How best to develop the ‘gateway to Stromness’?
(Story dated: Saturday, November 12, 2006)

In this special report, Alan Hodge takes a detailed look at the planning brief, produced by Orkney Islands Council, for the former West Mainland Mart site, which, the authority says, provides a unique opportunity to developers.

Guidelines for the development of Stromness mart site, pictured right, have been issued by Orkney Islands Council in the form of a draft development brief which has been published for consultation.

It aims to ensure a high-quality development, a comprehensive scheme and avoid “inappropriate solutions that may be dictated by commercial interests.”

The purpose of the brief is to provide clear guidance for potential developers and the local community on planning requirements and constraints.

The site measures about 0.65 hectares and it was here that both the former smithy and the West Mainland Mart were situated until the mart function was transferred to Hatson on amalgamation with the Kirkwall mart.

The site was then used by the harbours department for general storage until December, 2004.

The following month, the mart buildings were demolished and the site cleared. A number of sheds and other buildings on the site have subsequently either been removed or have had roofs removed due to their potential as safety hazards.

The predominant surrounding land use is described as residential, although in close proximity are the fire station, a petrol filling station, police station and various retail premises.

While the site was originally peripheral to Stromness, with the growth of the residential suburbs and the development of the Garson area to the north-east, with residential, industrial and school facilities, it is considered to be more related now to “edge of town centre.”

The brief states: “The document will act as a planning framework to guide consultation with relevant statutory agencies, landowners, tenants, community interests and others, on the proposed regeneration of the site and will, once adopted, assist the council and partners in taking forward the comprehensive redevelopment and regeneration of the site.”

An “affordable housing” requirement applies to the development in the northern part of the site, on the basis of one affordable unit for between ten and 14 other houses.

It is noted that the site forms an important gateway to Stromness for those coming from the West Mainland and is one of the first places viewed by passengers arriving on the ferry.

“When approaching from Cairston Road, North End Road and travelling along Downies Lane the site has immediate impact,” says the brief. “Owing to its location next to the ferry terminal on Ferry Road, it will also have an impact on those arriving into and leaving the county from Stromness.

“This should be considered when developing the site, taking the design principles outlined in this brief into account.”

The area concerned, with the exception of a narrow strip of ground on the west side of the centre of the site, is owned by the OIC.

Access rights over sections which are in private ownership come with the site, as do access rights over the steep track on to North End Road. Any development proposals have to take these access routes into consideration.

Public opinion was sought in September, 2005, when 90 per cent of those who expressed a view, supported the idea of a mixed development for the site and while this mix did not show a clear consensus, housing and community uses did prove the most popular options.

Looking into the future, the brief speaks of the possibility of the long-stay car park being a “long-term development prospect” and adds that Bain’s Garage on the corner of Ferry Road where it abuts the roundabout “could afford a future development opportunity.”

Other information included in the brief includes:

Mixed Use Options

According to the brief, the site lends itself to being split into two separate development areas on the basis of two thirds and one third, with the smaller part to the south and the larger part to the north.

It would be “acceptable” to have a commercially related venture in the smaller part, “which, owing to its location and proximity to the harbour, could be used for a tourism-related commercial venture.

“Acceptable in the northern sector would be housing with some retail, commercial or office development.”

Referring to the Orkney local plan, the brief draws attention to the policy on mixed use: “In areas zoned for mixed use, proposals for use associated with a town or village are acceptable in principle. Such uses include businesses and office use, retailing, residential or leisure and entertainment uses. For all proposals apart from residential, justification of why a town centre location has not been identified will be required.”

Planning permission would be granted for such uses, says the brief, provided that the development would not have a serious impact on the vitality of the town centre.

Design Principles

In this section of the brief, it is noted that the site presents a unique prospect for a development of significant size in Stromness, and it states that the development and design should fully utilise this, with all the development being specifically designed for the site. Frontage on to Ferry Road, it says, affords the opportunity to create an architectural focal point and welcome to Stromness.

The brief urges that design should be of the highest quality, respecting the scale and style of development found in the town. Features such as the stepped roofscape which characterises Stromness should be brought into consideration, to echo and blend with present form.

“This is not to encourage a pastiche of old designs, as a modern design sensitive to present form would be welcomed,” says the brief. “An innovative use of materials and colour with variety in the development will all be looked at favourably.”

The design should reflect the position of the site too. The guidelines indicate that as the site lends itself ideally to a scheme drawing inspiration from industrial wharf buildings, this would accommodate buildings which could be gable end on to the road, blending with a characteristic of Stromness. Drawing inspiration from wharf-style buildings would facilitate a variety of roof lines and present opportunities for accommodation of various sizes.

Using this style of development could permit high densities of building “whilst also retaining interest and privacy owing to the varying roof lines” and some smaller single and double storey units could also be incorporated. The importance of protecting the residential amenity of existing houses is stressed.

The proposed wharf style lends itself to a variety of external materials including timber, which could be coloured, and natural stone, says the brief. Pitched roofs with a modern approach to window shape and size may also be incorporated.

If a varied style of materials is used, it was desirable that they should work as a cohesive whole. The document points out that one feature of Stromness when approaching from the West Mainland or by ferry, is that no one area of development stands out in its design by use of materials. So, having a varied approach to the use of materials on this site would prevent the viewer being drawn to one development rather than the townscape as a whole.

“To follow this scheme would create a distinctive development and a definite entrance to Stromness, maximising the plot’s potential,” the brief claims.

Density

The local plan requires there to be no fewer than 25 units per hectare and the brief says that owing to the location there could be a mix of accommodation type with “a density which reflects its proximity to Stromness centre”.

Roof space could be used for accommodation, affording the opportunity for stepping in the development whilst not compromising density.

Access

A single road junction off Ferry Road is seen as the principal access to the site, although some limited access might be possible from North End Road. There is to be no though-link between Ferry Road and North End Road, however.

Lighting and Energy Conservation

Street lighting is to be sympathetic to the character of the development as well as meeting the OIC “dark skies” policy, minimising light pollution.

When assessing any application, the planning department will consider energy efficiency and conservation as well as waste material recycling and developers are encouraged to pay particular regard to using materials which are energy efficient.

The brief draws attention to the local plan on this issue, which emphasises that the siting and design of buildings should have regard to form, orientation, and layout in order to maximise the benefits of passive solar heating and natural light.

Parking

The development may result in a reduction in the number of places available in the long-stay car park.

On-street parking is undesirable in terms of pedestrian and road safety, visual appearance and the free flow of traffic, says the brief, adding that parking for all the development elements has to be contained within the development site at levels agreed with the OIC roads authority.

Dealing specifically with the southern part of the site, the brief makes it clear that parking provision there must be adequate and that utilising the parking provision in the northern part is not acceptable. Peak time overflow “would need to be accommodated in the long-stay car park.”

Open Space

Planting schemes are envisaged for both parts of the site along with provision of open space. For the southern part this would take the form of hard and soft landscaping. Creative schemes allowing for multipurpose use, doubling as car parking may be acceptable in both areas. In the northern part, drying greens, refuse storage and collection points would also have to be considered. The wharf scheme allows for balcony space which would maximise the potential of views enjoyed from this location.