Stromness Urban Design Framework

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

M A Y 2 0 0 9 | W M U D | 1

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


M A Y 2 0 0 9 | W M U D | 3

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•


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


M A Y 2 0 0 9 | W M U D | 5

fig 1.1 methodology diagram

from proposal


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


M A Y 2 0 0 9 | W M U D | 7

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


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


M A Y 2 0 0 9 | W M U D | 9

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


M A Y 2 0 0 9 | W M U D | 1 1

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


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


M A Y 2 0 0 9 | W M U D | 1 3

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


generalised land use


M A Y 2 0 0 9 | W M U D | 1 5

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


character areas


M A Y 2 0 0 9 | W M U D | 1 7

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


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


M A Y 2 0 0 9 | W M U D | 1 9

+ve -ve

predominantly

residential


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


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


+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


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


M A Y 2 0 0 9 | W M U D | 2 1

+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


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


M A Y 2 0 0 9 | W M U D | 2 3

Stromness nodes:

important focal points


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


M A Y 2 0 0 9 | W M U D | 2 5

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


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


M A Y 2 0 0 9 | W M U D | 2 7

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


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


M A Y 2 0 0 9 | W M U D | 2 9

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


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


M A Y 2 0 0 9 | W M U D | 3 1

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


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


M A Y 2 0 0 9 | W M U D | 3 3

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


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


M A Y 2 0 0 9 | W M U D | 3 5

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.


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


M A Y 2 0 0 9 | W M U D | 3 7

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


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


M A Y 2 0 0 9 | W M U D | 3 9

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


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 •


M A Y 2 0 0 9 | W M U D | 4 1

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


Proposals Map for

Stromness from the Local

Plan 2004


M A Y 2 0 0 9 | W M U D | 4 3

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


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


M A Y 2 0 0 9 | W M U D | 4 5

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


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


M A Y 2 0 0 9 | W M U D | 4 7

the green elements of

the Local Plan and other

related features


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


M A Y 2 0 0 9 | W M U D | 4 9

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



M A Y 2 0 0 9 | W M U D | 5 1

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


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


M A Y 2 0 0 9 | W M U D | 5 3

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


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


M A Y 2 0 0 9 | W M U D | 5 5

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


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,


M A Y 2 0 0 9 | W M U D | 5 7

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


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


M A Y 2 0 0 9 | W M U D | 5 9

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’


clockwise from top left:

Orca Hotel Victoria Street,

Scapa Scuba in former

Lifeboat Station on Dundas

Street,

Ring of Brodgar


M A Y 2 0 0 9 | W M U D | 6 1

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


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.


M A Y 2 0 0 9 | W M U D | 6 3

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


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


M A Y 2 0 0 9 | W M U D | 6 5

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.


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


M A Y 2 0 0 9 | W M U D | 6 7

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.


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


M A Y 2 0 0 9 | W M U D | 6 9

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


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.


M A Y 2 0 0 9 | W M U D | 7 1

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


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


M A Y 2 0 0 9 | W M U D | 7 3

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


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


M A Y 2 0 0 9 | W M U D | 7 5

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.


established character

areas and PO1 - PO6

policy diagram


M A Y 2 0 0 9 | W M U D | 7 7

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.


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


M A Y 2 0 0 9 | W M U D | 7 9

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


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


M A Y 2 0 0 9 | W M U D | 8 1

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


3000mm in height to public areas rather

than be ‘open plan’










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


boundary walls between 600mm and

3000mm in height to public areas rather

than be ‘open plan’




new development should adopt designed-in •

traffic amelioration wherever possible rather

than traffic calming (ie narrower streets,

shared surfaces, limited regulation signs

etc)







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.


M A Y 2 0 0 9 | W M U D | 8 3

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)


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


proposed new

housing allocations


M A Y 2 0 0 9 | W M U D | 8 5

proposed phasing

of residential

development


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


M A Y 2 0 0 9 | W M U D | 8 7

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


setbacks, no building lines, non linear,

loose grouping


setbacks, no building lines, non linear

in groups, 20m spacing between

buildings, 50m + between groups


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


M A Y 2 0 0 9 | W M U D | 8 9

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


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


M A Y 2 0 0 9 | W M U D | 9 1

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.


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


M A Y 2 0 0 9 | W M U D | 9 3

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


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


M A Y 2 0 0 9 | W M U D | 9 5

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


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.


M A Y 2 0 0 9 | W M U D | 9 7

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


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


M A Y 2 0 0 9 | W M U D | 9 9

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


M A Y 2 0 0 9 | W M U D | 1 0 1

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.


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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TB

rian Thomson

Director :-

Orkney, K

W15 1N

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DEP

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NIC

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VICES

Council O

ffices, Kirkwall

fax (01856) 876094tel (01856) 873535

Notes

Scale

Draw

ing No.

Revision

File Ref.

Title

Project

II.01

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Date

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current option for

Ferry Road and

the Terminal area

Ferry Road


M A Y 2 0 0 9 | W M U D | 1 0 3

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


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


M A Y 2 0 0 9 | W M U D | 1 0 5

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


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


M A Y 2 0 0 9 | W M U D | 1 0 7

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.


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


M A Y 2 0 0 9 | W M U D | 1 0 9

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


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,


M A Y 2 0 0 9 | W M U D | 1 1 1

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


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


M A Y 2 0 0 9 | W M U D | 1 1 3

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


summary

policy and proposals

framework


M A Y 2 0 0 9 | W M U D | 1 1 5

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.



M A Y 2 0 0 9 | W M U D | 1 1 7

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


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


M A Y 2 0 0 9 | W M U D | 1 1 9

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



M A Y 2 0 0 9 | W M U D | 1 2 1

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

Documents

Stromness Urban Design Framework