and by the many visitors to Kirkwall.

The programme of funded projects will be

subject to extensive community consultation at

various stages and the views and opinions will

shape the future development of the town.

Responsibility for the long-term maintenance

of the project’s public realm outputs will lie

with the local authority and local community

organisations, and the outputs delivered will be


W M U D | S E P T E M B E R 2 0 1 4 | 5 5

designed to be durable and low-maintenance in

line with the Council’s Placemaking Principles.

Summary of main proposals:

• shared space along Broad Street

• defined pedestrian crossing points opposite

the Cathedral, at the junction with Castle

Street and on Palace Road

• improved junction arrangement at Broad

Street/Palace Road to reduce vehicle speeds

and make crossing easier for pedestrians

• enhanced visual and functional connection

between Broad Street and Victoria Street

• retention of short stay parking on west side

of Broad Street

• relocation of taxi rank to Castle street

• creation of a larger multi-purpose public

Palace Road - conceptual proposal

space which enhances the setting of the war

memorial and incorporates existing short

stay car parking

56

HarbourfrontThe proposals for the Harbour Street area

seek to create a more attractive waterfront

environment and a positive entrance to the town

centre from the harbour area for residents and

visitors.

The proposals seek to reduce the impact of

the considerable road width along the harbour

by introducing two 3.1 metre wide lanes with

an integral median strip. This provides an

opportunity to create wider pedestrian areas

and enhanced opportunities for people to enjoy

the harbour.

Being within the Kirkwall Conservation Area,

the surface finishes would use the same three

materials as the Broad Street area, namely stone

flags, setts and asphalt. Apart from the main

area of Harbour Street, it is important to deal

with the entry point into Bridge Street and the

Junction Road roundabout. In the case of the

former, a clearer and more convenient crossing

point from the harbour into Bridge Street is

desirable. In the latter case, the visual impact of

the roundabout needs to be reduced through

increased pedestrian realm and a more positive

use of materials.

Harbourfront - existingHarbourfront - concept visualisation - proposed


W M U D | S E P T E M B E R 2 0 1 4 | 57

Summary of main proposals:

• reducing the impact of the existing road

space along the harbour

• providing more pedestrian only space

adjacent to the building frontages along

Harbour Street

• making Harbour Street easier to cross

• providing opportunities for positive use of

the public realm through cafes and hotels

using outdoor space either on the south side

of the street next to the buildings or across

the road at the harbourside

• removal of 16 car parking spaces on the

south side of Harbour Street with potential

replacement spaces in the median strip or in

adjacent car parks

• retention of bus parking spaces outside

hotel

Harbourfront conceptual proposal

58

Central WestThe Central West area is very different from

Broad Street and the Harbourfront. It arguably

has less civic importance but is a critical part of

the town in terms of traffic movement, parking,

service industries, larger retail premises and

employment.

The Council approved a Development Brief for

the area in July 2011. The primary purpose of

this document was to establish a comprehensive

planning and design framework for the area

which ensured common approaches to the

delivery of the key masterplan strategies over

time. The document was drafted through a

process of regular contact with landowners

and development interests to help ensure that

the proposals it contains are workable and

deliverable.

The placemaking proposals for Central West

do not supersede or alter the Development

Brief. Instead they work within the context set

down by the brief and provide additional detail

and aspirations for the public realm, especially

in relation to the potential for Social Spaces

Pickaquoy Road/Gt Western Road - existing

Pickaquoy Road/Gt Western Road - conceptual proposal


W M U D | S E P T E M B E R 2 0 1 4 | 5 9

(Ss) - two of these spaces are illustrated in

this section, Network proposals (Nw) such as

footpath improvements and proposals for new

Greenspace (Gr) such as pocket parks and tree

planting.

One of the major issues in the Central West area

is the degree to which the area is dominated by

traffic - or by roads to support more traffic than

there is. Junction Road and Pickaquoy Road

are both busy streets, sometimes with wide

junctions at critical points – for example at the

Pickaquoy and Gt Western Road junction.

Summary of proposals:

• narrower traffic lanes with median strips

approaching junctions

• surface treatment differentiation to create

obvious shared surface crossing points

• tighter kerb radii to make crossings more

comfortable for pedestrians

• tree planting to create shelter along main

pedestrian route from west to east

A similar approach could be implemented at

the Clay Loan / Union Street / Junction Road

intersection using median strips and surface

Pickaquoy Road/Gt Western Road - indicative conceptual proposed layout

60

material changes to define pedestrian spaces

and crossing points as well as helping to

regulate turning movements at the junction.

One of the most obvious places where a new

Clay Loan / Junction Road intersection - existing

Clay Loan / Junction Road intersection - conceptual proposal

comfortable pedestrian space could be created

is in the environs of the Post Office on Junction

Road. The options illustrated show a shared

surface running across the street opposite the


W M U D | S E P T E M B E R 2 0 1 4 | 6 1

Post Office, Junction Road - conceptual proposal Scheme A (Scheme A) - reference Ss09 on page 44

Post Office, Junction Road - existing

Post Office, and in the circumstance where the

Jewson’s Yard site is developed, a small civic

space and car park directly opposite the Post

Office.

Summary of proposals:

• slowing traffic through change of surface

and narrower vehicular lanes

• option for creation of a civic space and short

stay car park to compensate for loss of on-

street parking

• linkage through development site to Gt

Western Road

62

Post Office, Junction Road - proposal plan (Scheme B)

Post Office, Junction Road - conceptual proposal plan (Scheme A)

POST OFFICE

POST OFFICE


W M U D | S E P T E M B E R 2 0 1 4 | 6 3

Social Spaces

Examples of potential change to two important

areas demonstrate how the treatment of

relatively small spaces can result in significant

improvements in the urban environment.

One is the entrance to the Albert Car Park

off Junction Road near the Wireless Museum.

This is an area where median strips, narrower

carraigeways and defined pedestrian crossing

points would improve pedestrian comfort. There

should be a consistent treatment of footways

on the east side of Junction Road between the

Wireless Museum forecourt area, the frontage of

the pet shop and to the south towards the Post

Office. Also, a change in the surface of the car

park, removal of yellow lines and definition of

parking bays would improve the environment

entrance to the Albert car park off Junction Road - existing

entrance to the Albert car park off Junction Road - conceptual proposal

of the Wireless Museum and this important

entrance to a popular car park at one of the

gateways to the town centre. The Centre

For Nordic Studies, based at Kiln Corner, is

another attractor of pedestrian movement and

opportunities to enhance its connection with

the public realm should be considered.

64

entrance to the Albert car park off Junction Road

- conceptual proposed plan


W M U D | S E P T E M B E R 2 0 1 4 | 6 5

A second space is outside the Old Library

Building in Laing Street where the opportunity

exists to deal with prominent car parking and

provide a shared public space at the entrance to

the building where internal activities could spill

out into the public realm.

the Old Library in Laing Street - conceptual proposal

the Old Library in Laing Street - conceptual proposal

Both are examples of small projects that could

make a substantial difference to the town centre

environment and ideas could be developed for

each of the social spaces in this report.

the Old Library in Laing Street - existing


W M U D | S E P T E M B E R 2 0 1 4 | 6 7

The proposals described in this document

represent an opportunity for Orkney Islands

Council to continue the development of

placemaking initiatives and to start a process

of implementing public realm improvements in

Kirkwall. A detailed design process would need

to follow the outline proposals contained in this

report. The suite of projects ranges from large

scale transformational projects with significant

costs to relatively inexpensive but much positive

and effective proposals for the improvement of

key parts of the town centre.

The focus on Broad Street as a key major

first project is a sensible way forward which

will maximise the impact and visibility of

placemaking initiatives. The proposal lies at the

civic, historic and cultural heart of the town and

will be a key project in the Kirkwall Townscape

Heritage Initiative. The opportunity to create a

pedestrian friendly environment between Albert

Street and Victoria Street in the environs of St

Magnus Cathedral is a highly desirable objective.

Smaller proposals can also bring about

positive change in the town’s environment and

contribute to a better public realm to benefit

businesses and for residents to enjoy. The

projects described in this report are significant

and worthy of support by the Council and

community.

Successfully implementing some of these

projects at an early stage will give the Orkney

community the confidence to proceed with more

complex proposals outlined in this report that

involve new development and the support of

the private sector. Moreover, involving the local

community not just in the choice of projects but

also to an extent in their design is an important

factor for the future. Residents, businesses

and the Council can continue to develop future

ideas together and manifest these in physical

form. Vulnerable users will be considered in all

circumstances and local stakeholder groups

will be consulted on specific proposals where

improvements to the public realm are to take

place.

Some of the proposals outlined in this report

may take many years to implement. They will

require much discussion between residents,

local businesses, public agencies and the

Council. This report suggests that the proposals

will make a genuine difference to Kirkwall and

represent a positive, effective and achievable

way of creating an improved public realm for

residents, businesses and visitors.

Town centres are the focus of much attention

at the moment from the Scottish Government.

There is much support for and interest in the

range of initiatives which Orkney Islands Council

are pursuing. The time is right for Kirkwall to

push on with these proposals for its town centre.

8 summary

Willie Miller Urban Design20 Victoria Crescent Road Glasgow G12 9DDt 0141 339 5228 f 0141 357 4642 m 07799 066100www.williemiller.com

Documents

Kirkwall Placemaking Proposals - Orkney Islands Council · Kirkwall Placemaking Proposals Willie Miller Urban Design 20 Victoria Crescent Road, Glasgow, G12 9DD t: +44 141 339 5228