Feasibility Study for Mountain Bike Trails Kinblethmont ... · demand for, and feasibility of the future mountain biking facilities at the predetermined location. 1.1.2 This document

Feasibility Study for Mountain Bike Trails

Kinblethmont, Arbroath

For Angus Council

Quality Management

Quality Management

Job No CS/062813-03 Project CS/062813-03 Location Architrail Server – Bristol, Capita Carlisle: T Drive Title MTB Study Kimblethmont Estate

Document Ref MTB_A 2 Issue / Revision 001

File reference T:\ CS/062813(s)

October September 2013

Prepared by 1 James Daplyn Recreation Consultant

Signature (for file)

Prepared by 2 Edward Wright

Trail Designer Signature (for file)

Prepared by 3 Tom Macdonald


Authorised by Tom Macdonald


Revision Status / History

Rev Date Issue / Purpose/ Comment Prepared Checked Authorised

01 01/08/13 Created JD - -

02 02/10/13 Edited and additions EW JD TM

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Contents

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Contents

1! Introduction 1!1.1! Project Introduction 1!1.2! Project Rationale 1!1.3! Project Development Team 2!

2! Site Development Appraisal 4!2.1! The Development Site 4!

3! Strategic Development Influences 6!3.1! Existing Off Road Cycling Areas Facilities (External) 6!3.2! Developing Mountain Biking in Scotland (DMBINS) 9!3.3! Existing Population 11!3.4! Existing Cycling Community 12!3.5! Local and National Development Policy 14!

4! Off Road Cycling Market and Trends 18!4.1! The UK Cycling Market 18!4.2! UK Off-Road Cycling Market 19!4.3! Scottish/Regional Market Trends 21!4.4! Trail Grades 22!

5! Conclusions of the Feasibility Study 25!5.1! Conclusions from the feasibility study: 25!

6! Site Assessment and Recommendations 27!6.1! Introduction 27!6.2! Trail Types and Layout 29!6.3! Skills Trails 30!6.4! Pump Track 31!6.5! Dirt Jump Area 32!6.6! Car Parking 32!6.7! Fencing 33!6.8! Construction 33!6.9! Strip and Fill 33!6.10! Machinery 34!6.11! Trail Formation 34!6.12! Drainage 36!

Contents

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6.13! Vegetation 36!6.14! Felling 36!6.15! Fall Zones 38!6.16! Demarcation 38!6.17! Trail Features (TTFs) and Trail Flow 39!6.18! Trail Grades 41!6.19! Landscaping 42!6.20! Signage and Interpretation 42!6.21! Timings 46!6.22! Access 46!6.23! Site Compounds 46!6.24! Risk 46!6.25! Health and Safety/CDM 47!6.26! Trail Marking 47!6.27! Utilities 47!6.28! Costs for Project Implementation 47!6.29! Construction 48!6.30! Maintenance 49!6.31! Ranking Table 50!

7! Estimated Use and Revenues 51!7.1! Estimated User Numbers 51!7.2! Benefits to Local Community 52!

8! Next Steps 54!

Appendix 56!

Kimblethmont Estate _MTB trail

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1 Introduction

1.1 Project Introduction

1.1.1 This document has been prepared to examine the feasibility of a future off-road cycling facility on the Kinblethmont Estate, near Arbroath. This document will provide a basic appraisal of the demand for, and feasibility of the future mountain biking facilities at the predetermined location.

1.1.2 This document has been written in line with the development brief provided by Angus Council

and the Angus Mountain Bike Trails Association (AMBTA) for a basic feasibility study to support future developments and funding for the site.

1.2 Project Rationale

1.2.1 This project has its roots in a European Rural Development Fund (ERDF) project which is lead by Angus Council and includes partners from the east of Scotland including representative bodies from Aberdeenshire, Angus, Fife, Royal Deeside, Perth & Kinross and East Lothian.

1.2.2 The ERDF project aims to develop four strategic work packages or ‘themes’ which govern the

growth of new projects and facilities which improve rural tourism in the region. The four themes are golf, outdoor activity, food & drink, and ancestral tourism.

1.2.3 Within the ‘outdoor activity’ theme, Angus Council has identified mountain biking facilities as a

development area and, alongside the Angus Mountain Bike Trail Association and a local landowner, has identified a small area within the site of Kinblethmont Estate as a potential site for future developments.

1.2.4 Together, the Angus Mountain Bike Trails Association (AMBTA) and Angus Council have

commissioned Architrail Ltd. and Capita Symonds ltd to undertake a study which will examine the need and use of the facility and propose a development option and steps to deliver the development.


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1.3 Project Development Team

1.3.1 The Client Team

1.3.1.1 Angus Council

Angus Council are overseeing the project from a strategic view point and are administering the financial arrangements with the European Rural Development Fund as well as providing advice and administration role for the AMBTA. The Council is supportive of the MTB developments which fit with the aims of its Community Learning and Development Service and active lifestyle programmes.

1.3.1.2 Angus Mountain Bike Trails Association (AMBTA)

The AMBTA are a very active group of volunteers who are driving the creation and promotion of mountain biking facilities in the Angus area. The club have the following guiding objectives for its operation and development:

• Creation of facilities for all that encourage all types of mountain biking and other outdoor

activities; • Creation / promotion of a network of trails throughout Angus and the surrounding areas; • Creation / promotion a plan to encourage more participation in mountain biking and other

outdoor activities; • Support / promotion of projects that involve community groups and partnerships promoting

healthy living for all; • Support / promotion of projects to develop opportunities to allow people to learn about the

region, land, environmental and access issues.

The group have already developed ideas for a trail centre in the region and are central to the development of beginner riders in particular. The club has approximately 420 riders (of which 53 are female) who are from across Scotland but mainly live within Angus and are based within the major populations of Aberdeen, Arbroath, Blairgowrie.

1.3.1.3 Kinblethmont Estate

The Kinblethmont Estate is the landowner for the development site. The mixed country estate has diversified in recent years to attract tourists through the provision of accommodation and activities within its grounds. The estate views the addition of a MTB skills area to be a fit with its existing offering and a mechanism for attracting future footfall and revenue.

(Please see section 2.1.2 for further details)


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1.3.2 External Consultancy Team

1.3.2.1 Architrail have over 12 years experience of mountain bike track design and construction. The company has used stages such as the UCI Mountain Bike World Cup and the Beijing Olympics to research and develop the art of trail building. The company is well known for its creative ability to produce imaginative lines whilst keeping rider safety paramount. Having recently based itself back in the UK, Architrail aims to collate its total mountain biking experience with forward thinking business practices in order to raise standards on the UK’s trails.

1.3.2.2 Capita Symonds provide specialist planning, design, consultation and strategic recreational management expertise for the project. They are one of the largest, multidisciplinary consultancies in the UK, within which the Countryside and Heritage Management Service (CHMS), based in Carlisle, providing specialist input into a wide variety of access and recreation based projects. In particular they have worked on numerous off-road cycling projects from large trail centres to small skills areas within feasibility, development and planning and design roles.


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2 Site Development Appraisal The following is a review of the internal and external influences on the proposed development.

2.1 The Development Site

2.1.1 Development Site Description

2.1.1.1 The development site is situated on the Kinblethmont Estate approximately 4km north of Arbroath in the east of Scotland. The development site is within a flat area of mature woodland (named Magungie Wood) which is approximately 60 metres by 190 metres with well spaced mature broadleaf trees. The site has been identified by Kinblethmont Estate managers as being most suitable for development, taking into account other Estate activities. Lying on the South West boundary, the site borders the B965 on one side and a large field on the other.

Figure 01: Site Location

2.1.1.2 It is suggested that the site may be accessed by vehicle from the B965 via a separate access which would require a new car parking location within the woodland. The site may be accessed by bike from a core path/rural trail on the St Vigeans Way which joins Arbroath and Letham Grange. A Bus Stop is also adjacent to the site.

2.1.2 Land Management

2.1.2.1 The Kinblethmont Estate is a mixed country estate which combines traditional land management including shooting/country sports, forestry and farming covering 3000 acres. The topography is relatively low lying with a few small hills. The estate’s main house is also


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promoted for tourism and the wider estate hosts holiday cottages which draw visitors to the area.

Figures 02 and 03: The Kinblethmont Estate Main House and Holiday Cottage

2.1.2.2 The estate is well known for its outdoor experiences wildlife watching and connecting with the countryside through the promotion of walking. The estate also offers a base and a gateway into other local activities including local golf courses, the fishing town of Arbroath and the coast.

2.1.2.3 The estate promotes the development of outdoor activities which may complement the existing land use attractions and tourist offer which the estate has to offer.

2.1.3 Site Designations

2.1.3.1 A review of the online resources indicates that the site does not appear to have any protected status for wildlife and conservation, although, woodlands are special places in the countryside and should be given respect during any development works. If planning permission is sought a tree report may be necessary to ensure trees are given appropriate protection during construction.

Figure 04: Scottish Natural Heritage Extract – Nature on the Map (no designations)


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3 Strategic Development Influences

In order to appraise the requirement and potential for future developments it is important to examine the local and regional existing provision of off-road cycling facilities which may be complementary or provide competition for the site.

3.1 Existing Off Road Cycling Areas Facilities (External)

3.1.1 Off Road Cycling/Mountain Biking Trails

Developing Mountain Biking in Scotland and AMBTA has collated and developed a set of well used, informal, routes which are illustrated through a set of cards for largely unofficial trails in the local area. These routes will provide the main competition for the site and are briefly described below with brief descriptions of each.

Table 01: DMBINS/AMBTA Route Card Destinations

Route Number Name Brief Description

Distance From Development Site

Glen Isla: Route No.1

Glen Markie, Glen Isla & The Cateran Trail

An intermediate (Blue) ride with a steady climb on forest roads. Has optional difficult (Red) sections on old cross country ski trails with great views.

Distance: 34.0 miles Time: 1 hr 17 min

Arbrboath: Route No.2

Arbrboath, Arbirlot, Ethie Woods & the coast

A mostly flat intermediate (Blue) ride taking in small villages, woods and part of the Angus Coastal Path.

Distance: <5 miles Time: 0 hr 16 min

Glen Esk: Route No.3

Glen Esk, Tarfside & the Badalair

An exposed difficult (Red) hillside route in Glen Esk with outstanding views of Loch Lee and Glen Mark.


Glen Doll: Route No.4

Glen Doll & Jocks Road

A forest road climb beside the White Water followed by a rough intermediate



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(Blue) descent down Jocks Road.

Brechin: Route No.5

Brechin & Burg hill Woods Circuit

A ride through forest and town with a short leg burning climb. Has the option of a difficult (Red) or intermediate (Blue) descent.


Birkhill/ Muirhead: Route No.6

Backmuir Woods

An easy (green) loop with the option of testing your skills over some stony and rooty difficult (red) trails.

Distance: 25. miles Time: 1 hr

Forfar: Route No.7

Balmashanner Hill & Forfar Loch

An intermediate (blue) loop climbing up to the Balmashanner War Memorial followed by a descent to and around Forfar Loch.


Glen doll: Route No.8

Glen Doll, Loch Muick & The Capel Mounth

An epic, expert (black), true wilderness ride with testing climbs and an incredible descent to finish.


Montrose: Route No.10

Montrose, Hillside & Northwater Bridge

An easy (green) route using a new cycle track on an old railway line and sections of road. Includes the spectacular Northwater Bridge.


Glamis: Route No.11

Glamis Castle & Station Woods

An intermediate (blue) route exploring the Glamis estate and surrounding woodland.


The nearest trail in this section is the Arbroath trails (route number 2) Arbrboath, Arbirlot, Ethie Woods & the coast.


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Figure 05: Extract from DMBINS and AMBTA Trail Guides

3.1.2 Other Facilities/Further Notes

3.1.2.1 Liaison with the AMBTA has also identified some unofficial cycling facilities which have been used in the past close to Arbroath which include the ‘Seaton Den’ area where unofficial trails/jumps have been removed by the Council in the past. The consultant team observe that although a well planned trail environment is the best type of development, the evidence of trail building in an unofficial capacity is an excellent sign of demand for facilities in an area.

3.1.2.2 Wider afield the AMBTA suggest that the Sidlaws nr Glamis are also well used as well as the natural riding within the Angus Glens which are more attractive to the better riders. Those seeking a trail centre will generally head for Glentress, Innerleithen or Carron Valley and the Laggan Wolftrax trails which is are between 1.5 and 2.5 hrs from Arbroath.

3.1.2.3 Glen Isla (34 miles away)


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Glen Isla is mentioned in route card 1 from DMBINS/AMBTA and is a general name for a much larger Forestry Commission owned Forest in the area around Kirkton. Within the forest the Lindalla and Auchintaple Loch is the preferred and promoted route choice (9 mile loop) recommended by the AMBTA. In addition, In 2011 a team led by Tourism Resources Company (TRC, 2011) undertook a feasibility study on behalf of AMBTA to examine the potential for a trail centre at the Forest. The study recommended that a trail centre at the site was feasible however the projected visitor numbers were relatively weak, largely due to the access to the site and lack of a large catchment close to the site. The study did however champion the need for more facilities within the region. The concept for the trail centre is currently on hold whilst the Forestry Commission take a view on the development however the current feasibility seems to be flawed.

3.1.3 Dundee Future Facilities

The city of Dundee is approximately 15 miles from Arbroath and has a number of semi-official trails which are promoted by DMBINS and Dundee City Council. A recent feasibility study completed by Architrail and Capita Symonds on behalf of Dundee City Council (2012) identified growing market in the city for bike skills and training areas and specified improvements to five sites in the town for development potential. Currently funding has been gained for the development of one of the five sites, Templeton Woods, which will host a small amount of mountain bike Single-track trail.

In addition to the trails above, within the Tayside and Fife area DMBINS also promote the developing Lochore Meadows in Fife, and the Comrie Croft & Alyth Hill in Perthshire.

3.2 Developing Mountain Biking in Scotland (DMBINS)

3.2.1 Developing Mountain Biking in Scotland

Developing Mountain Biking in Scotland is the leading body promoting the sustainable mountain bike industry in Scotland. The organisation has an overall aim of increasing participation and tourism spend from the off-road cycling market in Scotland. The organisation has divided Scotland into areas or ‘clusters’ of which Tayside and Fife (which includes this study site) is one. The development plan for mountain biking in Tayside & Fife (2011-2015) includes the Local Authority areas Angus, Dundee, Fife and Perth & Kinross.

Within the development plan five themes are promoted to guide development if the market these are:

• Facilities • Participation • Events


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• Sports Participation • Visitor Attractions

Of these themes, two are of particular relevance to this study:

1. Facilities

Goal: To provide high quality sustainable mountain bike facilities in key locations across Tayside & Fife allowing the region to meet its targets on increased participation, sport development, attracting visitors and hosting successful events. Aims:

- For the development cluster area to have mountain biking specific facilities that are accessible, sustainable, encourage participation and help facilitate sporting success.

- For the development cluster area to promote a variety of sustainable routes that are available for mountain bikers within greenspaces and the wider countryside. All promoted routes to be agreed with the relevant landowners / managers and Access Authority.

- All purpose-built facilities to be built to a standard. (These are currently being developed and should be ready by summer 2011). All promoted routes should be accessible by responsible mountain bikers.

- All facility development and promotion of routes will be promoted and marketed across the development cluster area through a range of partnerships with organizations and media outlets.

2. Participation

Goal: To increase participation in organised mountain biking activity in the Tayside and Fife area by 25% by 2015. Aims

- For the development cluster area to have mountain biking/cycling clubs in a minimum of 20% of all schools.


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- For the development cluster area to have 16 community clubs delivering mountain biking.

- For community clubs, school clubs and outdoor centre’s to link with each area’s cycle sport clubs to provide the pathway to participating / competing in mountain biking;

3.3 Existing Population

3.3.1 The nearest population centre to the site is Arbroath which is approximately 2.5 miles away. The City of Dundee is 15 miles away from the site. The population of Arbroath is currently estimated at around 23,000 which, considering no formal MTB facilities exist in the area may be considered a large target market.

3.3.2 It is the observation of the study team that smaller MTB facilities which are not also

complemented by wider MTB trails are predominantly used by the local community, particularly young groups. A facility which is close as possible to Arbroath (certainly within a 20min ride by bike) is therefore preferable.

3.3.3 The town hosts a further education college, Angus College, two secondary schools and 11

primary schools. There are a further 6 secondary schools in the local area. Often a large amount of the target market for the smaller MTB facilities is generated from the younger rider base which may be through informal recreational usage or through structured training or development schemes or projects run between the local council and the school (or through a partnership).

Figure 06: Secondary School Locations in the Local Area (green triangles)


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3.3.4 The 2.5 mile commute from the centre of the town to the site is a moderate barrier (at about 20

min ride) however the ‘St Vigeans trail link’ does exist which should be signed and used to promote the facility and extend the experience for off road riders. Users may also ride on minor roads to access the site or travel by car.

Figure 07: Commute Buffer Arbroath to Site

3.4 Existing Cycling Community

3.4.1 Education and Coaching & Clubs

3.4.1.1 The AMBTA (described in the client team introduction) and are the major club in the area. The Angus Bike Chain also represents a section of the local off road cycling/mountain biking users and have a club established.

3.4.1.2 AMBTA have a good relationship with the Angus Council ‘Active Schools’ programme and the local coaches and have been able to drive forward a coaching programme for young riders in the Angus Area. In particular the ‘Covert Dirt’ (http://www.covertdirt.co.uk/) project is also at the centre of the opportunities and offers sessions for school groups.

3.4.1.3 The Covert Dirt setup is currently operating coaching days for beginners and advancing young people between 9 and 16 both within schools and a club setting. Beginner sessions are largely based in green spaces as no formal skills area facility exists in the Arbroath area. Other longer ‘rides’ may venture into the Angus Glens for the more experienced riders.

2.5 Miles (approx 15 – 20 min cycle ride)


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3.4.1.4 In 2012/13 AMBTA successfully put 8 volunteers through ITC First Aid Training and 5 Volunteers through the MBLA TCL coaching award. The club, alongside the Angus Council Active Schools Programme have also sent 230 young people in to free mountain bike sessions in the 2012/13 year.

3.4.1.5 Any formal coaching sessions at trail centres are at least 1.5 hrs drive from the main population centres in Angus. The addition of a coaching facility in particular would save a great deal of time and effort travelling and allow more users to undertake taster sessions and introductions to the activity, possibly in school hours.

Figure 08: Covert Dirt Website

3.4.2 Bike Hire and Sales Businesses

There are a range of bike hire, sales and maintenance providers in the area which include:

• Cycleworld, Arbroath, Angus (Sales, Maintenance) • Angus Bike Chain, Arbroath (Sales, Maintenance, Club) • Thom’s Cycles – Brechin (Sales, Maintenance) • Spokes – Dundee (Sales, Maintenance) • The Kimblethmont Estate – (Bike Hire)


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There does not appear to be a lack of supply of bikes, bike parts or maintenance facilities for aspiring riders and therefore there is no barrier to take up is perceived in the area.

3.4.3 Accommodation

Local accommodation to the site is abundant, particularly in Arbroath, however the easiest is the Kinblethmont Estate on which the development would sit. The site offers a range of accommodation from holiday cottages to bed and breakfast add has scope to provide a wider offering to meet demands.

3.4.4 Off-Road Cycling Events

3.4.4.1 Within the local area the Covert Dirt project promotes small events, particularly for young

people and the local area has also hosted The ‘Big Tree Campervans Tayside & Fife Regional Youth MTB Series 2013’. The series takes young riders around the region to compete on both formal and informal (but marked) courses within a mini race series. The series is supported by Scottish Cycling/DMBINS and local businesses.

3.4.4.2 The Scottish XC race series was also present in 2013 Just outside Forfar with races for the Under 12’s to elite level racers.

3.4.4.3 The Commonwealth Games in Glasgow in 2014 is also within a 1.5-2 hr commute of the Angus Area and is expected to raise the profile of Mountain biking further with a custom built course in Catkhin Braes Country Park on the Edge of the city.

3.5 Local and National Development Policy

3.5.1 The Mountain Biking Development Plan for Tayside and Fife (2011-2015) prepared by Developing Mountain Biking in Scotland provides an excellent and well researched outline of the local and national policy which is supportive of the development of off road cycling and mountain biking infrastructure, often as part of a much larger agenda. The plan provides the following summary which is adapted for this report:

3.5.2 National Strategy

• ‘The Sustainable Development of Mountain Biking in Scotland – A National Strategic

Framework’ – “Our vision is to increase participation in mountain biking by 25%, increase mountain biking tourism by 50% and achieve 5 medals at world level by 2015”

• Cycling Action Plan for Scotland - “By 2020, 10% of all journeys taken in Scotland will be by bike.”


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• The Scottish Forestry Strategy 2006 – “By the second half of this century, people are benefiting widely from Scotland’s trees, woodlands and forests, actively engaging with and looking after them for the use and enjoyment of generations to come. The forestry resource has become a central part of our culture, economy and environment.”

• On Your Marks: A Games Legacy for Scotland – “Our priority is to get Scotland physically active with people living long, healthy lives.”

• Reaching Higher – The National Sports Strategy – “If we are to achieve our vision, the

challenge will be to deliver two key outcomes: Increasing participation, improving performance.”

• Enjoying the Outdoors: supporting participation and sharing the benefits – “Path

networks and greenspace should be developed close to home to provide communities throughout rural and urban Scotland with opportunities to enjoy the outdoors.”

• Let’s Get Scotland More Active: A Strategy for Physical Activity – A 20-year plan that sets national targets to achieve ‘50% of all adults aged over 16 and 80% of all children aged 16 and under meeting the minimum recommended levels of physical activity by 2022’. The strategy recognises the importance of “having access to a range of physical activities including…cycling”.

• The National Transport Strategy – “By investing in better infrastructure links between community facilities such as health centres, transport hubs and schools, we believe that cycling and walking as travel options are realistic alternatives to using the car for journeys to work, school and for leisure purposes.”

• Climate Change Delivery Plan – “There is a need for additional planning and demand management measures through to 2020 to reduce the need for travel and the carbon intensity of travel; and to maximise active travel (e.g. walking and cycling).”

3.5.3 Local Strategies

• Angus Single Outcome Agreement 2009-2012 – “Angus will be a place where a first-class quality of life for all can be enjoyed in vibrant towns and pleasant villages set in attractive and productive countryside. The area will be dynamic and outward looking, contributing to the culture, environment and economy of Scotland.”

• Dundee Single Outcome Agreement 2009-2012 – “Dundee will be a vibrant and attractive city with an excellent quality of life where people choose to live, learn, work and visit. Dundee will offer real choice and opportunity in a city that has tackled the root causes of social and economic exclusion, creating a community which is healthy, safe, confident, educated and empowered”


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• Fife Single Outcome Agreement 2009-2012 - “The outcomes required in Fife are

building a stronger, more flexible and diverse economy, improving health and wellbeing, creating a well educated and skilled Fife, sustaining and improving our environment and making Fife’s communities safer.”

• Perth & Kinross Single Outcome Agreement 2009-2011 - “An ambitious vision and a clear strategic direction for our area that will make Perth and Kinross Scotland’s most beautiful, vibrant and successful rural area and to make Perth Scotland’s most beautiful, vibrant and successful small city.”

• Dundee’s Sport & Physical Activity Strategy 2010-2015 – “Dundee’s strategic actions

will focus on 3 distinct physical activity behaviours: reducing inactivity, increasing participation and improving performance.”

• Fife’s Sport Strategy 2009-2013 – “‘Fife is a place where people of all abilities are able to enjoy a lifelong involvement in sport limited only by their own ambitions and potential.’

• Angus’s Access & Countryside Strategy 2007-2012 – “The three key priorities for this Strategy are the Angus Coastal Path; path networks around settlements; and the preparation and implementation of the Core Paths Plan.

• Dundee Public Open Space Strategy 2008 -2011 – “Public Open spaces that

contribute to a high quality of life throughout the City, and which help to deliver environmental benefits, economic prosperity, a sustainable future and best value for all citizens and communities in Dundee.”

• Fife’s Access Strategy 2006-2016 – “A welcoming and meaningful network of user

friendly paths throughout Fife that respects and reflects the variety of Fife’s environments, better connect Fife’s diverse communities, is managed and promoted to ensure the widest possible use, and improves the quality of life of all those who live, work, and visit Fife.”

• ‘Towards Economic Prosperity’ - Angus’s Economic Development Strategy – “The

tourism and leisure activity sectors in Angus have significant growth potential.”

• Dundee’s Economic Development Plan 2008-2011 – “Be a vibrant and attractive city with an excellent quality of life where people chose to live, learn, work and visit.”

• Growing Fife’s Future – An Economic Development Strategy 2005-2015 – “In 2015

Fife will be a place with a distinctive appeal as a location of choice to live, learn, work


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and invest with a range of leisure of leisure opportunities which makes Fife a highly attractive environment for business.”

• Perth & Kinross’s Economic Strategy 2009-2014 – “Our vision is of a confident and

ambitious Perth and Kinross, to which everyone can contribute and in which all can share. We will create and sustain vibrant, safe, healthy and inclusive communities in which people are respected, nurtured and supported and where learning and enterprise are promoted.”

3.5.4 It is clear that the outdoor agenda, which promotes the connections with the countryside and

the participation in physical activity are high on the priorities for both local and national decision makers. It is anticipated that this scheme should have very little opposition within the planning process on policy grounds.


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4 Off Road Cycling Market and Trends The following section will briefly introduce the UK and Scottish cycling market and facilities and will examine the type of trail and type of rider who may participate in the different MTB activity. The section will outline the type of trails which may be proposed and outline the types of riders who are riders expected to use the facilities.

4.1 The UK Cycling Market

4.1.1 The UK market for cycling in general is growing with the demand for cycling facilities also growing. This growth has been supported by vast improvements in cycle infrastructure including cycle networks, commuter routes and road junction safety, as well as spear head campaigns such as ‘cycling cities’ and ‘bike to work schemes’. Mintel’s report on the bicycle industry “Bicycles -UK 2010” has the following findings relevant to this study:

• The level of interest in cycling is unprecedented, reflected in highest-ever membership

statistics for key cycling organisations such as CTC (the National Cyclists’ Organisation) and British Cycling. More consumers are watching and searching for cycling related items on the internet and more consumers are cycling (regularly and occasionally). The percentage of the English population who cycle at least once a week has increased from 4.26% in 2008/9 to 4.46 in 2009/101;

• The main motivation for cycling, or being interested in cycling, is fitness (41%), followed by fun (31%), cycling on holiday (27%), environment (22%) and saving money (18%);

• Men are the greatest cycling enthusiasts; the boom in cycling is being driven by affluent

18-45 year old family men who, when experiencing anxiety about aging, are investing in a luxury cycle.

• While cycling as a family is the main motivation for the general public, road safety is still a major barrier to take-up. The National Cycle Network is expanding the number of cyclists quicker than it is establishing the infrastructure of its routes.

• With specific regard to this study, based on International Mountain Biking Association

(IMBA) UK research, it is estimated that 55% of all cycling trips are made by mountain bikers off-road;

• More recently (2011-2013) promotion of large cycling events including the 2012 Tour-de-France and the 2012 Olympics have sparked additional interest in the UK cycling

1 Sport England (2010) Active People Survey [available online]

http://www.sportengland.org/research/active_people_survey.aspx


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market with the promotion of role models such as Chris Hoy and Bradley Wiggins in the sport leading to perceived uptake in participation.

4.2 UK Off-Road Cycling Market

4.2.1 The market segments for off-road cycling in the UK have changed significantly in the last 15-20 years; this correlates to the advent of purpose built trails, especially those originating in North Wales (Coed y Brenin) and the Scottish Borders (7Stanes). The model for success has since been applied in many areas across the UK in particular large, sustainable offerings in the South West of England (the 1SW project) and in South Wales (the Cognation project). Figure 9 below illustrates the current market segments. As can be seen from the inset diagram, riders in the family/leisure and enthusiast segments have moved up in ability, which has lead to a large expansion of enthusiasts and trail riders. There is potential for the enthusiast market to continue to expand as beginners become more proficient, regular off-roaders. The growth of off-road cycling in the UK has lead to a need to manage the land, restrict conflicts between users and promote sustainability of trails at key sites.

4.2.2 More recently, the market has also expanded away from trail centre builds with smaller,

community and local facilities including Skills Areas and Pump tracks being constructed all over the UK. These areas are predominantly situated within, or within an easy commute of urban centres (cities/towns) and many are driven by a local club or group with community values in mind.

4.2.3 For off-road cycling there are five identifiable market segments, each categorising cyclists with

different abilities. The volume of users within each segment is (generally) inversely proportional to skill level, as shown in Figure 9. The segments are as follows:

• Family/Leisure – The largest market segment, it includes a wide range of abilities and

ages, using any type of bicycle. ‘Off-road’ means traffic free rather than un-surfaced trails. The product offer for this market should include: easy riding; close to home (within an hour); up to two hours riding time; controlled and safe environment; on-site facilities such as toilets, parking, bike hire and children’s play areas.

• Enthusiasts – non-competitive mountain bikers with a wide range of skills and fitness levels. Includes male and female riders. Unlikely to plan their own rides, thus will look to use purpose built trails. The segment has grown significantly in the UK, mainly due to the development of purpose built trails. The segment constantly changes as enthusiasts move up in skill level and new riders enter from the family/leisure segment.


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• Trail Riders – the ‘hard core’ of mountain biking, skilled outdoor enthusiasts with an understanding of navigation, route planning and rights of way issues. Will typically ride between two and five hour rides (25-60km). Will journey for adventurous mountain biking, often staying for two days or more to cycle a specific route or area. More of a male dominant segment but has an expanding female market. The technical aspect of purpose built trails (red and black grades) will attract this segment to mountain bike centres but such trips will comprise a minority of their mountain biking.

• Sport Riders – essentially competitive mountain bikers involved in cross country racing,

training and are typically members of cycling clubs. The segment has declined proportionally in the UK as other segments have shown rapid growth due to improved access to sanctioned, purpose built mountain bike facilities.

• Downhillers/Freeriders – seek extremely challenging terrain, using expensive and

technically advanced mountain bikes and protective equipment. Downhillers tend to compete nationally or regionally, whereas free riding is more informal, often using locally favoured riding spots (unsanctioned), modifying the features to create jumps, drops etc. Both down hilling and free riding exert significant management issues and can be resource intensive.

Figure 9: Current UK Off-Road Cycling Market


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4.3 Scottish/Regional Market Trends

4.3.1 Scotland as a whole is becoming well populated with mountain biking facilities and is being developed in line with the Scottish Mountain Biking Strategy which is spearheaded by ‘Developing Mountain Biking in Scotland’ (DMBINS).

4.3.2 In particular Scotland has multiple trail centres which have their origin in the 7Stanes

developments. These centres have been divided into Development Clusters which may be seen in table 2.

Table 02: Scottish Development Sites

Development Cluster Key Built Centres Number of Sites Southern Scotland 7stanes* and Drumlanrig 9 West and Central Scotland

Carron Valley, Glenbranter, Fire Tower Trail, Pollok Park

7

The Highlands Wolftrax, Learnie Red Rock, Highland Wildcat

11

The North East and Deeside

Kirkhill, Moray Monster Trails, Pitfichie

3

Perthshire, Fife and Angus

Balblair, Comrie Croft 2

Total 32

(Table adapted from TRC, 2011)

4.3.3 A recent estimate of visitors by TRC and Forestry Commission Scotland within the TRC Report on The Glenisla Trail Centre (2011) suggested that 595,000 visits were made to Scottish trail centres.

4.3.4 It is the observation of the consultant team that capital spend on large trail centres is

becoming much rarer, particularly on Forestry Commission sites with The National Trust and private or community groups increasingly leading any new large projects. The trend of smaller ‘skills’ facilities are becoming more popular, especially those within commuting distance from urban centres. Trends for mountain bikers in the Angus area may be derived from the recent TRC (2011) study. Although not directly comparable, the study does highlight the following points which are relevant to this study:


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• The development of MTB facilities (in this case trail centres) has led to new business opportunities for skill and mountain bike development coaching. The coaches run themed technical skill days which individuals can join, as well as offering private lessons. In some instances, more than 50% of demand for these coaches is from people living outside Scotland. The number of qualified mountain bike and cycle trail leaders has also grown;

• Weekend kids clubs are popular at trail centres and have come a long way since the ‘full mental’ club operating during the mid 1990s in Mabie Forest. Kids clubs are often oversubscribed;

• The demand from school and youth groups is growing as Local Authorities are promoting and witnessing health and fitness, leadership and entertainment benefits due to the success of the ‘Go Ride’ programme. Many schools have set up mountain bike classes and an increasing number of youngsters compete in competitions; and

4.4 Trail Grades

It is highlighted above that the different riders demand different trail to attract them to an area. The Forestry Commission and the International Mountain Bike Association (IMBA) (2008) have produced a grading system for trails in the UK. These are roughly as follows:

Green grade - easy trails

• Green grade trails are suitable for: beginners or novice cyclists. • Bike required: most bikes and mountain bike hybrids are suitable. • Skills needed: basic bike skills are required for this grade. • Trail and surface types: these will be relatively flat and wide. Trail surface might be

loose, uneven or muddy at times. Might include short flowing singletrack-style sections. Some green routes can take trailers.

• Gradients and technical trail features: climbs and descents are mostly shallow. No challenging features.

• Suggested fitness level: suitable for most people in good health.

Blue grade - intermediate trails

• Blue grade trails are suitable for: intermediate cyclists or mountain bikers with basic off-road riding skills.

• Bike required: basic mountain bike or mountain bike hybrid. • Skills needed: basic off-road riding skills to cope with uneven surfaces and small

obstacles.


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• Trail and surface types: as for 'green', plus specially constructed singletrack trails. Trail surface might include small obstacles of root and rock.

• Gradients and technical trail features: most gradients are moderate but might include short steep sections. Includes small technical trail features (such as roots and rock).

• Suggested fitness level: a good standard of fitness can help.

Red grade - difficult trails

• Red grade trails are suitable for proficient mountain bikers with good off-roading skills. • Bike required: quality off-road mountain bikes. • Skills needed: good off-roading skills and techniques to cope with technical trail

features. • Trail and surface types: steeper and tougher, mostly singletrack with technical sections.

Expect very variable surface types. • Gradients or technical trail features: a wide range of climbs and descents of a

challenging nature will be present. Expect boardwalks, berms, large rocks, medium steps, drop-offs, cambers and water crossings.

• Suggested fitness level: a higher level of fitness and stamina is required.

Black grade - severe trails

• Black grade trails are suitable for expert mountain bike users, used to physically demanding routes.

• Bike required: a good quality off-road mountain bike is needed. • Skills needed: advanced level off-roading skills and technical ability.

Orange Grade- Bike Park

• Bike parks are suitable for riders of all ability aspiring to an elite level of technical ability; incorporates everything from full on downhill riding to big jumps.

• Trail and surface types: severe constructed trails and/or natural features. All sections will be challenging. Includes extreme levels of exposure or risk. Jumping ability obligatory.

• Gradients or technical trail features: will include a range of small, medium and large technical trail features, including downhill trails, freeride sections and mandatory jumps.

• Suggested fitness level: a good standard of fitness is recommended but technical skills are more important.

4.4.1 Trail Grades


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The trail descriptions can be roughly associated with the market users. These associations do not match perfectly, particularly for riders at the top or bottom of a category, they do however provide a useful guide for developers and are presented below:

Table 03: Market Segment by Trail Grades

Market Segment (user ability) Trail grade Down Hill Free Ride (Elite) Black Sport Rider (Very Experienced) Red/Black Trail Rider (Experienced) Red Enthusiast (Intermediate) Blue Family Leisure (Beginner) Green Leisure Rider and Trail Rider - Skills (Beginner/Intermediate/ Experienced)

Orange

In addition to the single groups of riders, it should also be noted that that events including school groups, coaching events, club rides will gather together like minded individuals, probably from the same skill level to participate in the activity in large groups. The facilities proposed will often fit in to the Skills Area/Orange category.


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5 Conclusions of the Feasibility Study 5.1 Conclusions from the feasibility study:

5.1.1 The wider UK and Scottish Market for both cycling and off-road cycling is growing and the demand for quality facilities, coaching and learning experiences is also growing.

5.1.2 There is very limited local provision for any type of off-road cycling/mountain biking facility in

the Arbroath and wider Angus area which presents an opportunity for the development of MTB infrastructure.

5.1.3 In particular there is no provision in the local area of a progression or learning facility for off-

road cyclists which suggests that there is certainly a gap for a smaller skills facility, probably close to a population centre e.g. Arbroath.

5.1.4 The development site considered in this study is small, however; it’s woodland character,

position adjacent to a road and lack of formal designations makes it a viable opportunity for a small focused mountain bike facility. The co-operation of a (single) landowner is also a key benefit of the site.

5.1.5 The site is 2.5 miles from the main local population who would be the main users of the site

which is a moderate barrier to access. This said, the site can be accessed from Arbroath via a designated trail. The site will require car parking facilities to cater for those who do not wish to ride to the site (approx 20).

5.1.6 There are existing providers of bike sales, hire, maintenance and advices in the area with accommodation if required.

5.1.7 The site’s location close to an urban centre and the presence of an existing, and interested

local MTB club (AMBTA), suggests that the site may be suitable for an orange/bike park/skills area type of development however the following considerations should be made:

• The size of the development will not make it standalone as a facility, and the facility

unlikely to sustain itself financially (in a similar vein to many BMX and skate parks in the UK). The site may need a small amount of public (e.g. Council) support or a donation from membership costs from the local MTB group to maintain the basic infrastructure (i.e. materials such as stone for resurfacing). The infrastructure may also be maintained by willing volunteers to help keep costs down.

• The site is not a major destination in itself and will need to be promoted as part the wider outdoor activity offer in the local area, particularly within the promotions by the


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Kinblethmont estate. The site will also benefit from promotion as part of the Tayside and Fife Development Cluster championed by DMBINS and will contribute to a growing base of facilities.

• The site will need to attract training and education facilitators/coaches to deliver its

potential. It should provide a place for local MTB coaches, probably in connection with school and community groups to deliver one or two hour ‘skills’ sessions. To this end the local Council should be involved in its promotion and use through ‘active’ programmes.

• The development fits with the local and national policy and more importantly chimes

with at least 2 of the DMBINS themes for the development strategy in the Tayside and Fife area which are ‘facilities’ and ‘participation’.

• The site could act as a signpost to wider trails in the area as they develop e.g. Glen Isla

or trails in Dundee (Templeton Woods) or the site could signpost the local ‘wild trails’ which could be the next step for advancing MTB riders.


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6 Site Assessment and Recommendations

6.1 Introduction

6.1.1 Using the conclusions from section 5 above, this section aims to provide further detail on the construction of a skills area within Kinblethmont Estate. Specifically, this document will provide design fundamentals and specifications, which may be utilised where the site constraints and opportunities allow. The section will examine:

• Design opportunities; • Construction opportunities; • Key constraints; • Ground Conditions; • Topography; • Dealing with mature trees; • Access Arrangements; • Water and Drainage.

The following drawing, plans and details are attached which may be used to clarify the methodology.

• Arbroath Skills Area Concept Design.pdf • Architrail Pump Track Opportunities.pdf • 008_Pump_Track_REV3.pdf • 009_Skills_Areas_REV3.pdf • 025_Dirt_Jump_Area.pdf

6.1.2 Key Design and Construction Considerations

Following a site visit on 13/08/13, the following considerations have been made:

o Topography –The somewhat flat nature of the site (>5m height drop over its entire length)

makes it attractive for a pump track and dirt jump track, which rely on this for their success. This would also be advantageous for car parking. Although it would be preferable to have some gradient for a skills trail, it is still suitable to have one, especially as it will ensure that none of the features area too severe or have safety consequences from steep slopes. The advantage is that would be suitable for beginners and will not be tiring after repeated laps.


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o Ground Conditions – The site appears to be well drained and does not feature boggy ground, which would cause increased construction costs. Construction in the low lying areas can be easily mitigated by building on geotextile and raising the trail camber and elevation.

o Mature Trees – A large number of mature trees exist throughout the site, these have been

mapped on the attached design plan, each tree has been given a 3m buffer zone in order to protect the most delicate roots which exist within the extent of the trees canopy. Especially susceptible are the large multi-stemmed Beech trees, due to their shallow root plates. An estimated two sacrificial tree will need to be felled, this will provide the space required for a pump track and materials to create log rides as a TTF.

o Environmental Designations – The site has no statutory designations, which make

development process simpler.

o Visual Impact – The enclosed nature of the site means that the potential for notable visual impact is low.

o Public – The site is not overlooked in any way though still has populations nearby to ensure

repeated use.

o Access – Access from the main roads will also be agreed so as not to conflict with traffic, this will most likely result in a compound and materials being stored in the car park location.

o Scale - The area is suitable to contain a car park and successful skills trail, pump track and

dirt jump area. The site is large enough to allow some expansion though not to the extent of any singletrack trail.

o Ground Conditions - The subsoil is unlikely to be of a good standard to use as sub-base

material for features and to be shaped by local riders. The scheme should be costed for the import of all materials.

o Budget – Limited budget may constrain expansion and the overall visitor draw of the facility.

o Management – The maintenance will rely on mainly on volunteer labour, this must be kept

to standard to ensure than deterioration of features and therefore the quality of the track does not occur.


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6.2 Trail Types and Layout

6.2.1 The sport of mountain biking has grown growing nationwide, especially in Scotland in the past 10 years, with the implementation of schemes such as the 7Stanes and Developing Mountain Biking in Scotland (DMBinS). As wider trail networks become established the requirement for a facility in which to practice and develop as a rider has become important.

6.2.2 As the Skills Area in Kinblethmont Estate develops, it is intended that it may complement other

facilities in nearby locations. Although these are currently lacking, the skills area must cover a range of core mountain bike skills, those needed at locations such as Carron Valley, Glen Isla, Glen Esk etc, and possibly become a destination facility in itself. It is anticipated that riding the Skills Area will add to the offer in Kinblethmont Estate giving a reason for visitors to visit, bringing economic benefits, which are needed to ensure the long-term sustainability of the Estate.

6.2.3 A skills area is a useful addition to the mountain biking infrastructure because it provides a skill

progression, learning and enjoyment facility with a relatively large amount of track in a small area. These managed areas provide a safe environment for new and experienced riders alike to learn and hone the skills required to make the most of the future (and nearby) mountain bike trails and ensure that they are capable of riding them safely, self assess and progress. Risks are managed effectively to provide the landowner, riders and parents with due diligence. In addition, the skills area allows riders ensure their bikes are working correctly before embarking on wider trails. These benefits have positive implications for rider safety, especially for those riding more difficult trail.

6.2.4 The skills area will involve larger amount of development in relative terms to singletrack

mountain bike trails due to the high density of Technical Trail Features (TTFs) installed on the facility. It is specifically designed for mountain bikes, however BMX bikes will be used (and should be encouraged to extend the user base) on the Pump Track.

When referring to the Skills Area, this will be an area containing a number of elements currently, with multiple types of trail and construction methods. The trail types are to be broken down as following:

Table 04: Skill Area Elements

Element Use Skills Trail Progression of technical skills on feature rich

terrain Dirt Jump Area Progression of jumping skills on rollable jumps Pump Track Progression of energy management


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Please refer to the Mountain Bike Skills Area Track Type Sheet, the Pump Track Trail Type Sheet and Orange Bike Park Trail Grade Sheets that accompany this specification document which define the trail definitions in more detail.

6.3 Skills Trails

6.3.1 The Skills Trail is a compressed section of cross-country mountain biking trail that all levels of rider may use to learn and develop technical mountain biking skills. This is ridden in a looped arrangement, multiple times.

6.3.2 The length of trail will provide the backbone in which to host numerous TTFs (e.g. rock

gardens, drop-offs etc.) of varying degrees of difficulty (sometimes up to three levels for each feature). The chosen TTFs will be a reflection of the features likely to be found on the trails outside of the Estate. Practically, the majority of the trail and the TTFs in the area will be constructed from local crushed stone with rocks and boulders inset into the trail surface to embellish the features.

6.3.3 The need for coaching and instruction at the facility should also be recognised. This may be

crucial to attract mountain bike skills tuition coaches to operate at the site. Consideration is therefore given to provide space for groups and that the trails are robust. Blind spots are kept to a minimum so that instructors and parents can keep a constant watch on those rides they are responsible for whilst giving them the feel of independent riding.

6.3.4 It is paramount that the skills trail should be constructed so that the trail alone (i.e. without

TTF’s) would present a fun and enjoyable and safe ride for all types of user. Good trail flow will ensure repeat use by locals, just because it is a learning facility does not mean it shouldn’t be fun.

Figure 10: Typical Skills Trail feature – Davagh Forest


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6.4 Pump Track

6.4.1 Typically, a pump track is a fun orientated facility catering for both mountain bikers and BMX riders. The tracks are a departure from the sharp and urbanised BMX facilities and mountain bike skills parks providing the technical learning facility for the different disciplines. Within the wider spectrum of biking facilities the pump track is considered a place where riders go to relax, ride themselves but also to watch other riders and socialise. The track should be available for skills coaching, notably, momentum conservation and ‘pumping’ to generate speed from rollers, berms and jumps. The pump track consists of a looped section of trail filled with different arrangements of closely spaced rollers and rolling features with tight, bermed corners.

6.4.2 A beginner rider will initially pedal around the loop, but as their speed and skill increases, they

are able to generate speed from the corners and rollers and the rider can stop pedalling. Indeed the aim is to be able to ride around the loop continuously without pedalling. There is a very steady learning curve to this skill and as such the pump track can appeal to the widest possible range of rider abilities and bike users (both BMX and larger bikes). There are many advantages to building a well-designed pump track. All features on the track are relatively low in elevation and the speeds involved are low too. This keeps the safety risk factor to a minimum whilst offering a really exciting facility to ride. The pump track is also an excellent cross training facility for multiple biking disciplines. As the idea of the pump track is to avoid pedalling; the rider must generate his or her own speed. This involves using many muscles of the body that are not normally used in cycling. Although riding without pedalling sounds easy, it is physically much more tiring than pedalling alone. Indeed, for riders who have mastered any given pump track, the number of laps possible is then usually only limited by their own fitness! Pump tracks, which are not exclusively BMX orientated, are still relatively new to the world of cycling, wherever possible the guidance from authoritative sources, particularly BMX track design will be incorporated into the design. It is essential to utilise expert knowledge and experience to build pump tracks in a sustainable and hard wearing way that will cope with 1000s of riders a year, whilst remaining fun and safe.

Figure 11: Typical Pump Track


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6.5 Dirt Jump Area

6.5.1 This is an area consisting of a number of different jumps and possibly pumps features and berms, confusingly referred to as ‘trails’ occasionally. This type of track is not only fun to ride, but can also teach riders jump skills that can be applied to all mountain bike disciplines. Often, dirt jump areas feature ‘lines’ of jumps varying in difficulty. Some jumps may be rollable whereas most will be made up have ‘double jumps’ and feature gaps which must be cleared in order to navigate successfully. Dirt Jump areas are extremely versatile and can be tailored to space requirements. Due to the nature of dirt jumping, young users sometimes attempt to change the shape of jumps themselves, this should be designed out through a progressive hierarchy of difficulty levels.

Figure 12: Typical Dirt Jump Area – Weston-Super-Mare

6.6 Car Parking

6.6.1 Car parking will need to be provided in order to cater for the groups wishing to use the facility, there is no public parking nearby. A bitmac-surfaced loop with crushed stone parking bays will provide a low maintenance option whilst remaining appropriately natural looking and cost effective. Low wooden barriers will also surround the parking bays with small markers in order to ensure that parkers maximise the space available. Drainage will be into open ditches which will need to fall towards a North-easterly direction. Suitable provision (and consultation with the Angus Council’s highways division) will also have to be made regarding entering and exiting on from the highway, Detailed design will need to be carried out by an appropriate landscape architect. The number of spaces has been estimated at 20 requiring an area of 0.8ha to be allocated. Each car parking space should be 5m x 2.9m to allow vans and SUVs.


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6.7 Fencing

6.7.1 Deer fencing will be required around the edge of the site due to the wishes of the landowner.

6.8 Construction

6.8.1 The routes will be for off road cyclists/mountain bikers therefore the techniques highlighted below will focus on MTB trail construction.

6.8.2 Mountain bike trail construction is very different to standard recreational trail construction of

which many examples occur throughout the UK. The trails need to be sustainable and as such a stone surface/stone armouring will be required throughout the trails’ lengths to prevent erosion from occurring destroying the trail line.

6.8.3 The stone surface will contain stone and rock features throughout their length and will be

constructed to fit around the existing topography where appropriate. The surface may also be undulating to provide a flowing trail, which can be ridden proactively rather than simply pedalling along a flat surface.

6.8.4 To ensure that the trails remain ‘all weather’ the trails on the site have been specified to

receive strip and fill surfacing technique.

6.9 Strip and Fill

6.9.1 This technique has many names within the trail building industry (e.g. excavated tray) and

therefore for clarity a brief explanation follows. An excavator will excavate or ‘strip’ the existing ground surface to remove any existing vegetation and the upper organic layers of earth. The excavated material will be laid to either side of the trail for later use in landscaping activity. The excavated strip will then be filled with appropriate amounts of stone to create an elevated trail surface or an appropriate trail undulation or feature as required. The surface will be cambered or an appropriate cross fall should be created. The stone will then be shaped and compacted to form the trail surface.


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Figure 13: Cross Section

6.10 Machinery

6.10.1 The Pump track construction areas should not exceed further than 5.0m outside the pump track extents. Smaller machinery (3tonne) may be used on the trail in the later stages of the construction to provide basic shape. It is recommended that the contractor use a tilt-rotate bucket attachment to shape the trail. This allows for accurate shaping and reduces the labour required to finish the trail by hand using tools such as rakes, spades and whacker plates. Machinery will access the site at points agreed by the Project Manager, preferably along the line of the proposed trail corridor. The successful contractor giving indication of compounds may supply a machinery access plan; lines of travel and material drop off points.

6.10.2 Excavators on the site will be a maximum of 13 tonnes to enable a maximum 5.0m corridor to

be maintained during the construction process whilst respecting the site. Appropriate smaller machines may be used in less accessible parts of the site. The later stage of the construction to create the finished shape is to be done utilising hand machinery and whacker plates alongside appropriate excavators. Additional stone to that of locally won material should be brought to site using dumpers. All finishing is to be done by hand with hand whacker plates used to compact the trail surface.

6.10.3 It is recommended that transporting material along the trail surface should be done using

tracked machines. These have a lower ground impact and are more stable than wheeled machines. They also are much more capable at navigating shapely terrain, which reduces the work required to shape the trail afterwards. As a result, less stone is required to form a suitable surface to transport material along the trail corridor.

6.11 Trail Formation

6.11.1 Skills Trail

Bike Park surface is broken into two distinct courses as appropriate:

1. Base Course: 75mm Crusher Run Quarry aggregate (250mm-600mm)


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2. Wearing course 0-4mm: Quarry stone dust (30mm)

6.11.1.1 Bike Park features are generally larger in size than those found on the trail and require a greater quantity of material. Extra material specified will be used to construct the TTFs along the line of the trail; the trail designer marks these features during the construction process to deliver the best possible trail product. After shaping of the base course has been carried out by an excavator then hand finishing with rakes will be employed to ensure a correct finish. This will then be compacted with a whacker plate. The final limestone dust layer is then added evenly along the trail and compacted with a whacker plate.

6.11.2 Pump Track

Pump Track surface is broken into two distinct courses as appropriate:

3. Base course MOT Type 1 (250mm-1200mm) 4. Limestone Dust 0-4mm (50mm)

6.11.2.1 Pump Track features are larger in size than those found on the trail and require an even

greater quantity of material.

6.11.3 Dirt Jump Area

The dirt jumps surface is broken into two distinct courses as appropriate:

1. Sub-base Course: 75mm Crusher Run Quarry aggregate (150mm) 2. Base Course: MOT Type 1 Quarry aggregate (250mm-1800mm for calculation) 3. Wearing course 0-4mm: Quarry stone dust (30mm)

6.11.3.1 Features are very large in size, a compacted aggregate base must first be constructed, with a suitable crossfall, in which jump features can then added. After shaping of the jumps base course has been carried out by an excavator then hand finishing with rakes will be employed to ensure a correct finish. This will then be compacted with a whacker plate. The final limestone dust layer is then added evenly along the trail and compacted with a whacker plate. Beginner and moderate jumps are to be constructed out of MOT Type 1 or 40mm scalpings, aggregate. At the severe end of the spectrum an option exists to construct the jumps from topsoil/clay in order to shape steep take offs, which would crumble if made from aggregate. This can be mixed with limestone dust in order to provide a more all-weather surface. This choice of specification is only to be chosen should the community be keen to maintain and shape the jumps themselves. If there is a risk of deserting the jumps, leading to degradation, then less severe jumps should be constructed from aggregate only.


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6.12 Drainage

6.12.1 The drainage on the trail will largely be natural and will be dealt with by adequately forming crossfalls and cambers on the surface, however culverts (~150mm) are sometimes required in order to allow the passage of water under the route. This may also be necessary to allow water to drain away from inside of in-sloped corners/berms.

6.13 Vegetation

6.13.1 A large number of Beech Oaks and Veteran trees exist on the site; these are of historic and ecological interest and should be protected and enhanced. In areas where these trees are being bypassed then overtip construction with root protection measures must be taken. A large amount of Rhododendron has grown throughout the east of the site, which will need extensive clearance works.

6.13.2 As part of the pump track works, 2 mature trees are to be felled, as highlighted on the attached site plan. These trees can be used to provide materials for skills features, such as log rides.

6.14 Felling

6.14.1 Trees to be removed will be within the 3.0m trail corridor. Trees form an important part of trail demarcation and those to be retained will be marked by the trail designer.

6.14.2 Clearance


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The lower branches of mature trees running alongside the trail corridor are to be stripped back to a minimum of 10mm in order not to cause a hazard for passing riders. This should be carried out to a height of 2.5m.

Cleared trunks, branches and brash should be collected in habitat piles and cut to

lengths not exceeding 2.0m and placed outside of the fall zone. 6.14.3 Roots

The correct care of roots is essential to trees wellbeing and the treatment of trees retained within the trail corridor is crucial to creating a sustainable trail product. In general, roots lower than 50mm in diameter should be removed with a clean cut if damaged.

If correct care of retained large roots is not taken then the moisture rich organic

material may cause damage to the trail construction through subsidence. Damage to the trees will also occur through compaction, risk of disease (and compartmentalisation causing dead branches to fall over the trail line) and the weakened structure becoming liable to being windblown. Areas of shallow soil and unstable species of trees (e.g. Beech) will further compound these issues.

If exposed roots need to be passed due to the tree being retained or the trail grade

necessitating a consistent ride surface, then overtip construction must be employed. The excavation of organic soil (by hand) from between roots must be carried out and replaced with suitable free draining base course.

Figure 14: Overtip Construction On Roots


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6.15 Fall Zones

6.15.1 Fall Zones are areas adjacent to the immediate trail edge, most importantly adjacent to TTFs, the bottom of descents and outsides of corners. These are areas that a rider may potentially fall into in the event of losing control or crashing.

6.15.2 The zone is defined as the area 1.5m each side of the trail and must be checked to reduce

injuries happening and their severity. Sharp stones, small boulders and surface debris should be removed; sharp points on rocks over 300kg should be dulled or rounded. A pecker attachment for an excavator may be necessary; this will be clearly stated in the corresponding design sheet if the offending rock has been pre-determined.

6.15.3 Tree stumps below 250mm in diameter should be removed along with branches cut back to

the shoulder. If the cutting back of hazards is not possible then a natural covering may be possible, though crash matting and fencing is sometimes necessary on exposed and fast sections. The fall zone does not need to be cleared of all foliage; the purpose of these fall zone guidelines is to reduce the chance of injury, if a crash occurs.

6.16 Demarcation

6.16.1 When this term is used in relation to mountain bike trail it is creating a boundary on the edge of the trail, predominantly on the inside of corners. The use of demarcation prevents trail braiding, trail being undermined, soil being brought onto the track surface by cutting corners and desire lines forming. This allows a trail to remain sustainable and reduces maintenance.

6.16.2 These features can be natural and may be built into the designed trail line however where

necessary they may be artificially created from local natural resources such as large boulders, wood or wood piles, vegetation mounds, tree stumps and earth bunds.


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Figure 15: Example of large tree stump used for demarcation of soft ground

6.17 Trail Features (TTFs) and Trail Flow

6.17.1 The default mountain bike trail surface is not like that of a footpath; it is a sinuous and shapely trail formation which manages water and riders speed which additional features can be installed on top of, according to section sheets. Mountain bike trail is constantly ‘doing something’, contractors should be aware that insloped corners, trail meander, rollers and grade reversals are a part of construction that should be assumed at all times. The contractor should avoid creating sections of straight trail, with the trail rising, falling or turning. This method of filling all available length of trail with features has many benefits;

• The trail controls riders’ speed at all times. With a feature packed trail with few straight

sections, it is difficult to go very fast unless you are a highly skilled rider. This reduces areas of heavy braking and therefore erosion, increasing the trail’s longevity.

• The increase in skill required to ride the trails faster limits users, which allows and

encourages them to improve their technique with this type of trail. The trail is therefore very progressive, meaning one trail can be suitable, challenging and fun to ride for a much wider range of abilities than is traditionally expected. A beginner could enjoy the blue trails, whilst an expert would also be provided with excitement by navigating the trails at a faster pace. This makes the facility more inclusive, ensuring groups of mixed ability riders (such as families) are able to ride together, but ride within their ability to get the most out of the trail.

• A trail full of features constantly engages riders in the trail, building anticipation for the next

corner or feature. There are few sections where a rider can rest resulting in riders having a smoother transition of speed reducing braking or acceleration (and therefore erosion) hotspots. Reducing erosion results in less snagging, maintenance costs and avoids


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degradation of the trail as a whole.

• An in-sloped corner or roller is advantageous in shedding water, reducing snagging and maintenance

• A trail with a good flow and full of features is simply much more fun and exciting gaining

better feedback from users

6.17.2 Insloped corners and small ‘Rollers’ to carry speed are part of the mountain bike trail itself. An insloped corners does not constitute a berm unless the outside edge is over 500mm in height. This would then be classed as a berm and should using additional stone and labour should be priced for accordingly. The same is true of rollers of less than 500mm in height. The bill of quantities provides enough stone to create insloped corners and small rolling features when needed. Grade Reversals are described in sections sheets as a distance, the trail will be flagged (on the top side of the bench cut in these situations) and trail will flow slightly up and down a side slope. Grade reversals are necessary to build these sections correctly and to control speed and water management.

6.17.3 The route will be flagged for the contractor walk and all tendering contractors will have the

opportunity to see the trail line and location specific TTFs.


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Please refer to trail design guides for typical TTFs within Appendix 1 for guidance on typical features.

6.18 Trail Grades

6.18.1 The Skills Area is graded ‘Orange Bike Park’. Orange Bike Park graded mountain bike trails, tracks and areas, are suitable for cyclists ranging from improvers to experts. The skills area will cater for and excite a sizeable and wide-ranging user group of all ability levels. A basic level of fitness combined with specific mountain bikes and basic off- road handling skills will be necessary to navigate the most basic bike park tracks safely. Riders will expect to cope with any manner of technical trail features, which may feature within a number of different trail types. The grading system widely used throughout the UK is the Forestry Commission’s 3 dot traffic light system. This is widely regarded as best practice. 1-dot is Small (easy), 2-dot is medium (moderate) and 3-dot is large (difficult). Although individual TTFs may be graded to fall within the cross country grading system, it can, for example, be hard to put a grade to a pump track which is only made up of rolling features. A pump track might be very difficult to navigate correctly but has no TTFs which individual grade it as a high difficulty. Specialist knowledge of a trail designer will be needed to grade these tracks correctly and the dot system allows for progression within tracks that are currently hard to distinguish by normal trail grading. The trail widths may vary by up to 0.3m either way in places. It is recommended that the widths above be used as a guide to quote for stone quantity.

Figure 16: 3 dot grade using the Forestry Commission UK grading system for ‘Orange Bike Park’


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6.19 Landscaping

6.19.1 To reduce the visual impact of the finished product of each element of the project is kept to a minimum height and width without negatively impacting on the functionality of the facilities. Often the level of machinery and earth/stone movement involved in a concentrated MTB development has the potential to damage the landscape and leave it scarred immediately after development. Within the corridor/adjacent to the trails, appropriate seeding and re-vegetation of the area, particularly the outer batters of the trail in the post construction phase should be given consideration. To avoid premature erosion, side batters should not exceed 30° and should be covered with a minimum of 80mm of topsoil and re-vegetated, either with natural vegetation or grass seed.

6.19.2 The trails themselves will be sculpted carefully to make use of site topography, incorporating

bends and change of gradient into the side batters and backslopes. The surface will be constructed to fit around and within the natural features where possible. Any deviations to design to ensure the trail is visually aesthetic will be discussed with the Project Manager and Trail Designer. Due to the nature of the development and its materials the trail will blend in with the natural environment and not impact negatively on the character of the landscape. Extensive consideration will be given to the construction of the proposed development to ensure it integrates well with its surroundings and does not harm or detract from the character and appearance of the area. All verges and ditches will be re-vegetated during the track construction process to ensure visual impact is minimal, immediately after construction. Side batters and backslopes will be gentle so as to promote vegetation growth. Vegetation that is extracted from the line of the track is used to re-vegetate the verges of the track to ensure that impact of the trail in the landscape is minimised from the outset.

6.19.3 The track will be fenced off for an agreed ‘bedding in period’, which will allow the site a chance

to naturalise and the trail surface harden and settle, in order to maintain the intended natural look.

6.20 Signage and Interpretation

6.20.1 All MTB developments will have a degree of signage/interpretation, which is used to guide, educate and warn riders of the risks of the activity. Signs are a necessary component of trail management. They provide the user with information that will allow them to make an informed and educated choice on their choice of route. Signage for the site will be largely in the form of wooden posts and interpretation boards. There are different sizes and levels of information found on trail signs. Interpretation will be required at the start of the Skills Area and each ‘learning zone’. The exact wording of the interpretation is to be discussed at the end of the construction process to accurately reflect the final lengths and position of the trails.


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6.20.2 Trail Network Sign

The Trail Network Sign contains a map, general information about the area and safety suggestions. Located at the main car park/trail hub it may contain information such as: • Topographical map of area and routes; • Rules of the trail; • Countryside code; • General Health and safety and warning; • Hazard reporting procedure and site manager telephone number; • Information on who to contact with trail maintenance concerns or how to get involved in

local volunteer groups; • Acceptable trail user experience; • Acceptable quality of bicycle; • Acceptable personal protective equipment required; • Emergency procedures and telephone numbers; • Background information on the surrounding area and trails; • Trail maps for distribution; • Notice board; • Reference to web or other resource;

Figure 17: Typical Trail Network Sign/Interpretation


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6.18.3 Trail Head Signpost

Located at the skills area trail head (or combined with the Trail Network sign on small trails) it contains information to provide the user with the information necessary to make an informed and educated decision whether to proceed or not, such as:

• Trail name; • Trail grade; • Trail length; • Trail difficulty rating and a written explanation of what the user may encounter on the trail; • Warning and quantity of higher grade TTFs if present; • Conditions subject to change Inspect TTFs prior to riding; • Profile; • Use at own risk disclaimer – Trails may be a grade harder to ride when slippery.

Figure 18: Typical Trail Head feature/Interpretation

6.18.4 Way Marker Signs

Additionally, directional signage on the trail is often useful at points of confusion (e.g. start finish, junctions and braided sections). Signs should be posted on braids and technical trail features that are a higher difficult rating than the trail rating.


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• Signs should be labelled with the trail name or colour to distinguish between different trails; • Signs may need arrows to indicate a route choice at a junction on braid; • Consider reflective signs for night use.

Figure 19: Typical waymarker/directional signage (with qualifying TTF)

6.18.5 Signage Strategy

The signage can be adapted to fit with existing signage and branding schemes within the landscape and can fit within numerous signage designs. It is envisaged that the sign design would be subject to consultation with the relevant landscape stakeholders in the scheme. The skills area and pump track would have increased signage which may focus on the educational role particularly with regard to the safe riding of different technical features and control of speed on a downhill trail. It should be noted that the presence of the trail surface would act as a signpost for most of the trail infrastructure. Signage is to be simple and a number of options for robust signage are to be discussed. The exact wording of the interpretation is to be discussed at the end of the construction process to accurately reflect the final lengths and position of the trails.

The trail designer, site manager and contractor will agree all signage locations on site.


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6.21 Timings

6.21.1 Rural areas including woodlands are special places and are protected under national law. In particular the Breeding Bird Season (1st of April to the 31st of August) will affect this site. Works should occur outside this time period unless other steps are taken to remove the breeding habitat along the line of the route, or walk the line of the route prior to construction. These should be agreed with an ecologist. Weather conditions may also play a role within the construction of the trails. If prolonged periods of heavy snow or frost are forthcoming the construction may have to halt to avoid any sub-standard construction techniques. This will require consideration within the contract documentation to ensure both client and contractor are treated fairly during construction process.

6.22 Access

6.22.1 Access points to the trail have not yet been agreed. They will have to be agreed with the successful contractor and Kinblethmont Estate. During construction, access points are likely to be along the line of the trail and via surfaced estate roads or existing routes. Access from the main roads will also be agreed so as not to conflict with traffic.

6.23 Site Compounds

6.23.1 Compounds locations have not yet been agreed. Compounds will be agreed formally in forthcoming consultations in agreement with the Successful Scheme Contactor and The Kinblethmont Estate.

6.24 Risk

6.24.1 The Client (Angus Council) needs to take a view regarding the residual risk posed by a MTB trail. Trails are inherently dangerous and accidents are frequent. The design team and contractor will design out much of the risk as is practical; however there will be a significant risk of injury remaining given the nature of the development and activity.


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6.25 Health and Safety/CDM

6.25.1 The works are likely to require more than 30 working days on site or 500 person days on site. It will therefore be notifiable to the Health and Safety Executive under the Construction and Design Management Regulations, 2007. It is likely that a CDM co-coordinator will need to be appointed by the client before any work may progress on site. Any contractor appointed to complete the works should have appropriate risk management procedures in place and have regard for all persons who may come onto site whoever they are. The contractor will be expected to complete a Construction Phase Health and Safety Management plan before working on site.

6.25.2 The design liability of the constructed trails will be the responsibility of the trail site designer who will ensure that all features are safe and suitable for their target audience. A qualified and suitable designer will therefore be required to supervise and guide the process on site as part of the constriction team. The client authority will adopt the maintenance responsibility for the trails and the upkeep of standards.

6.26 Trail Marking

6.26.1 The trail should be marked with paint and flags/stakes at the beginning of the construction process. The contractor will be walked over the site by the designer to ensure that the line is known and that deviation is avoided.

6.27 Utilities

6.27.1 No utility/service checks have been conducted on the site to date. It will be the responsibility of the contractor to satisfy himself that the ground is free of pipes and cables before excavation occurs.

6.28 Costs for Project Implementation

6.28.1 The following estimated costs are provided for the scheme. They are based on the method of working which Architrail Ltd has developed during their years of experience. It should be noted that some contractors might approach this build differently however the costs are deemed appropriate to construct the facility to an extremely high standard.


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Table 05: Estimated Overall Costs of Project Development - totals are exclusive of VAT

Project Element Length/Size Total £

Skills Trail 700m £49,547

Pump Track 97m £30,177

Car Park 0.08ha £29,050

Fencing 320m £8,890

Grand Total £117,640

6.29 Construction

6.29.1 Time Table

It is envisaged that the construction timetable for this work would be approximately 7 weeks based on a team of 3. This said, the construction period is difficult to quantify as the following issues may affect the programme;

1. Weather conditions may halt the works in the late winter months; 2. Breeding bird season dictates that clearance works must be undertaken before 1st of

March; 3. The availability of suitable contractors; 4. The ability of the contractor to deliver the works in the time frame (size of team); 5. Other site operations which may inhibit the works; 6. Discovery and reaction to of unforeseen ground conditions;

6.29.2 Delivery of Components


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The project as it stands is divided into parcels of work rather than a single entity. As such the project may be delivered in a staged approach or as a single build. This will largely depend on funding which is allocated to the project build. It should be noted that cost savings/economies of scale might be achieved by constructing multiple facilities at the same time. In particular reduced site setup fees, ability to work on multiple sites simultaneously and ability to bulk order materials will contribute to the cost savings.

6.29.3 Contractor

It is important to highlight at this stage that experienced mountain bike trail builders, preferably in conjunction with a full time trail designer should be appointed to deliver any further stages to this development. Mountain bike trail building, especially at the more technical end of the trail grades, is a skill that needs to be learned in order to achieve the appropriate levels of flow within the final product. If this is not achieved the product will fail and may not be safe or fun to use. We recommend that at least 2 examples of previous work be presented as part of future tender processes.

6.30 Maintenance

6.30.1 Costs

Regular maintenance will make sure the trail stays in good condition; the saying ‘a stitch in time saves nine’ is especially true of mountain bike trail maintenance.

The cost of trail maintenance will inevitably be higher as the trails age. Importantly the

trails should need very little maintenance for the first 2 years and only a small amount of maintenance within the first 5 years.

It is important to note that the maintenance schedule will need also to react to the number

of users on the trail with large amounts of users causing more requirements for maintenance.

Within the designs every effort has been made to ensure that the maintenance of the trails is low as possible whilst respecting the need for a top class mountain bike facility, which will never be 100% maintenance free.

It is anticipated that minimum maintenance for this site will be around £1500 for materials and equipment. This cost may be reduced with the input of volunteers or if it is maintained as part of wider programmes (i.e. by the Kimblethmont estate or Angus Council in house teams)


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In addition to the capital costs that are associated with the trails, there may also be the chance to develop volunteer groups or community initiatives on the site, which may input into the trail maintenance regime. In particular, the appointment of a trail champion to organize ‘dig days’ and social events surrounding the maintenance of the trails would also be desirable. It is anticipated that several groups/riding clubs may be interested in the site and these organisations may be a good place to scope the interest for a volunteer group.

6.30.2 Maintenance Inspection

Using a maintenance checklist it is expected that the following tasks will also be undertaken;

Inspect Trail for safety, to verify grade and to ensure sustainability; Inspect Signs for presence and condition; Inspect Constructed features (e.g. Culverts) for structural integrity.

6.31 Ranking Table

Table 6 may be used for comparison/ranking purposes when choosing which options to progress through to detailed design phase. Column 3 indicates a ranking of each feature by the consultant team based on industry experience. This does not necessarily suggest that the lower ranker options won’t be successful, but may represent a product which is in lower demand than higher ranked facilities.

Table 06: Comparison and Ranking Table

Element Consultant Team Ranking (1 = Top Priority/Essential)

Skills Trail =1 Pump Track 3

Dirt Jump Area 4 Car Park =1


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7 Estimated Use and Revenues

7.1 Estimated User Numbers

It is relatively difficult to undertake a basic assessment of the number of users who will use the development described above. This is primarily because there are few studies or research papers which are focused on this type of ‘Skills’ MTB infrastructure in a semi-urban environment. As such a combination of industry knowledge and knowledge of small facility development from Architrail and Capita Symonds will be combined with knowledge of user numbers at trail centres to create an estimate for each site. The user numbers from other, larger, successful inclusive sites/trail centres are provided below for comparison purposes:

Tables 07&08 Trail Centre User Numbers:

07: Typical Scotland Trail Centre User Numbers:

Trail Centre Users

Mabie 72,600*

Glentrool 5,300*

Glentress 187,500*

Kirroughtree 38,000*

Lagan Wolftrax 25,000**

Glenisla (not built) 28,000***

08: Typical North of England Trail Centre User Numbers:

Trail Centre Users

Dalby 108,000*

Kielder 59,400*

Grizedale 140,940*

Whinlatter 31,200*

* 2010 Estimates ** Anecdotal 2011 Estimates ***TRC Feasibility Study 2011


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7.1.1 It is conservatively estimated that a small facility located close to an urban population in Scotland could attract between 5,000-10,000 users per annum however this would depend on the use of the facility as a training and development resource instead of an individual destination.

7.2 Benefits to Local Community

7.2.1 Although the facility is small, it may have potential to generate work opportunities or support the existing work of coaches/event organisers in the local area who currently have no other, custom built facility on which to take groups/events. It can be estimated that if 5 coaching sessions occupied the site for 2hrs per week than at least 0.25 FTE job would be created or supported directly from the scheme.

Indirectly:

The Kimblethmont estate may benefit from increased interest and footfall which may require increased staff to cater for staying guests.

Local bike shops may see an increased trade in bikes, parts and servicing with an

uptake in the activity by younger riders in particular;

Local cafe’s and accommodation providers may also see a small rise in footfall, however as most of the expected users would be local and present for a short time it is likely that the majority of spend on food/drink and accommodation would be within their existing domestic lifestyle.

7.2.2 Community Revenue

As previously mentioned in this report the facility is not likely to standalone as it does not have the critical amount of trail needed or higher facilities (cafe, W/C etc...) to attract large groups willing to pay for car parking. It will require some maintenance support, probably from the local MTB group, Kimblethmont Estate or Angus Council (or a combination of all three) to maintain itself. The following comments are however made:

Charging participants for coaching sessions and events is likely to only cover costs

of the facilitators (if at all) and is not expected to generate a surplus fund for the facility. It is however suggested that a token fee (i.e. £5-10 per session) for taking large (i.e. 15+) groups on the site could be made which may be paid directly into club funds and put towards maintenance equipment.


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The local club could consider charging a token fee for car parking (i.e. 50p) on the site however this is unlikely to generate significant sums of money and would take a large amount of effort to administer and would require willing volunteers to empty any collection box and enforce the payment scheme.


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8 Next Steps

8.1.1 Gaining Support and Funding

Funding for the project will be required to take it forward. It is anticipated that given the lack of facilities in the local area, and the project aimed at growth and education of riders, that the facility will be attractive to funders. It is suggested that conversations with both Developing Mountain Biking in Scotland and Scottish Cycling take place who will have the right knowledge and contacts to take the project forward and pitch to project funders. It is unclear if the ERDF scheme will contribute to the capital works however this avenue of funding should also be explored. Any legacy monies as a result of the Commonwealth Games in 2014 should also be sought as this project is likely to meet criteria for increasing participation in the activity into the future.

8.1.2 Planning Permission (Development Control)

The project is likely to require a planning permission for construction given the car park and surfaced trail infrastructure in particular. It is recommended that a conversation occurs with the local Planning Authority (Angus Council) who will provide advice on the next steps for the application. It is the view of the consultant team that the project would be supported however the access to the car park and removal of trees from the site are likely to be key points which may require further clarifications or further specialist involvements.

8.1.3 Tender and Contractor Appointment

Once planning permission is achieved, a tender for an appropriately skilled contractor should be advertised and awarded. It is suggested this is done through Angus Council procurement system to provide a wide coverage of potential contractors. The contractor should be supported by a client side designer (preferably appointed directly by the client) and a Construction Design and Management Coordinator (CDM-C) to ensure that the trail is constructed in line with design and best practice health and safety.

8.1.4 Construction - See section 6 above.


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End.


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Appendix

Documents

Feasibility Study for Mountain Bike Trails Kinblethmont ... · demand for, and feasibility of the future mountain biking facilities at the predetermined location. 1.1.2 This document