Oban Transport Hub Appraisal of Options to Improve Interchange at Oban Transport Hub
Argyll and Bute Council July 2009
Opportunities to improve interchange at Oban Transport Hub EXECUTIVE SUMMARY
Improving journey times and connections is one of the three strategic outcomes of the National Transport Strategy. Argyll and Bute Council and its partners are keen to improve people’s transport experience at one of the areas key transport interchanges – Oban.
Oban is an important regional transport hub, with links to the both the strategic road and rail network, and provides a gateway to many of Scotland’s west coast islands. Oban has also recently developed air links to the islands of Coll, Colonsay and Tiree.
The purpose of this study was to explore the potential options to improve interchange at the Oban Transport Hub, thus providing a range of interventions that could be implemented as and when funding became available. The study provides initial recommendations for the short, medium and long term including the associated construction costs. At the outset of the study, it was not known if a full STAG appraisal would be required as the scale of the problem and the potential options were not fully defined. However it was expected that some interventions would be small scale and deliverable at a local level whilst others would be larger and likely to require funding at a wider level to be delivered.
In recognition that some of the larger interventions would require a full STAG appraisal, STAG principles were adopted with a quantification of the problems and opportunities. The study examined the current situation and then developed options that could be taken forward undertaking an assessment of the options against the 5 key government objectives. Throughout the study key stakeholders were engaged and gave valuable input to the process.
Existing situation
• Oban is the third largest town in Argyll and Bute, with a resident population of some 8,000 - which regularly triples during the summer months. • Strategic road and rail links converge at the Oban Transport Hub, as well as frequent long distance coach services which complement the local bus services. • Oban Transport Hub has a throughput of approximately 1.4 million passenger journeys per annum.
Thus, Oban is a heavily trafficked multi-modal interchange of regional and national importance. The particular issues identified as significant were:
Mode Issue Ferry Limited space for vehicle marshalling with no scope for further development of ferry services. Construction of the second linkspan has increased the capacity for ferry services and consequently increased the need for further vehicle marshalling space. Poor access for passenger drop off and uplift. Rail Poor signage. Passengers are currently decanted on the landward platform – thus restricting their view of the ferry terminal and extending the walking distance to the ferry terminal. The two sidings to the north west of the rail tracks are currently underutilised. Bus Limited stance space available – leading to congestion and conflicts between buses and other traffic, including taxis. Same area used for local bus and long distance coach services. Pedestrians Safety issues – junctions, lack of controlled road crossing facilities, proximity of bus station and taxi rank, general pedestrian / vehicle conflict. Significant walking distances between modes. Cyclists Safety issues – traversing busy roads, exacerbated by on-street parking. Parking Shortage – both short term in close proximity to transport hub and in suitable long- stay parking. Traffic Congestion in Oban town centre impacts upon road based transport access to the hub. Taxi Existing rank is overcrowded leading to overflow into bus stances. Pedestrian / vehicle conflict.
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Opportunities to improve interchange at Oban Transport Hub EXECUTIVE SUMMARY
A variety of small-scale improvements which do not require any land-take or major construction have been identified as part of the option development process. However, one of the primary constraints to improving interchange within the Oban Transport Hub is the lack of available space. Therefore, a number of options are proposed that increase the amount of useable space as a means of improving the interchange, e.g. the use of the currently underutilised sidings.
Cost / cost range Timeframe No. Option £ Short Medium Long 1a Basic signage – between rail station and 6,300 – 15,500 9 Waterfront Centre. 1b Basic signage – via rail station car park. 7,000 – 16,500 9 1c Basic signage – via Waterfront. 6,300 – 16,100 9 2a Relocation of rail station car park to John 6,500 9 Anderson House car park 2b Relocation of rail station car park to existing 930,000 9 (vacant) bowling alley site. 3 Footbridge link. 2,500,000 9 4 Combination of rail, coach and ferry passenger 700,000 9 facilities. 4a Alternative use for rail station area – 42,000 9 remodelled pedestrian zone. 4b Alternative use for rail station area – expanded 42,000 9 taxi rank. 4c Alternative use for rail station area – expanded 91,000 9 bus station. 4d Alternative use for rail station area – expanded 840,000 9 bus station and taxi rank. 5 Alma Crescent widening. 12,400 9 6 Use of Caledonian MacBrayne crew parking 12,400 9 area for additional marshalling. 7 Park and Ride. 100,000 9 8 Vehicle signage. 800 9 9 Use of seaward rail platform. 1,600,000 9 10 Link road through the ferry terminal (using rail 370,000 – 1,300,000 9 sidings area). 11 Additional marshalling area (using rail sidings 310,000 9 area).
• The costs shown above are basic construction costs. • They include a 10% allowance for accommodation works and a 44% optimism bias allowance. • They exclude land acquisition, utilities, detailed design and planning, project management and procurement costs.
The study has highlighted the importance of Oban as a strategic transport hub and the need for interchange between modes needs to be improved. The options generated vary considerably in scale and cost but provide a clearer picture as to what could be achieved to improve the quality of people’s transport experience.
All partners in the study are keen to use it as a master plan and to work together to implement some of the suggested interventions. Some will be relatively easy to carry out and others will require careful negotiation between a number of parties. This is particularly the case where improvements interface with the infrastructure of other parts of the strategic transport network, i.e. the trunk road and rail network, and where further appraisal work may be required. It is anticipated that this study will inform the prioritisation exercise to identify the optimum use of land and infrastructure for the overall improvement of the key transport hub serving Oban and beyond.
This Executive Summary should be read in conjunction with the full study produced by Faber Maunsell, July 2009. The full study contains detailed plans, an initial appraisal of the options against the Government’s five criteria for transport and the benefits of taking forward each option.
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Table of Contents
1 Introduction ...... 5 1.1 Study Scope ...... 5 1.2 Study Approach ...... 5 1.3 Report Structure ...... 6 2 Study Context and Policy Review ...... 7 2.1 Other Work to Date ...... 7 2.2 Policy Review ...... 7 2.3 National Policy ...... 7 2.4 Regional Policy ...... 9 2.5 Local Policy ...... 10 3 Existing Situation ...... 14 3.1 Socio-Economic Context ...... 14 3.2 Transport Networks...... 15 3.3 Ferry Links ...... 16 3.4 Rail Services ...... 20 3.5 Bus / Coach Services ...... 20 3.6 Strategic Road Links ...... 23 3.7 Existing Passenger Demand ...... 23 3.8 Existing Modal Splits: ...... 24 3.9 Summary ...... 25 4 Consultation ...... 26 4.1 Consultation Overview ...... 26 4.2 Stakeholder Workshop 1 ...... 27 4.3 Stakeholder Workshop 2 ...... 27 5 Problems and Opportunities ...... 28 5.1 Introduction ...... 28 5.2 Taxi Operations ...... 28 5.3 Rail Operations ...... 29 5.4 Bus and Coach Operations ...... 30 5.5 Ferry Operations ...... 31 5.6 Pedestrians ...... 31 5.7 Cyclists ...... 32 5.8 Parking ...... 32 5.9 Traffic ...... 32 5.10 Land Use Opportunities ...... 32 5.11 Summary ...... 33 6 Option Development ...... 35 6.1 Small Scale Options...... 35 6.2 Off-Site Options ...... 36 6.3 Physical Options to Increase Space within the Hub ...... 36 6.4 Option Sifting ...... 36 7 Appraisal ...... 38 7.1 Option 1a: Basic Signage (between rail station and Waterfront Centre) ...... 38 7.2 Option 1b: Basic Signage (via rail station car park.) ...... 41 7.3 Option 1c: Basic Signage (via waterfront) ...... 44 7.4 Option 2: Relocation of Rail Station Car Park ...... 47 7.5 Option 3: Footbridge Link ...... 51 7.6 Option 4: Combination of Rail, Coach and Ferry Passenger Facilities ...... 54 7.7 Options A, B, C, D...... 57 7.8 Option 5 Alma Crescent Widening ...... 61
7.9 Option 6: Use of CalMac Crew Parking Area for Additional Marshalling ...... 61 7.10 Option 7: Park and Ride ...... 64 7.11 Option 8: Vehicle Signage ...... 66 7.12 Option 9: Use of Seaward Rail Platform ...... 68 7.13 Option 10: Link Road through the Ferry Terminal (using rail sidings area) ...... 70 7.14 Option 11: Additional Marshalling Area (using rail sidings area) ...... 72 7.15 Summary of Appraisal Against Government Criteria ...... 74 8 Recommendations ...... 76 Appendix A – Workshop 1 Details ...... 78 Appendix B – Workshop 2 Details ...... 79 Appendix C – Discarded Option ...... 80 Appendix D – Costs ...... 81
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1 Introduction
1.1 Study Scope Located on the west coast of Scotland, Oban is a strategic transport hub, providing a gateway to the isles of Mull, Coll, Tiree, Colonsay, Lismore, Barra and South Uist, which are referred to as the Western Isles for the purposes of this report. Oban is linked to strategic mainland road and rail connections, and these strategic services come together at the harbour area of Oban. Faber Maunsell was commissioned to undertake a study on behalf of Argyll and Bute Council and various stakeholders and landowners including:
HITRANS CALMAC CMAL Network Rail ScotRail Scottish Citylink
The purpose of this study was to explore the potential options to improve interchange at the Oban Transport Hub, thus providing a range of interventions that could be implemented as and when funding became available. At the outset of the study, it was not known if a full STAG appraisal would be required as the scale of the problem and the potential options were not fully defined. However it was expected that some interventions would be small scale and deliverable at a local level whilst others would be larger and likely to require funding at a wider level to be delivered. In recognition that some of the larger interventions would require a full STAG appraisal, STAG principles were adopted with a quantification of the problems and opportunities. The study examined the current situation and then developed options that could be taken forward undertaking an assessment of the options against the five key government objectives. Throughout the study key stakeholders were engaged and gave valuable input to the process. This study conducts an engineering appraisal of options to consider the potential for:
Improvements to the pedestrian routes between bus, train and ferry services; Reduction of sidings track work to enable additional parking / ferry vehicle marshalling / park and ride; Development of combined / shared rail, ferry and bus passenger terminal facilities; and Development of a link road through the ferry terminal to provide drop off zones for buses, taxis etc. The study provides recommendations as to how interchange between modes can be improved in the short, medium and long term.
1.2 Study Approach The study is based on STAG appraisal principles. Options will be considered in terms of their feasibility and also against STAG principles, without requiring the depth of analysis of a fully developed STAG appraisal. The study will consider previous work undertaken, including a number of STAG based studies and proposed transport developments. Existing issues, constraints and opportunities will be identified through a combination of site visits and consultation exercises. Options emerging will be appraised for their impacts upon the following aspects:
Integration; Economy; Environment; Safety and Security; and Accessibility and Social Inclusion.
In addition, the study will consider the costs and risks associated with each option to ensure that recommendations are practicable and feasible.
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1.3 Report Structure Following this Introduction, the remainder of this report is divided into a further seven chapters as follows:
Chapter 2 Study Context and Policy Review; Chapter 3 Existing Situation; Chapter 4 Consultation; Chapter 5 Problems and Opportunities; Chapter 6 Option Development; Chapter 7 Appraisal; and Chapter 8 Recommendations.
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2 Study Context and Policy Review
2.1 Other Work to Date
2.1.1 Oban Harbour Development Group In late 2007, an Oban Harbour Development Inter-Modal Transport Group convened to consider inter-modal transfers between public transport modes within Oban. The group included representatives from the following:
CalMac Ferries Argyll and Bute Council Citylink Network Rail Transport Scotland ScotRail The group agreed to consider the transport issues and problems affecting interchange, and to allow the STAG process to develop solutions. As a result, Faber Maunsell were commissioned to undertake this feasibility study, following the principles of STAG, to address the issues surrounding inter-modal connectivity between the various means of transport. 2.1.2 A816 Oban – Lochgilphead STAG Appraisal This study assessed issues and problems in the A816 Oban – Lochgilphead corridor, developed transport planning objectives, generated options to address these objectives and undertook an appraisal of these options. The study recommends a preferred option which includes a number of infrastructure improvements aimed at reducing key bottlenecks in this corridor. 2.1.3 Oban Transportation Issues: STAG Appraisal This study undertook a STAG appraisal of transportation issues in and around Oban in order to identify the best options for the long term development of Oban. The study appraised options against planning objectives and concluded that the options which best achieve the planning objectives would include the construction of a new development road to the east of Oban, along with transport improvements within Oban town centre. Argyll and Bute Council are committed to the construction of this development road and have committed £6 million of funding for part of its development.
2.2 Policy Review For the purposes of this study, due cognisance has been taken of the following national, regional and local policy documents:
2.3 National Policy Scotland’s Transport Future, Scottish Executive, 2004 This white paper sets out the vision and objectives for transport in Scotland. The white paper defines the Government’s five core objectives of: Economic growth; environment; social inclusion; safety; and integration.
National Transport Strategy, Scottish Executive and Transport Scotland, 2006 The National Transport Strategy (NTS) maps out the future of transport in Scotland. The Strategy includes the following three strategic outcomes: improve journey times and connections; reduce emissions; and improve quality, accessibility and affordability.
Strategic Transport Projects Review, Transport Scotland, 2008
The Strategic Transport Projects Review (STPR) highlights the importance of transport as a key enabler of a successful and dynamic nation. “We all use transport or rely upon it for the movement of goods, services and people, as part of our daily lives.”
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The STPR identifies transportation interventions to be delivered, designed or developed in Scotland beyond 2012 and primarily between 2012 and 2022. “In setting out interventions, the STPR marks an important step forward and establishes the basis upon which future action is taken ” The STPR notes that interventions defined within the STPR provide only a part of the overall transport investment in Scotland. There are many other interventions which are outside the scope of the review, but which still constitute a commitment to the improvement of transport provision in Scotland. Examples are provided, which include local schemes for road and public transport enhancements and initiatives to improve ferry services, or to improve provision for walking and cycling.
The STPR highlights the importance of ports and transport connections to them and defines Oban as a Lifeline port serving the Island communities (carrying both freight and Passengers.) Although the STPR does not include any interventions which are specific to Oban, it does include improvements to the A82 Glasgow to Fort William which forms the majority of the Glasgow to Oban route.
Scottish Government Economic Strategy, Scottish Government, 2007 The Economic Strategy sets out how the Scottish Government will support businesses and individuals, with the following purpose: “to focus the Government and public services on creating a more successful country, with opportunities for all of Scotland to flourish, through increasing sustainable economic growth.”
National Planning Framework for Scotland, Scottish Executive, 2004 The National Planning Framework for Scotland (NPFS) defines a framework to guide the spatial development of Scotland to 2025. The NPFS identifies key issues and drivers of change, sets out a vision to 2025, and identifies priorities and opportunities for different parts of Scotland.
National Planning Framework for Scotland 2, Scottish Government, (draft) January 2008 The NPFS 2 will succeed the 2004 version. The NPFS 2 will guide Scotland’s development to 2030, setting out strategic development priorities to support the Scottish Government’s central purpose of achieving sustainable economic growth.
SPP17: Planning for Transport, Scottish Executive, 2005 SPP17 provides guidance on the integration of land use, economic development, environmental issues and transport planning. SPP17 includes sections on planning for Railways, Buses, Seaports, walking and cycling, with a focus upon integration between modes.
Scotland’s Railways, Scottish Executive, 2006 Scotland’s Railways sets out the Scottish Government’s plan for short, medium and long term interventions in the rail network over a 20 year period. The strategy aims to support the high level objectives of promoting economic growth and protecting the environment.
Route Utilisation Strategy, Network Rail, 2007 The Route Utilisation Strategy (RUS) provides a strategy for Scotland’s rail network for the next 10 years, taking into consideration aspirations defined in Scotland’s Railways. The strategy sets out a range of short, medium and long term measures aimed at improving the rail network.
Moving into the Future; Buses; An Action Plan for Buses in Scotland, Scottish Executive, 2006 The Bus Action Plan seeks to establish a higher return on investment made by the Scottish Government in the bus industry. The Plan’s vision is for Scotland “to have a comprehensive bus network where sustainable bus services are delivered to a high quality, and which more people efficiently to promote economic growth and social inclusion and to reduce congestion.”
Preparing for Tomorrow, Delivering Today, Freight Action Plan for Scotland, Scottish Executive, 2006
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The Freight Action plan aims to help to achieve the three strategic outcomes set out within the National Transport Strategy.
Scottish Ferries Review, Scottish Government, 2009 (ongoing) The on-going Ferry Services Review aims to set out a clear vision for the future of ferry services within Scotland. The purpose of the review is:
To develop a shared vision and outcomes for lifeline ferry services in Scotland, in the context of the Government's Purpose, Economic Strategy and National Transport Strategy; To analyse the current lifeline ferry services and network, identifying how well it meets the proposed outcomes and how it links to other modal networks; To inform the Scottish Government's long term strategy for lifeline ferry services in Scotland in time to feed in to the next spending review, and influence the next round of procurement of ferry services and supporting infrastructure; and To identify policies to be taken forward to deliver the long term strategy, including the planned investment framework.
2.4 Regional Policy The Transport Strategy for the Highlands and Islands, The Highlands and Islands Transport Partnership, 2008 The Highlands and Islands Regional Transport Strategy (RTS) provides a framework for the transport activities of constituent councils, health boards and others. The strategy focuses upon the four key issues of cost, economic prosperity, safety and sustainability, with the overall aim of enhancing the regions viability.
The Strategic vision of the RTS is illustrated in Figure 2.1 below.
Figure 2.1 HITRANS RTS Vision
The RTS recognises specific challenges for the region, and the importance of transport, noting that the area covered by the HITRANS Partnership includes the most sparsely-populated area of the United Kingdom. “A large proportion of the region and its households are located in the remote and rural areas, in the islands and the west and north mainland, with significant
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implications for access to services and jobs. On the other hand, significant population numbers reside in the region’s more urban areas including in Inverness, Oban, Stornoway, Kirkwall and Elgin.”
The RTS notes that lifeline mainland to island and inter-island ferry services make up an important part of the Highlands and Islands Transport network. Increased services operate in the summer months to cater for the tourist trade, but there are deficiencies in services for the local populace during the winter. The RTS highlights that there is poor integration with other public transport in terms of information, ticketing and timetabling. In addition, the RTS highlights the contribution of Tourism and Freight derived in the Highlands and Islands to the Scottish economy and recognises the importance of transport to these economic drivers.
The RTS defines a settlement hierarchy in which Oban is considered to be a regional centre which functions as a gateway for onward travel from its hinterland to other Regional Centres and ultimately to the National Gateways. The RTS identifies key policy themes to form the core of the strategy. These are: Horizontal themes which apply across the region: - Active travel. - Aviation and the region’s air network. - Community and health passenger transport. - Congestion and urban issues. - Freight transport. - Locally significant network and maintenance of the region’s roads. - Mainstream passenger transport. - Ports, ferries and waterway transport. - Cost of transport and travel. - Environmental impacts. The strategic and regional network.
Proposed actions for these policy areas are presented in the Proposed Delivery Plan that facilitates delivery of this Strategy. Actions specific to Oban include the delivery of the Oban Development Road, demand management measures within Oban, and enhancing the rail service to Oban.
2.5 Local Policy
Local Transport Strategy - Moving Forward, Argyll and Bute Council, 2007
The Local Transport Strategy (LTS) sets out plans and policies for Argyll and Bute to 2010. Centred around the theme of Enabling a Vibrant Argyll and Bute, the strategy’s vision is illustrated in Figure 2.2.
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Figure 2.2 Argyll and Bute Council LTS Strategic Vision
The LTS details a number of outcomes which it aims to achieve under each objective. Those of most relevance to this study include:
Encourage a sustainable and growing economy - Support the local economy through the provision of an efficient, reliable and affordable transport network; - Facilitate the growth of regional transport hubs as economic generators for the whole of Argyll and Bute; Improve people’s transport experience - Make it easier to travel by public transport - Improve interchange facilities and the integration of our local services where possible Manage the effect of transport on Argyll and Bute’s rich natural environment - Increase the number of journeys undertaken by sustainable modes e.g. bus, train, walk, cycle. - Increase the volume of freight shipped by sustainable modes, e.g. sea, rail Improve journey safety and personal security for everyone in Argyll and Bute - Improve infrastructure to make the transport network safer.
The LTS proposes a number of interventions aimed at achieving the above objectives. These include: Passenger Transport - Improve service Integration; - Improve passenger transport information; - Improve passenger transport ticketing;
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- Improve passenger transport infrastructure; - Improve parking at transport interchanges; Freight - Identify opportunities for developing freight interchanges; Sea Transport - Improve parking at ferry terminals; - Improve marine interchange facilities; Active Travel - Improve infrastructure for active travel.
The LTS includes an action plan with a number of actions specific to Oban, including:
Construction of the Oban Development Road and associated demand management measures; Improving the frequency of rail services between Glasgow and Oban; Introduction of a commuter service between Dalmally and Oban; Encourage the alignment of services to allow onward travel; Improve the facilities in transport interchanges to make journeys easier; Improve parking provision at Oban transport interchange; Ensure adequate provision for taxis at transport interchanges; Oban Bay Development – including feasibility studies into improvements at Oban Harbour; Enhance the Oban – Islay Ferry link; Coll, Tiree and Colonsay ferry frequency improvement; Investigate options for linking rail / bus / ferry terminal in Oban; and Develop the Oban – Fort William Cycleway.
Oban Action Plan, Ironside Farrar, May 2006
The Action Plan for Oban sets a strategic framework to support growth and enhance the quality of place and sustainability of Oban as the regional capital of the Western Highlands and the Islands.
The aim of the Action Plan is to guide the delivery of proposals for Oban in a way that will:
Articulate the vision for the growth of Oban to allow it to fulfil its role as the regional centre of the Western Highlands and the Islands; Review the key infrastructural constraints in Oban and identify a programme and mechanisms for delivery of new and / or improved infrastructure to facilitate development; Identify the opportunities and infrastructural constraints for early development in the Dunstaffnage – Connel corridor; Identify and define a series of development projects for Oban’s five areas for action: South Pier / Railway Bridge; George Street / North Pier; Esplanade; Oban Bay; and Oban Airport. Identify the appropriate vehicle for the management of Oban Harbour.
The vision of the Action Plan centres on the following four themes: Develop the Economy To build and strengthen the regional economy and create an attractive location which will add competitive advantage, support new jobs and increase output; Extend Local Opportunity To stimulate area regeneration and wherever possible to widen access to opportunity, jobs, investment and training and help secure access to affordable housing. Facilitate Investment in Quality Infrastructure To seek to secure the infrastructure to sustain a ready supply of employment, housing land and associated community infrastructure to support public and private sector investment priorities. Strengthen Quality of Place To build on the quality of place and the assets offered by the town centre and Oban Bay with its waterfront setting and its role as a gateway to the Isles and regional destination for the Western Highlands.
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In addition to the wider development of the Oban area, the Oban Action Plan identifies a number of areas for action, which include South Pier / Railway Pier and George Street / North Pier which are of specific relevance to this study. The Plan explores the issues within each area and recommends a response. This is summarised in Table 2.1 below:
Table 2.1 Oban Action Plan: Areas for Action
Areas for Action Issues Response South Pier / Railway Pier Houses ferry terminal, train Integration of transport best station and bus station. served by improving signage Operation of ferry traffic. and connectivity between Parking facilities. bus, train and ferry terminals. Integration of transport Transport integration should modes. focus on time-tabling and Sustainable transport. service standards. George Street / North Pier Operation of traffic on North Traffic management Pier. measures and consideration George Street. of priority greenways for Parking. peak season / peak am / pm Interaction of pedestrians. traffic movement. Review Sustainable Transport. pedestrian facilities, parking and crossing points.
The Action Plan includes further consideration of the transport terminal areas, highlighting that “Public realm and related vehicle / parking measures improvements are however all that is required to offer transport users a better facility and clearer more legible connectivity between facilities. The main requirements are for better signage, clearer path connections between facilities and better quality pavements and lighting.” In addition, the Plan notes that, following implementation of the proposed Development Road / Town Centre Traffic Management Measures, the opportunity exists to re-design the bus station externals into a high quality Oban Town Square.
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3 Existing Situation
3.1 Socio-Economic Context Located on the west coast of Scotland, Oban in a key employment and retailing hub within the Argyll and Bute Council area, Oban is the primary hub for Caledonian Macbrayne (CalMac) activities, providing a strategic gateway to the Western Isles of Mull, Lismore, Coll, Tiree, Colonsay, Islay, Barra, and South Uist. In terms of population, Oban is the third largest town within Argyll and Bute, with a resident population of some 8,000 people. Primarily a result of its status of a gateway to the Western Isles, Oban has a throughput of some 1.4 million passenger journeys per annum and the population regularly triples during the summer months. Oban is a key economic centre for Argyll and Bute and demonstrates a reliance upon the Retail, Tourism and Transport sectors which account for almost 50 per cent of all employment within the town. The unemployment rate in Oban is slightly lower than that for both Argyll and Bute and Scotland a whole. The two per cent Job Seekers Allowance claimant rate for Oban in 2008 compares with 2.2 per cent for Argyll and Bute and 2.3 per cent for Scotland as a whole. Reflecting the importance of the Tourism sector, much employment within Oban is seasonal resulting in unemployment rising throughout the winter months and peaking above the national average between December and February. Seasonal peaks in unemployment are demonstrated in Figure 3.1 below. There has been a general downward trend in unemployment in Oban in recent years, with approximately 1.6 per cent unemployment in summer 2007 and 2.4 per cent in January 2008.
Figure 3.1 Oban Unemployment Rate
Source: The Oban Dossier, Argyll and Bute Council, July 2008
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The Scottish Census Results Online (SCROL) database was interrogated to determine travel to work modal shares within Oban. The resulting data is displayed alongside Scotland-wide data in Table 3.1 below: Table 3.1 Travel to Work in Oban (2001 data) Location Working Mode of travel to work Population Car / taxi / Train Bus/ Walking Cycling Other (excluding motorcycle Coach those who work from home) Oban 5,479 57% 6% 1% 1% 1% 33% Argyll 40,351 63% 5% 6% 22% 2% 3% and Bute Scotland 2,358,107 63% 4% 15% 15% 2% 3%
The mode share of car / taxi / motorcycle for travel to work by car is notably less in Oban than Argyll and Bute and Scotland. Bus travel, and walking mode share for Oban appear considerably less than Argyll and Bute and Scotland whilst the “other” category is significantly greater. Although some degree of the “Other” category is likely to be accounted for by fishing employment and ferry travel to work, it is considered unlikely that the bus, walking, cycling and other mode shares recorded reflect a true picture of travel within Oban due to the volume of responses in the “other” category. However, the lower mode share of car travel within Oban is backed up by car ownership statistics which suggest that just 63% of households in Oban population have access to a car, in comparison to 66% Scotland wide and 73% in Argyll and Bute.
3.2 Transport Networks Oban is a hub for CalMac ferry activities, providing a gateway to the Western Isles. Oban has a high level of connectivity to the major Scottish cities and beyond, due to links to the strategic road network and a rail link to Glasgow and Crainlarich (onwards to Fort William). In addition, numerous coach services link Oban to Scotland’s major cities and a sea plane provides an additional link to Glasgow. National Cycle Route 78 links Oban to Taynuilt and beyond. Strategic links are illustrated in figure 3.2 and detailed in the following sections.
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Figure 3.2 Strategic Links
Figure 3.3 Ferry Links 3.3 Ferry Links CalMac provide ferry links between Oban and the Isle of Mull, Tiree, Coll, Colonsay, Lismore and the Outer Hebrides. Details of these links are provided in Tables 3.2 and 3.3 overleaf
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Table 3.2 Oban Ferry Links Winter Timetable Winter Timetable Frequency (services per day) First Service Last Service
Island Route Mon Tue Wed Thur Fri Sat Sun Lismore Oban – Lismore 4 4 4 4 4 4 2 MON to FRI 0650, MON to SAT 1700, SAT 0800, SUN 1000 SUN 1500 Lismore – Oban 4 4 4 4 4 4 2 MON to FRI 0745, MON to SAT 1850, SAT 0900, SUN 1100 SUN 1650 Mull Mull 3 5 3 3 4 5 3 MON to SAT 0800, MON, WED and THUR 1600 , Oban – Craignure SUN 1000 TUE and SUN 1800, FRI and SAT 2145 Craignure - Oban 3 5 3 3 4 5 3 MON 0800, MON, THUR and SAT 1800 , TUE, WED and FRI 0900, TUE, FRI and SUN 1900 SAT 0700, SUN 0900 Coll Oban – Coll - 1 - 1 - 1 - THU, THUR and SAT 0645 Coll – Oban - 1 - 1 - 1 1 THU, THUR and SAT 1155, - SUN 1130 Tiree Oban – Tiree - 1 - 1 - 1 - THU, THUR and SAT 0645 Tiree – Oban - 1 - 1 - 1 1 THU, THUR and SAT 1050, - SUN 1025 Castlebay Oban – Castlebay - 1 - 1 - - 1 TUE and THUR 1530, SUN - 1500 Castlebay – Oban 1 - 1 - 1 - - MON and WED 0915, FRI 1520 - Lochboisdale Oban – - 1 - 1 1 - 1 TUE and THUR 1530, FRI 0830, - Lochboisdale SUN 1500 Lochboisdale – 1 - 1 1 1 - - MON and WED 0730, THUR - Oban 2300, FRI 1335 Colonsay Oban – Colonsay 1 - 1 - 1 - - MON and WED 1200, FRI 1000 - Colonsay – Oban 1 - 1 - 1 - - MON and WED 1440, FRI 1240 -
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Table 3.3 Oban Ferry Links Summer Timetable Summer Timetable Frequency (services per day) First Service Last Service
Island Route Mon Tue Wed Thur Fri Sat Sun Lismore Oban – Lismore 4 4 4 4 4 5 2 MON to FRI 0650, MON to FRI 1700 SAT 0800, SUN 1100 SAT 2145, SUN 1500 Lismore – Oban 4 4 4 4 4 5 2 MON to FRI 0835, MON to FRI 1850, SAT 0950, SUN 1250 SAT 2050, SUN 1650 Mull Oban – Craignure 6 7 7 7 7 7 5 MON 0700, TUE to FRI 0745 MON, TUE, THUR, FRI and SAT 0730, SUN 0950 SUN 1800, WED and SAT 2000 Craignure - Oban 6 7 7 7 7 7 5 MON 0800, MON to SUN 1900 TUE, THUR, FRI and SUN 0845 THUR 0645, SAT 0700 Coll Oban – Coll 1 1 - 1 1 1 1 MON 0800, TUE 1500, THUR - 0830, SAT 0700, SUN 0900 Coll – Oban 1 1 - 1 1 1 1 MON 1335, TUE and FRI 1035, - THUR 1935, SAT 1220, SUN 1420 Tiree Oban – Tiree 1 1 1 1 1 1 1 MON 0800, TUE 1500, WED - 0600, THUR 0830, FRI 0600, SAT 0700, SUN 0900 Tiree – Oban 1 1 1 1 1 1 1 MON 1225, TUE 1900, WED and - FRI 0935, THUR 1830, SAT 1115, SUN 1315 Lochboisdale Oban – - 1 - 1 - 1 1 MON, THUR and SUN 1540, - Lochboisdale SAT 1815 Lochboisdale – 1 1 1 1 MON 0730, WED and FRI 0900, - Oban SAT 1350 Castlebay Oban – Castlebay 1 1 1 2 1 1 1 MON, TUE, SAT and SUB 1540, THUR 1540 WED 1340, THUR 0830 Castlebay – Oban 1 1 2 1 2 - 1 MON, TUE, SUN 0920, WED WED and FRI 1850 and FRI 0700, THUR 1530, Colonsay Oban – Colonsay 1 - 1 1 1 - 1 MON and FRI 1700, TUE 0750, - WED 1530, THUR 0900, SUN 1730
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Colonsay – Oban - 1 1 1 1 - 1 TUE 0750, WED 1145, THUR - 1155, FRI 1935, SUN 2005 Port Askaig Oban – Port Askaig - - 1 - - - - WED 1530 - Port Askaig - Oban - - 1 - - - - WED 1015 -
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It is evident from Tables 3.2 and 3.3 that the Islands of Mull and Lismore are the most frequently served from Oban, with the inner and outer Hebrides least frequently served. Friday is the busiest day for summertime sailings to and from Oban with 15 departures and 15 arrivals. There are approximately 190 sailings to/from Oban every week during the peak of the summer.
3.4 Rail Services Oban is served by direct trains from Glasgow (Queen Street station) with a journey time of approximately three hours. During the winter months, there are three services per day (Monday to Saturday) and two services on Sunday. During the summer months, there are three direct services per day (Monday to Friday) with four services on Saturday and three services on Sunday. Rail service details are further illustrated in Tables 3.4 and 3.5 below.
Table 3.4 Rail Services (Winter Timetable) Winter Frequency (services per day) First Service Last Service Timetable Route Mon Tue Wed Thur Fri Sat Sun Glasgow – 3 3 3 3 3 3 2 MON SAT MON to SAT Oban 0821 1821 SUN 1220 SUN 1700 Oban - 3 3 3 3 3 3 2 MON to SAT MON to SUN Glasgow 0811 1811 SUN 1211
Table 3.5 Rail Services (Summer Timetable) Summer Frequency (services per day) First Service Last Service Timetable Route Mon Tue Wed Thur Fri Sat Sun Glasgow – 3 3 3 3 3 4 3 MON to SAT MON to SAT Oban 0821 1821 SUN 0955 SUN 1820 Oban - 3 3 3 3 3 4 3 MON to SAT MON to SUN Glasgow 0811 1811 SUN 1211
A number of the above services provide connections to and from Ferry services at Oban. These connections are included in CalMac timetables.
3.5 Bus / Coach Services Coach Services For the purposes of this report, Coach services are defined as limited stop, intercity services and Bus services are defined as local services. The vast majority of coach services to / from Oban are currently marketed by Scottish Citylink, with many services operated under franchise by West Coast Motors. Strategic coach links to and from the Oban Transport hub are detailed in Tables 3.6 and 3.7 below.
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Table 3.6 Coach Services – Winter Timetable Winter Frequency (services per day) First Last Timetable Service Service Route Mon Tue Wed Thur Fri Sat Sun Stirling – 1 1 1 1 1 - - 09.10 - Oban* Oban – 1 1 1 1 1 - - 1315 - Stirling* Glasgow – 3 3 3 3 3 3 2 0830 1300 Oban** Oban – 3 3 3 3 3 3 2 MON to 1815 Glasgow** SAT 0745 SUN 1245 Fort William – 2 2 2 2 2 2 - 1145 1830 Oban Oban – Fort 2 2 2 2 2 2 - 0840 1640 William *Services between Stirling and Oban depart and terminate at Livingston and are operated by Blue Bus ** Includes Services which require a changeover at Tyndrum
Table 3.7 Coach Services – Summer Timetable Winter Frequency (services per day) First Last Timetable Service Service Route Mon Tue Wed Thur Fri Sat Sun Stirling – 1 1 1 1 1 - - 09.10 - Oban* Oban – 1 1 1 1 1 - - 1315 - Stirling* Glasgow – 7 7 7 7 7 7 6 MON to 1800 Oban** SAT 0830 SUN Oban – 8 8 8 8 8 8 7 MON to 1815 Glasgow** SAT 0745 SUN 0910 Fort William – 4 4 4 4 4 4 - 0945 1830 Oban Oban – Fort 4 4 4 4 4 4 - 0840 1640 William Dundee – 2 2 2 2 2 2 2 0915 1615 Perth – Oban Oban – Perth - 2 2 2 2 2 2 2 0910 1710 Dundee *Services between Stirling and Oban depart and terminate at Livingston and are operated by Blue Bus ** Includes Services which require a changeover at Tyndrum
Tables 3.6 and 3.7 illustrate the multiple coach connections to Oban. The most frequent services run between Oban and Glasgow and Oban and Fort William. During the summer months, coach services are most frequent on weekdays with 17 services into Oban and 18 services out of Oban per day. At the peak of summertime, there are 229 coach services to / from Oban per week. For Summer 2009, there will be one departure less [Monday to Saturday] on the Oban-Fort William service and an additional Summer only Citylink service will be provided from Edinburgh to Oban daily departing Edinburgh at 0805 and returning from Oban at 1510. Coach – Ferry connections are not displayed in CalMac timetables although interchange does take place.
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Local Bus Services Local bus services within Oban are operated by West Coast Motors. Figure 3.2, taken from the West Coast Motors website, illustrates the local bus network within Oban.
Figure 3.4 West Coast Motors Local Bus Network
Source: West Coast Motors: http://www.westcoastmotors.co.uk/ As Figure 3.4 illustrates, the main routes through Oban are well served by the local bus network. All services stop at the bus station which facilitates interchange with other public transport modes.
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3.6 Strategic Road Links Figure 3.5 illustrates strategic road links to Oban. The A85(T) runs through the centre of Oban, along the seafront, exiting northwards as Dunollie Road. It does not extend to the ferry terminal, which is therefore not served by a trunk road. The A85(T) provides an east-west route across Scotland, creating a direct link between Oban and Perth. Within Argyll and Bute, the larger settlements served by this route include: Dunbeg; Connel; Taynuilt; and Dalmally. The A85(T) connects with the A828 at Connel to provide links northwards to Fort William and onward to Inverness. Approximately 2km to the west of Dalmally, the A85(T) connects with the Figure 3.5 Strategic Road Links A819 which provides links to Inveraray. At Clifton, the A85 joins the A82 for a short stretch providing links to Glasgow. Connections with the A84 at Lochearnhead provide links to Stirling and Edinburgh. In addition, the A816 runs southwards from Oban, providing links to Lochgilphead and onwards to Campbeltown.
3.7 Existing Passenger Demand Passenger demand figures have been supplied by Citylink and ScotRail. This information is confidential in nature and is therefore explored in a qualitative manner. Table 3.8, details the percentages of passenger demand derived from the national concessionary fares scheme.
Table 3.8 Coach Passenger Demand Route Summer 2006 Summer 2007 Summer 2008 Percentage Percentage Percentage Concessionary Concessionary Concessionary Travel Travel Travel Oban – Fort 29% 30% - William Oban – Perth – 47% 45% 53% Dundee Oban - - 38% 78%1 Glasgow
Overall patronage figures for recent years fluctuate due to competing services and timetable / service frequency changes. However, Table 3.8 demonstrates a trend of increasing numbers of concessionary fare paying passengers. Citylink noted that the introduction of a nation-wide concessionary fares policies has had a major impact upon demand for their services. For routes where robust data is available, Citylink passenger figures suggest an average of 40% of their 2008 patronage is derived from concessionary fares. Unfortunately, due to competition and additional duplicating services, robust passenger data is not available for Oban to Glasgow services which are Citylink’s most frequent services throughout the summer months.
1 This figure is likely to be distorted as a result of competing services.
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ScotRail report annual patronage of approximately 110,000 passengers on services to / from Oban. Approximately 72,000 of these travel to / from Glasgow, with the remainder travelling to a range of destinations across Scotland and the UK. ScotRail note that integrated rail / ferry ticketing is available through Oban, but it is not well advertised. This is reflected in the low usage of these tickets, with just 470 tickets to Craignure sold from network rail stations in the previous year, and less than 100 to Castlebay and Lochboisdale 2
3.8 Existing Modal Splits:
Ferry surveys conducted in 2008 as part of the Scottish Government’s Ferries Review provide a snapshot of transport modes used by ferry passengers to access the ferry terminals at each end of their ferry journey. On board interviews were conducted on one weekday and one weekend for each route. The modal split of ferry travel between the Western Isles and Oban is displayed in Table 3.9 below: Table 3.9 Modal Split of Travel to / from Oban Ferry Terminal Mode of Island Origin / Destination Travel (to / Mull Coll / Castlebay / Port Colonsay Kennacraig from Oban Tiree Lochboisdale Askaig Ferry Terminal) Car – 42% 38% 69% 67% 75% 76% Taken on Ferry Car – 11% 25% 4% 0% 0% 0% Parked at Terminal Car – 3% 18% 6% 6% 0% 6% Dropped off / picked up Bus / 16% 1% 4% 0% 0% 6% Coach Taxi 0% 1% 0% 6% 0% 6% Train 1% 3% 4% 6% 0% 6% Cycle 1% 0% 0% 6% 13% 6% Walk 26% 13% 2% 6% 13% 6% Goods 0% 0% 11% 0% 0% 0% Vehicle – Taken on Ferry
As Table 3.9 illustrates, for all routes the vast majority of passengers drive to / from Oban ferry terminal, and take their cars on the ferry. A significant proportion of passengers travelling to Mull and Coll / Tiree park their cars at Oban Ferry Terminal and travel onwards as foot passengers. This suggests a requirement for the provision of secure, long-stay parking areas within Oban. Significantly more people undertake multi-modal journeys utilising bus / ferry connections than those utilising rail connections. This is particularly prevalent for journeys to / from Mull where 16% of passengers travel to / from Oban by bus. Access to and from the ferry
2 Source: ScotRail
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terminal by foot is most important for Mull and Coll / Tiree services where 26% and 13% of passengers respectively walk to / from the terminal. Table 3.10, below explores the relationship between modal split of travel via Oban Ferry Terminal and journey origin / destination. It must be noted that many the survey entries were incomplete or incorrect, therefore the following analysis is based upon limited sample sizes.
Table 3.10 Modal Split and Origin / Destination Mode of Travel (to / Journey Origin / Destination from Oban Ferry Oban Mainland UK Inter-Island trips via Terminal) (Excluding Oban) Oban Car – Taken on Ferry 28% 64% 50% Car – Parked at 34% 14% 8% Terminal Car – Dropped off / 6% 6% 0% picked up Bus / Coach 0% 8% 17% Taxi 3% 0% 0% Train 3% 6% 0% Cycle 0% 0% 8% Walk 25% 0% 17% Goods Vehicle – 0% 3% 0% Taken on Ferry
Table 3.10 illustrates the relationships between journey length and travel mode choice. The most striking example of this is walking, which accounts for one quarter of trips made between Oban and the Western Isles, and none of trips between the Western Isles and the mainland UK, (beyond) Oban. Trips to / from the UK mainland, and inter-island trips have the highest share of passengers taking their cars on the ferry and trips between Oban and the Western Isles have the greatest share of passengers parking at the ferry terminal and continuing their journeys on foot.
3.9 Summary Oban is the third largest town within Argyll and Bute, with a resident population of some 8,000 people, which regularly triples during the summer months. Oban provides a gateway to the Western Isles, as the primary hub for CalMac ferry services. Strategic road and rail links converge at the Oban Transport Hub which has a throughput of some 1.4 million passenger journeys per annum. Frequent long-distance coach services terminate at the Oban Transport Hub, complementing local bus services. Oban Transport Hub is therefore a heavily trafficked multi-modal interchange of regional, if not national, importance. The majority of trips to / from Oban ferry terminal are made by private cars which are taken on the ferries. The next largest proportion of trips are made by foot, followed by passengers parking at the ferry terminal and proceeding as foot passengers.
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4 Consultation
Scottish Transport Appraisal Guidance, (STAG) details the importance of consultation: “Participation and consultation are key elements of a STAG study and should ensure the interests of stakeholders are considered in an inclusive, open, transparent and appropriate manner.” STAG sets out the requirements and the benefits of participation and consultation and provides details on scope and methods for this element of an appraisal. The strategy for participation and consultation during development of the Oban Transport Hub proposals was based upon the following attributes:
Encouraging ‘shared ownership’ of the work being undertaken; Being open so that those taking part understand the process and can see how their views are being taken into account; Being proportionate in relation to the identification of the transport problems to be addressed and the transport opportunities to be undertaken; Commencing as early as possible in the process and continuing throughout to maximise stakeholder confidence in the process as it develops and to reach consensus, as far as possible, on outcomes; Involving stakeholders both in the identification of problems and opportunities, and the development and assessment of solutions; and Providing feedback to contributors wherever possible.
This Chapter will set out an overview of the consultation process which has informed this appraisal.
4.1 Consultation Overview Consultation for this study was carried out through two stakeholder workshops, held at Oban Ferry Terminal on January 12 th and March 3rd 2009. Representatives from transport operators and associated infrastructure bodies, local businesses, local and regional authorities and other Oban Port representatives were invited to the workshops. A full list of the organisations invited to the workshops is displayed in Table 4.1 below. Table 4.1 Workshop Attendance Organisations Invited: Attendance at Attendance at Workshop 1 Workshop 2 Argyll and Bute Council HITRANS Citylink Caledonian Macbrayne Northern Lighthouse Board Oban Taxi Operators Association Network Rail BP Fuels Ltd Shopmobility
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Oban Chamber of Commerce West Coast Motors ScotRail Caledonian Maritime Assets Ltd Waterfront Restaurant and Bar Transport Scotland
Where invitees were unable to attend the stakeholder workshops, they were invited to make their representations individually, either in face to face meetings or by telephone conversations. In the case of workshop 1, face-to-face meetings were held with ScotRail and West Coast Motors. Minutes of the workshop were sent to all attendees, plus Oban Chamber of Commerce and Waterfront Restaurant and Bar, and comments were invited. Oban Community Council have also been invited to comment.
4.2 Stakeholder Workshop 1 The initial stakeholder workshop was focused upon the aims of participation and therefore began with a “blank sheet.” The primary objectives of the initial consultation exercise were to obtain stakeholders views on the issues affecting interchange between transport modes, constraints to improving interchange and options for improving interchange. The consultation process also aimed to raise awareness, interest and understanding of the study amongst stakeholders, and build support where possible. The presentation given at workshop 1 is included in Appendix A, along with minutes of the workshop. This consultation workshop resulted in the identification of problems and opportunities which are explored within Chapter 5.
4.3 Stakeholder Workshop 2 Following the initial workshop, a range of options were developed and split into their component parts for presentation at workshop 2. Option drawings, accompanied by a brief explanatory note, were provided to all stakeholders prior to the workshop. At the workshop, option components were discussed, both as individual elements and as potential combinations. The aim of this workshop was to obtain opinions from all stakeholders as to which option components were considered desirable, feasible, practical and cost effective. In addition, stakeholders were encouraged to “cherry pick” and combine components to develop enhanced options. The presentation given at workshop 2 is included in Appendix B, along with minutes of the workshop. Options discussed at workshop 2 are described in Chapter 6
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5 Problems and Opportunities
5.1 Introduction A number of issues affecting interchange, and opportunities for improvements, have been identified through a review of previous studies and a stakeholder consultation workshop. This Chapter will discuss the key problems and emerging opportunities for interchange at Oban. Findings emerging from the initial consultation exercise suggest that traditionally one of the most significant interchange activities at Oban was between rail and ferry services, however concessionary fares have resulted in recent increases in demand for coach travel and recent ferry surveys indicate a greater degree of interchange between coach / bus and ferry than rail and ferry. In addition, it is important to consider interchange between all modes at the transport termini: bus; coach; rail; ferry; taxi; walking and cycling. Figure 5.1 illustrates the existing situation at the Oban transport termini. Figure 5.1 Oban Transport Termini – Existing Situation
5.2 Taxi Operations There is an existing taxi rank at the northeast of the transport hub, accessed from Station Road (see Figure 5.1.) The taxi rank is located within a circulatory carriageway, off the main road, in which 17 taxi spaces are provided. The taxi rank is adjacent to both the rail and bus stations, permitting efficient interchange between these modes. The rank is uncovered and there are no covered waiting areas provided for passengers. Seats are available in the vicinity, however there is no seating provision for passengers waiting at the
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head of the rank. Consultation findings suggest that the taxi rank is currently overcrowded and that taxis can be forced to wait within the adjacent bus bays. There are 17 taxi spaces available and 47 licensed vehicles in the Oban area. The proximity of the taxi rank to the town centre was considered to be beneficial to taxi operations.
5.3 Rail Operations The railway station is situated at the northeast end of the transport hub, adjacent to the taxi rank and within close proximity to the bus station. The rail station is a medium size building providing a retailing (food and drink) and ticket sales facility. Station users are directed to the ferry terminal for access to public toilets. Double tracked railway extends to the south west from the rail station and currently forms the landward boundary to the Oban Transport Hub. There is a platform on either side of the rail tracks however, due to signalling arrangements, passengers are required to board and alight on the landward platform only. There are three sidings to the northwest of the mainline. In addition to the regular train services as described in Chapter 3, Oban train station is also used by Charter Trains such as the Northern Belle throughout the summer months. There is a small rail station car park (approximately 40 spaces) adjacent to the ferry terminal which is accessed via the main pedestrian route from the rail station. Anecdotal evidence suggests that delays to train services arriving in Oban result in passengers missing ferry connections to the Western Isles. Consultation findings note that the last train departure from Oban on a weekday has been moved forward by nine minutes from 1820 to 1811. This leaves 26 minutes for passengers departing the 1700 sailing from Craignure (Mull) to board the train. Under normal operating conditions this interchange time would be sufficient, however accumulating delays to ferry services can result in passengers missing the last train from Oban. ScotRail noted that the rail timetable is dictated by single track working and signal block token changeovers and that there is little scope to change this within the existing timetables. Signage from the rail station to the ferry terminal is very poor, and land uses surrounding the route are not conducive to the expectations of a major pedestrian thoroughfare. Signalling arrangements result in trains requiring to decant passengers on the landward platform which inhibits passenger’s view of the ferry terminal and extends the walking distance to the terminal. There are currently 3 sidings at Oban Station. The longest siding, which is approximately 300m long, is a turnout off the main running line and then there are 2 further turnouts within the sidings area creating 2 shorter sidings, one approximately 190m long and the other approximately 130m long.
A schematic showing the layout of the sidings is shown below;
Current Usage and Removal of Sidings
Consultation was undertaken with Network Rail (Mark Quinn) initially to determine the current usage of the sidings and to investigate whether there was a possibility of removing them. The
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sidings occupy a large area behind Oban Ferry terminal and their removal would allow a number of options to be considered to improve interchange.
Network Rail indicated that the sidings are leased by DB Schenker (formerly EWS) Rail Freight. Further consultation was undertaken with DB Schenker (David Murray and David Cross) and it was confirmed that the current usage was very low.
However the longer siding directly behind the north platform of Oban Station is occasionally used for stabling the ScotRail Sleeper, Northern Bell and the Royal Scotsman so Network Rail / ScotRail would be reluctant to ever remove this siding.
Since the current usage on the outer two shorter sidings is low there may be a possibility of removing these two sidings. Network Rail would have to submit a Network Change for closure of these sidings and there would be a period of 30 days for objections. Following resolution of any objections the sidings would then be closed. Previous meetings between Robert Little (Network Rail) and other stakeholders including Argyll and Bute Council, HITRANS and CalMac indicated that Network rail would be willing to undertake this action once a utilisation plan for the area had been drawn up.
National Delivery Strategy (NDS)
Previous consultation with Network Rail indicated a strong possibility that the outer two sidings could be closed. However, at the first stakeholder workshop, Network Rail noted that there is a current National Delivery Strategy (NDS) being put in place for next year that requires all the sidings at Oban to remain operational. This project is to rationalise and improve the facilities for the maintenance, stabling, servicing and deployment of the Network Rail owned and contracted fleet of on-track plant and rail vehicles to meet industry needs over the next 25 years. There are a currently in excess of 1100 owned or leased sites being used for stabling and servicing of the on-track plant and rail vehicle fleet utilised in enhancements, renewals and maintenance. These sites offer different levels of facilities and are in many different states of repair. Network Rail are currently working on a two year plan in Scotland to deliver significant improvements to stabling and servicing facilities and the removal of redundant assets from the network (where applicable). The underlying principle of the project is to find the right number of the right type of siding facilities in the right location. As a result, all the sidings at Oban have been classed as required by NDS and therefore Network Rail are not prepared to consider closure of these sidings. The sidings at Taynuilt have also been classed as required by NDS.
5.4 Bus and Coach Operations Oban bus station is located on station road, at the northeast end of the Transport Hub. The main element of the bus station consists of a lay-by on the south side of the road (northbound) with four shelters provided for waiting passengers. There is also a small lay-by on the east side of station road with one bus shelter. Likewise for rail and taxi operations, the proximity of the bus station to the taxi rank and the rail station enhances interchange between these modes, however signage to the ferry terminal is poor.
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The location of the main element of the bus station, on the west of Station Road, results in passengers being decanted within the transport hub, with no major roads to cross to access other transport modes, however all services entering Oban on the A85 are required to traverse a congested roundabout at Argyll Square which impacts upon journey time reliability. Consultation findings suggest that it would be beneficial for passengers if coach services could decant in closer proximity to the ferry terminal, however integration with local bus services is also important. Proximity to the town centre is of primary importance to local bus services. Limited space and congestion at the bus station is cited as a problem affecting existing services. The bus station is currently used by all local bus services, in addition to long distance coach services, which require 10 to 15 minutes loading / unloading time. A separate drop off area, on Shore Street, is provided for tour coaches however drivers are not always aware of this and therefore often use the bus station. Taxis from the adjacent rank can spill-over into bus bays and the proximity of an ATM (cash machine) results in private vehicles parking within bus bays for short periods. It was also noted that the area around the bus station is a focus for pedestrian activity during the summer months and safety concerns regarding the junction with the taxi rank were raised. Town centre congestion was noted to cause problems for all services and can result in incoming passengers missing ferry connections.
5.5 Ferry Operations Oban ferry terminal forms the core of the Oban Transport Hub. The ferry terminal is situated to the west of the transport termini and two link- spans are available to the southwest of the terminal for boarding and alighting purposes. The ferry terminal is a large, impressive modern building which provides waiting and welfare facilities as well as ticket sales facilities. Caledonian Macbrayne also occupy office space on the second floor of the terminal. There is a large vehicle marshalling area to the southeast of the ferry terminal, which is accessed from Alma Crescent. Consultation findings suggest that limited space for vehicle marshalling is problematic for ferry operations. The construction of a second link-span has resulted in the loss of one vehicle marshalling lane, which reduced capacity for queuing vehicles whilst increasing capacity for ferry services. The introduction of a second link span reduced vehicle capacity by approximately 12 vehicles to the current accommodation for some 80 queuing vehicles and 8 commercial (articulated) vehicles. During the summer months, marshalling lanes can become saturated and vehicles arriving early for sailings may be turned away which contributes to congestion within Oban town centre. CalMac require vehicles to arrive a minimum of 30 minutes prior to departure, however many vehicles will arrive over an hour before departure. During the summer peaks, on Wednesdays and Thursdays, ferry departures could result in a theoretical maximum of 175 queuing vehicles. Some services can be delayed to maintain connections with late running train / coach services however services to Mull have connections with Bowman’s coaches on the Island which would be jeopardised by any delays in Oban. Bowman’s coaches in turn connect with ferry services from Fionnphort, Fishnish and Tobermory.
5.6 Pedestrians During consultation, West Coast Motors raised concerns regarding pedestrian safety in proximity to the bus station and the junction between the taxi rank and Queens Park Place. The taxi rank area is a hub for pedestrian activity during the summer months and a scene of pedestrian – vehicle conflicts. In addition concerns regarding pedestrian safety on the routes to the ferry terminal were raised, with pedestrians either passing through the rail station car park
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or along the waterside which is used by service vehicles for fishing vessels. Both pedestrian and vehicular activity is expected to increase in the landscaped / taxi rank area with the forthcoming pontoon development anticipated to cater for up to 60 leisure craft.
5.7 Cyclists Cycle stands are provided within the taxi rank, at the rail station and adjacent to the ferry terminal. National Cycle Route 78 extends from the east into the heart of Oban and links to the Ferry Terminal area. The route is on-road through Oban and there are no cycle priority measures in close proximity to the transport termini. There are safety issues associated with cyclists traversing busy roads to access the transport termini, which are exacerbated by on- street parking.
5.8 Parking Consultation findings suggest that parking is a problem in proximity to the transport termini. There is a high level of demand for parking in Oban and there are limited on-road spaces. There is a small (approximately 150 space) off street car park in proximity to the transport termini. On-street parking restricts the traffic flow and exacerbating congestion within Oban. In addition, there is a shortage of available long-stay parking for foot passengers in close proximity to the ferry terminal. There are two potential park and ride sites within Oban town centre, and one on the northern outskirts, adjacent to the A85.
5.9 Traffic Congestion within Oban town centre has been identified as a problem affecting bus, coach and taxi services and hampering access to the ferries. Congestion is exacerbated by limited parking within the town centre. It may be possible to construct a link road through the ferry terminal, joining Queens Park Place directly to Alma Crescent. The construction of this link would allow modifications to be made in Oban town centre which may favour non-drive through movements. Inadequate vehicle signage to the ferries was also identified as a problem. Northern Lighthouse Board noted that drivers are missing the right-turn from Alma Crescent into the ferry terminal. In addition, congestion caused by confused drivers stopping at junctions on Alma Crescent was highlighted.
5.10 Land Use Opportunities There is a significant area of land to the south of the railway line which is currently an underutilised car park and vacant bowling alley. (See figure 5.2) No tenants currently lease this land therefore there may be a possibility of purchasing this land for transport hub activities. However, it must be noted that the NHS are currently negotiating with the landlord to make use of part of the bowling alley, therefore this land may not be available in future. In addition, construction of the Oban Development Road will provide opportunities to reconfigure town centre transport and benefit interchange. There are also two underutilised sidings, which may provide potential opportunities.
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Figure 5.2 Land Use Opportunities
5.11 Summary This Chapter has identified the following Problems and Opportunities:
Taxi Operations - The existing taxi rank is overcrowded which can lead to vehicle overflow into the bus stances. The taxi rank currently provides 17 spaces. There are safety issues with pedestrian – vehicle conflicts in the taxi rank area and at the junction with Queens Park Place. Rail Operations - Signage from the rail station to the ferry terminal is very poor, and land uses surrounding the route are not conducive to the expectations of a major pedestrian thoroughfare. - Signalling arrangements result in trains requiring to decant passengers on the landward platform which inhibits passengers view of the ferry terminal and extends the walking distance to the terminal. - There are two currently underutilised sidings to the north west of the rail tracks, although these are now required for Network Rail’s National Delivery Strategy. Bus Operations - Limited space and congestion at the bus station is cited as a problem affecting existing services. The bus station is currently used by all local bus services, in addition to long distance coach services. Taxis from the adjacent rank can spill-over into bus bays and the proximity of an ATM (cash machine) results in private vehicles parking within bus bays for short periods. - There are safety issues with pedestrian – vehicle conflicts in the bus station area. Ferry Operations - There is limited space for vehicle marshalling which is problematic for ferry operations. The construction of a second link-span increased capacity for ferry services whilst decreasing vehicle marshalling space. - There is poor access for passenger uplift and drop-off Pedestrians
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- There are safety issues in proximity to the bus station and taxi rank, and at the junction between the taxi rank and Queens Park Place. There is a lack of controlled pedestrian crossing facilities in proximity to the transport termini, and there are significant walking distances between transport modes. In addition, pedestrian – vehicle conflicts occur on- route to the ferry terminal. Cyclists - There are safety issues associated with cyclists traversing busy roads to access the transport termini, which are exacerbated by on-street parking. Parking - There is a shortage of parking in proximity to the transport termini. In addition, there is a shortage of suitable long-stay parking for ferry foot passengers. - There are three potential park and ride sites within the Oban area. Traffic - Congestion within Oban town centre impacts upon road transport access to the transport termini. - There may be potential to construct a link road through the ferry terminal. This would provide the opportunity to re-work town centre routes to discourage through traffic.
The following Chapter will develop options to address the problems identified above.
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6 Option Development
It has been established that the four key modes of public transport; Ferry, Coach, Rail and Taxi terminate / decant in close proximity to each other. Pedestrians and Cyclists are also key, with a number of conflicts evident between the various modes. As detailed in Chapter 5, integration between these modes is not ideal and would benefit from improvement. This Chapter will explore potential options for improvement. It will detail a number of small-scale improvements which do not require any land-take / major works etc. The Chapter will progress to detail larger- scale physical options. As outlined in Chapter 5, one of the primary constraints to improving interchange within the Oban transport termini is a lack of available space. Therefore this Chapter will also consider options for increasing the amount of useable space within the terminus alongside interchange improvements that could be implemented as a result of the increased useable space. Led by the findings of the consultation exercises, the Chapter will conclude with a list of options which are considered feasible and will therefore be taken forward for appraisal.
6.1 Small Scale Options Improved Signage The limited amount and clarity of pedestrian signage between transport modes is noted as an issue in Chapter 5. There are three potential routes for pedestrians between the taxi rank / bus / rail station, each of which has safety implications and none of which are well signed. There are existing signs between the rail and coach terminus and the ferry terminal however these are not well placed and are not clearly visible. It is considered that the promotion of one thoroughfare could improve pedestrian safety and increase potential for urban realm improvements. Signage improvements could include:
Traditional, directional signposts; painted lines on the ground / “footprints” leading to different travel modes as indicated by colour / texture.
In addition, it may be possible to provide covered walkways between transport modes.
Chapter 5 also identifies vehicle signage as an issue, where ferry traffic is unable to locate the marshalling area. Potential improvements could include the provision of a new sign at the junction between Alma Crescent and Albany Street and road markings on Alma Crescent adjacent to the turn-in for the ferry marshalling yard. There may be a need for a wider area signage strategy to improve the situation, however this is beyond the remit of this study.
Timetabling / Ticketing Problems with missed connections, particularly between rail and ferry where timetables display connecting services, were raised during consultation. Potential improvements would include:
Timetable modifications to improve interchange; Integrated ticketing and passenger facilities to improve interchange and reduce passenger delays when transferring between modes; Track / signal alterations to allow trains to decant on the seaward platform reducing walking distances between rail platforms and the ferry terminal. (It is recognised that this option would entail significant costs and require a degree of engineering works.)
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6.2 Off-Site Options Lack of available space was considered to be one of the primary constraints to improving interchange at the termini. A number of off-site options which could increase the availability of useable land within the transport hub have been identified. These include:
Park and Ride to alleviate parking problems and congestion within Oban town centre. Provision of secure, long-stay park and ride for ferry (foot) passengers to alleviate parking problems and congestion at the transport hub; Relocation of CalMac crew parking to provide additional marshalling space. CalMac crew parking would require either to be located in close proximity to the ferry terminal, or to be provided with shuttle buses to the ferry terminal. Relocation of Rail station parking to free up space within hub. ScotRail would have a duty under their franchise agreement to provide the same number of parking spaces as currently exist. Off-site marshalling to free up space within the existing marshalling area. Off-site marshalling may also provide the opportunity to increase available marshalling space; and Relocation of the existing taxi-rank and / or bus station to free up space at the landscaped area;
6.3 Physical Options to Increase Space within the Hub There are several physical options which could free up significant amounts of space within the transport hub.
Relocation of BP Fuels Depot. The depot would require to remain in close proximity to the link-span. Use of site to the south of the rail tracks (The area currently occupied by John Anderson House and the bowling alley) – this could be used to accommodate: - Rail Station parking; - Bus / Coach drop-off; - Taxi drop-off; - Off-site marshalling. A footbridge link could be provided to connect this site directly to the ferry terminal. Direct pedestrians routes could also be provided to the (landward) rail platform and to the rail station via a route behind the bowling alley.
Removal of rail sidings to free up space within the hub. The space currently occupied by the underutilised railway sidings could be used to increase marshalling space or to permit the provision of a link road through the terminal, without encroaching into the existing marshalling area; Use of green space adjacent to Alma Crescent. This could be used for road widening to formalise on-street parking and ease the passage of HGVs; Relocation of rail station to the southwest, along the existing tracks to bring it in closer proximity to the ferry terminal. The space created may enable coaches / taxis to drop off / pick up passengers in closer proximity to the ferry terminal; and Removal of rail station building and combination of facilities within ferry terminal. This option may require the provision of a footbridge linking the landward rail station platform with the ferry terminal. Removal of the station building may permit coaches / taxis to decant passengers in closer proximity to the ferry terminal. As an alternative, the existing rail station building could be used to house Shopmobility operations or as a general retail outlet / tourist office etc.
6.4 Option Sifting The options listed in this Chapter were presented for consideration at the second stakeholder workshop. As a result of discussions at this workshop the following options will not be taken forward for appraisal:
The provision of a link road through the Ferry Terminal (with off-site marshalling); Two options to enable link road provision were discussed, one was to move vehicle marshalling off-site and the other was to use the area currently occupied by the rail sidings.
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Stakeholder consultation revealed that off-site marshalling was not considered to be practical. In addition, concerns were raised about the congestion impacts upon Oban town centre of operating vehicle convoy systems at ferry departure times. The provision of a one-way link road to the east of the ferry terminal. Concerns were raised at the consultation workshop regarding the lack of available space for bus / coach drop off, the potential impact of this route on servicing for fishing vessels and pedestrian and vehicle congestion that may occur on this link as a result of the pontoon development.
Options to be appraised include:
Basic Signage options; Relocation of the rail station car park; Relocation of bus / coach / taxi facilities; Combination of Rail, Bus and Ferry passenger facilities; Widening of Alma Crescent; Relocation of CalMac crew parking; Park and Ride Provision; Vehicle signage improvements; Use of the Seaward rail platform; Provision of a link road through the Ferry Terminal (using rail sidings area); and Provision of additional marshalling space (using rail sidings area.)