Transport and Environment Committee

Notice of meeting and agenda

10.00am, Thursday 7 December 2017

Dean of Guild Court Room, City Chambers, High Street, Edinburgh

This is a public meeting and members of the public are welcome to attend

Contacts

Email: [email protected] [email protected]

Tel: 0131 529 4283 / 0131 529 4107

Transport and Environment Committee – 7 December 2017 1. Order of business

1.1 Including any notices of motion and any other items of business submitted as urgent for consideration at the meeting.

2. Declaration of interests

2.1 Members should declare any financial and non-financial interests they have in the items of business for consideration, identifying the relevant agenda item and the nature of their interest.

3. Deputations

3.1 If any

4. Minutes

4.1 Transport and Environment Committee 5 October 2017 – submitted for approval as a correct record (circulated)

5. Forward planning

5.1 Transport and Environment Committee Key Decisions Forward Plan (circulated)

5.2 Transport and Environment Committee Outstanding Actions Log (circulated)

6. Business bulletin

6.1 Transport and Environment Committee Business Bulletin (circulated)

7. Executive decisions

7.1 Slateford Road/Shandon Place Junction – Traffic Signal Priorities – report by the Executive Director of Place (circulated) 7.2 Roads Services Improvement Plan – report by the Executive Director of Place (circulated) 7.3 Traffic Regulation Orders at West Crosscauseway, Chapel Street, Quarry Close and Buccleuch Street – report by the Executive Director of Place (circulated) 7.4 Electric Vehicle Action Plan – report by the Executive Director of Place (circulated) 7.5 Waste and Cleansing Improvement Plan – Update – report by the Executive Director of Place (circulated)

Transport and Environment Committee – 7 December 2017 7.6 Nuke Watch Report – “Unready Scotland the Critical gap in our response to the transport of nuclear weapons” – report by the Chief Executive (circulated) 7.7 Enhancing Communal Bin Collections – report by the Executive Director of Place (circulated) 7.8 Place Directorate - Revenue Monitoring 2017/18 - month 5 position – report by the Executive Director of Place (circulated) 8. Routine decisions

8.1 Policies – Assurance Statement – report by the Executive Director of Place (circulated) 8.2 Review of Edinburgh Design Guidance – referral from the Planning Committee (circulated) 8.3 Age Limitation of Taxis and Private Hire Cars (Air Quality) Consultation Update – referral from the Regulatory Committee (circulated) 9. Motions

9.1 Motion by Councillor Cook - Road Safety issues on Greenbank Lane

“That Committee:

Recognises longstanding residents’ concerns over the volume and speed of traffic on Greenbank Lane.

Calls for a report, in two cycles, on a variety of potential road safety measures that could be implemented on Greenbank Lane, including the feasibility of introducing a one-way system.”

Laurence Rockey

Head of Strategy and Insight

Committee Members

Councillors Macinnes (Convener), Doran (Vice-Convener), Arthur, Barrie, Booth, Bruce Burgess, Cook, Douglas, Gloyer and Key.

Information about the Transport and Environment Committee

The Transport and Environment Committee consists of 11 Councillors and is appointed by the City of Edinburgh Council. The Transport and Environment Committee usually meets every eight weeks.

The Transport and Environment Committee usually meets in the Dean of Guild Court Room in the City Chambers on the High Street in Edinburgh. There is a seated public gallery and the meeting is open to all members of the public. Transport and Environment Committee – 7 December 2017 Further information

If you have any questions about the agenda or meeting arrangements, please contact Veronica MacMillan or Rachel Gentleman, Committee Services, City of Edinburgh Council, City Chambers, High Street, Edinburgh EH1 1YJ, Tel 0131 529 4283/4107, email: [email protected] / [email protected] A copy of the agenda and papers for this meeting will be available for inspection prior to the meeting at the main reception office, City Chambers, High Street, Edinburgh. The agenda, minutes and public reports for this meeting and all the main Council committees can be viewed online by going to www.edinburgh.gov.uk/meetings . Webcasting of Council meetings

Please note this meeting may be filmed for live and subsequent broadcast via the Council’s internet site – at the start of the meeting the Convener will confirm if all or part of the meeting is being filmed. Please be aware that the Council is a Data Controller under the Data Protection Act 1998. Data collected during this webcast will be retained in accordance with the Council’s published policy including, but not limited to, for the purpose of keeping historical records and making those records available via the Council’s internet site. Generally, the public seating areas will not be filmed. However, by entering the meeting room and using the public seating area, you are consenting to being filmed and to the use and storage of those images and sound recordings and any information contained in them for web casting and training purposes and for the purpose of keeping historical records and making those records available to the public. Any information presented to the Committee at a meeting, in a deputation or otherwise, in addition to forming part of a webcast that will be held as a historical record, will also be held and used by the Council in connection with the relevant matter until that matter is decided or otherwise resolved (including potential appeals and other connected processes). Thereafter, information will continue to be held as part of the historical record in accordance with the paragraphs above. If you have any queries regarding this, and, in particular, if you believe that use and/or storage of any particular information would cause, or be likely to cause, substantial damage or distress to any individual, please contact Committee Services on 0131 529 4210 or [email protected].

Transport and Environment Committee – 7 December 2017

Minutes Transport and Environment Committee

10.00 am, Thursday 5 October 2017

Present:

Councillors Macinnes (Convener), Doran (Vice-Convener), Arthur, Barrie (agenda items 1.1-7.2), Bird (substituting for Councillor Barrie, agenda items 7.3-9.1), Booth, Bruce, Douglas, Gloyer, Key, Mowat (substituting for Councillor Cook) and Rae (substituting for Councillor Burgess).

1. Minutes

Decision

(a) To approve the minute of the Transport and Environment Committee of 10 August 2017, as a correct record, subject to the following amendments:

Item 7 (decision 3) – “To agree that a report would be brought back to Committee to address the issues raised regarding the enforcement of parking protocols”. Item 16 – The amendment of Voting and Decision to read:

“Voting The voting was as follows:

For the motion - 3 For the amendment - 8

(For the motion: Councillors Bruce, Cook and Douglas

For the amendment: Councillors Arthur, Barrie, Booth, Burgess, Doran, Gloyer, Key and Macinnes.) Decision To approve the terms of the motion, subject to the deletion of the sentence ‘….since the ban of the use of glysophate’ in paragraph 1 and the deletion of paragraph 2.” (b) To approve the minute of the Transport and Environment Committee of 4 September 2017 as a correct record.

2. Key Decisions Forward Plan

The Transport and Environment Committee Key Decisions Forward Plan for October 2017 was submitted.

Decision

To note the Key Decisions Forward Plan for October 2017. (Reference – Key Decisions Forward Plan, submitted)

3. Rolling Actions Log

The Transport and Environment Committee Rolling Actions Log updated to 5 October 2017 was presented.

Decision

1) To note the outstanding actions log, and to approve the closure of items 5, 12, 13, 26 and 28. 2) To agree that the Executive Director of Place would follow up on action 30 on the Rolling Actions Log and arrange an internal meeting with Lothian Buses and elected members to discuss the Edinburgh Tram Extension project.

(Reference – Rolling Actions Log 5 October 2017, submitted)

4. Business Bulletin

The Transport and Environment Committee Business Bulletin for 5 October 2017 was presented.

Decision

To note the Transport and Environment Committee Business Bulletin.

(Reference – Business Bulletin – 5 October 2017, submitted)

5. Petitions for Consideration: (1) Parking Issues in Shandon, and (2) Improve the Original/Current Traffic Calming Measures in Rosshill Terrace, South Queensferry to make them fit for purpose for this 20 mph zone

The City of Edinburgh Council at its meeting on 22 June 2017 agreed to discontinue the Petitions Committee and that petitions would be considered by the responsible executive committees. The Committee was asked to consider two petitions at this meeting.

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(a) Parking Issues in Shandon

The petitioner, Colin Guthrie and Ward Councillor Gavin Corbett spoke on behalf of the petition.

The main points raised by Mr Guthrie were:

 The residents in Shandon were concerned by the increasing pressure on parking and safe access to homes in the area.  Residents believed that the council should engage as a matter of urgency with the community on developing and implementing a package of measures which reduced that pressure by giving parking priority to residents within the Shandon area and ensuring clear access for emergency vehicles.

The main points raised by Councillor Corbett were:

 One of the challenges was that the current traffic calming measures spilt the area into two. This was a single area with a single parking problem that manifested itself in different streets and by splitting the area into two, it set one set of residents against each other.  One set of residents who would not be immediately affected by the proposals said that they would have the displacement put into their side of the area. This was the flaw in the proposals and manifested itself in the mixed response that had been received.

(b) Improve the Original/Current Traffic Calming Measures in Rosshill Terrace, South Queensferry to make them fit for purpose for this 20 mph zone

The petitioner, Frances Kirkwood, spoke on behalf of the petition.

Ms Kirkwood outlined the issues in relation to possible improvements to traffic calming measures in this area:

 Rosshill Terrace was mainly terraced cottages in this narrow road.  Only a narrow pavement existed on one side.  Drivers travelled to/from all local areas / amenities.  Safety / wellbeing of residents was being compromised.  Majority of road users significantly exceeded 20 mph.  Houses on Rosshill Terrace experienced vibration / increased noise levels. The petitioner proposed that the Council took the following actions in response to their concerns:

 Provide clear and visible signage.  Provide road surface improvement.  For junction Safety – improve visibility.  Provide pedestrian safety crossing to railway platforms/bus stops.

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 Undertake traffic monitoring.  To work in partnership with Police Scotland to address the issues highlighted in this petition. Motion

1) To note the issues raised by the two petitions. 2) To consider the terms of the petitions ‘Parking Issues in Shandon’ as set in Appendix one of the report by the Chief Executive and ‘Improve the original/current traffic calming measures in Rosshill Terrace, South Queensferry to make them fit for purpose for this 20mph zone.’ as set in Appendix two of the report. 3) In respect of improving the Original/Current Traffic Calming Measures in Rosshill Terrace, the issues raised would be passed to the City-Wide or Locality Transport Team to be addressed, a road safety assessment would be considered and either a report or an update in the Business Bulletin would be brought to the next Committee. - moved by Councillor Macinnes, seconded by Councillor Doran Amendment 1) To note the issues raised by the two petitions. 2) To consider the terms of the petitions ‘Parking Issues in Shandon’ as set out in Appendix 1 of the report by the Chief Executive and ‘Improve the original/current traffic calming measures in Rosshill Terrace, South Queensferry to make them fit for purpose for this 20mph zone’, as set out in Appendix 2 of the report. 3) In respect of Parking Issues in Shandon: (a) To agree that the petition on parking in Shandon was an ideal opportunity to use the new Controlled Parking and Parking Priority Protocol, agreed by the Committee in August 2017.

(b) To note that, in the terms of that protocol, the petition and history of parking problems in the area was already such as to establish that there was indeed a problem and that this problem was causing public concern.

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4) In respect of improving the Original/Current Traffic Calming Measures in Rosshill Terrace, the issues raised would be passed to the City-Wide or Locality Transport Team to be addressed, a road safety assessment would be considered and either a report or an update in the Business Bulletin would be brought to the next Committee. - moved by Councillor Booth, seconded by Councillor Rae In terms of standing order 20 (7) the amendment was accepted as an addendum to the motion. Decision 1) To note the issues raised by the two petitions. 2) To consider the terms of the petitions ‘Parking Issues in Shandon’ as set out in Appendix 1 of the report by the Chief Executive and ‘Improve the original/current traffic calming measures in Rosshill Terrace, South Queensferry to make them fit for purpose for this 20mph zone’, as set out in Appendix 2 of the report. 3) In respect of Parking Issues in Shandon: (a) To agree that the petition on parking in Shandon was an ideal opportunity to use the new Controlled Parking and Parking Priority Protocol, agreed by the Committee in August 2017.

(c) To agree therefore, that the project could move straight to stage 2 investigation stage, involving detailed survey data and consultation with residents and businesses on proposed measure, subject to clarification by officers that the majority of residents supported the use of Controlled Parking and Parking Priority Protocol and that it would be possible that the project could move straight into Phase 2, as detailed in Appendix 1 of the report. 4) In respect of improving the Original/Current Traffic Calming Measures in Rosshill Terrace, the issues raised would be passed to the City-Wide or Locality Transport Team to be addressed, a road safety assessment would be considered and either a report or an update in the Business Bulletin would be brought to the next Committee. (References – Act of Council (No 2), 7 June 2016; report by the Chief Executive, submitted.)

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Declaration of Interest

Councillor Key declared a non-financial interest in part (a) of the above item as a local ward member.

6. Integrated Weed Control Programme

At the City of Edinburgh Council Committee meeting of 29 June 2017 Council considered a motion in relation to weed removal and asked for a report from the Transport and Environment Committee to review full integration of weed removal into the Waste and Cleansing function as part of proposed improvements to street cleaning.

An update was provided to Committee on progress in controlling weed growth across the city and the proposed introduction of an Integrated Weed Control Programme. Motion

1) To note the update on the management of weeds in streets, parks and other public spaces.

2) To note the draft Integrated Weed Control Programme, in line with the decision taken at its meeting of 1 November 2016.

- Moved by Councillor Macinnes, seconded by Councillor Doran

Amendment

1) To note the update on the management of weeds in streets, parks and other public spaces.

2) To note the draft Integrated Weed Control Programme, in line with the decision taken at the Transport and Environment Committee meeting of 1 November 2016. 3) To agree to receive a report reviewing the operation of the Integrated Weed Control System in Autumn/Winter 2018. - moved by Councillor Booth, seconded by Councillor Rae In terms of standing order 20 (7) the amendment was accepted as an addendum to the motion. Decision 1) To note the update on the management of weeds in streets, parks and other public spaces.

2) To note the draft Integrated Weed Control Programme, in line with the decision taken at the Transport and Environment Committee meeting of 1 November 2016.

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3) To agree to receive a report reviewing the operation of the Integrated Weed Control System in Autumn/Winter 2018. (References – Act of Council (No. 29), 29 June 2017; Transport and Environment Committee, 1 November 2016 (item 10); report by the Executive Director of Place, submitted)

7. Air Quality Update

An update was provided on air quality monitoring data collected in 2016, data trends, emerging issues and progress on air quality actions.

Details were provided on a new Air Quality Management Area which was declared for PM10 in Salamander Street in January 2017 and work which was underway to address the issue. A report on the development of Low Emission Zones would be considered at the next Transport and Environment Committee in December 2017.

Decision

To note the report. (Reference - report by the Executive Director of Place, submitted.) 8. Picardy Place – Motion from Councillor Booth

A motion to Transport and Environment Committee on 10 August 2017 expressed concern about the lack of public engagement on the proposed changes to the redesign of Picardy Place and requested a report setting out options for reducing traffic, delivering active travel infrastructure and improving the public realm. The motion also called for an explanation of the scrutiny which had been carried out on this programme.

Details were provided of a public engagement exercise which had been undertaken and of proposals to bring a final report on the design to Transport and Environment Committee on 7 December 2017. Motion

1) To note the motion approved by Transport and Environment Committee on 10 August 2017 in respect of the design for Picardy Place. 2) To note that public engagement on the proposed design was held in September 2017 which resulted in significant public and stakeholder interest.

3) To note that further engagement was proposed with Elected Members, the public and interested stakeholders throughout October and November 2017

4) To agree that a detailed report in response to Councillor Booth’s motion be prepared for Committee on 7 December 2017, taking account of the feedback received.

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5) To note that a report would be brought to the Finance and Resources Committee on how plans for the central area would be developed and then referred to the Transport and Environment Committee for information.

6) To agree that information on whether the proposals complied with Council policy and design for streets would be contained within the next report to Committee.

- Moved by Councillor Macinnes, seconded by Councillor Doran

Amendment 1 1) To note the motion approved by Transport and Environment Committee on 10 August 2017 in respect of the design for Picardy Place. 2) To note that public engagement on the proposed design was held in September 2017 which resulted in significant public and stakeholder interest.

3) To note that further engagement was proposed with Elected Members, the public and interested stakeholders throughout October and November 2017, and to agree that the engagement would include consultation with the Edinburgh Access Panel and with organisations representing disabled people and older people, especially in relation to any shared space elements of the scheme.

3) To agree that detailed information on the proposals, including technical scale drawings, would be available in an accessible format online and that online feedback would be accepted from the public and stakeholders.

4) To agree that a detailed report in response to Councillor Booth’s motion be prepared for Committee on 7 December 2017, taking account of the feedback received, and that the report would also provide information on the future adaptability of the junction.

6) Following consultation and if required, to agree that the Convener would write to the Scottish Government and the St James developer asking them to consider revising the junction layout within the GAM and parallel contractual agreements, in order to better address priorities of traffic reduction, development of active travel infrastructure and improvement of the public realm, and that should both parties be amenable to this revision, a report would be prepared setting out the detail of this for consideration by Full Council. 7) To note that a report would be brought to the Finance and Resources Committee on how plans for the central area would be developed and then referred to the Transport and Environment Committee for information. 8) To agree that information on whether the proposals complied with Council policy and design for streets would be contained within the next report to Committee.

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- moved by Councillor Booth, seconded by Councillor Rae

Amendment 2 1) To note the motion approved by Transport and Environment Committee on 10 August 2017 in respect of the design for Picardy Place. 2) To note that public engagement on the proposed design was held in September 2017 which resulted in significant public and stakeholder interest.

3) To note that further engagement was proposed with Elected Members, the public and interested stakeholders throughout October and November 2017.

4) To agree that a detailed report in response to Councillor Booth’s motion be prepared for Committee on 7 December 2017, taking account of the feedback received. 5) To further agree that the consultation with interested parties should be open about what opportunities there were to change the proposals shown at the Edinburgh Together event which it was noted were not reproduced in the publicly available papers issued for this meeting (at 2nd October 2017).

6) To agree that a consultation event would be held with the residents of streets closest to the junction and therefore most likely to be affected (to include : Leith Street, Picardy Place, Broughton Street, York Place, Union Street, Forth Street, Hart Street, Gayfield Square, Antigua Street, Broughton Place and Albany Street).

7) To agree that details of the current capacity of the roundabout would be provided alongside the proposed capacity of the plans advertised at the Edinburgh Together event as part of the consultation events planned.

8) That consideration would be given to revising the proposed banned left turn from York Place in Broughton Street as this was likely to divert traffic into residential streets.

9) To agree that the papers brought forward for the December meeting of the Transport and Environment Committee should detail when further consultation on plans for this area would be held. 10) To note that a report would be brought to the Finance and Resources Committee on how plans for the central area would be developed and then referred to the Transport and Environment Committee for information. 11) To agree that information on whether the proposals complied with Council policy and design for streets would be contained within the next report to Committee.

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- Moved by Councillor Mowat, seconded by Councillor Douglas In terms of standing order 20 (7) the amendments were accepted as addendums to the motion. Decision 1) To note the motion approved by Transport and Environment Committee on 10 August 2017 in respect of the design for Picardy Place. 2) To note that public engagement on the proposed design was held in September 2017 which resulted in significant public and stakeholder interest.

4) To agree that detailed information on the proposals, including technical scale drawings, would be available in an accessible format online and that online feedback would be accepted from the public and stakeholders.

5) To agree that a detailed report in response to Councillor Booth’s motion be prepared for Committee on 7 December 2017, taking account of the feedback received, and that the report would also provide information on the future adaptability of the junction.

6) Following consultation and if required, to agree that the Convener would write to the Scottish Government and the St James developer asking them to consider revising the junction layout within the GAM and parallel contractual agreements, in order to better address priorities of traffic reduction, development of active travel infrastructure and improvement of the public realm, and that should both parties be amenable to this revision, a report would be prepared setting out the detail of this for consideration by Full Council. 7) To further agree that the consultation with interested parties should be open about what opportunities there were to change the proposals shown at the Edinburgh Together event which it was noted were not reproduced in the publicly available papers issued for this meeting (at 2nd October 2017).

8) To agree that a consultation event would be held with the residents of streets closest to the junction and therefore most likely to be affected (to include : Leith Street, Picardy Place, Broughton Street, York Place, Union Street, Forth Street, Hart Street, Gayfield Square, Antigua Street, Broughton Place and Albany Street).

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9) To agree that details of the current capacity of the roundabout would be provided alongside the proposed capacity of the plans advertised at the Edinburgh Together event as part of the consultation events planned.

10) That consideration would be given to revising the proposed banned left turn from York Place in Broughton Street as this was likely to divert traffic into residential streets.

11) To agree that the papers brought forward for the December 2017 meeting of the Transport and Environment Committee should detail when further consultation on plans for this area would be held. 12) To note that a report would be brought to the Finance and Resources Committee on how plans for the central area would be developed and then referred to the Transport and Environment Committee for information. 13) To agree that information on whether the proposals complied with Council policy and design for streets would be contained within the next report to Committee. (References – Transport and Environment Committee, 10 August 2017 (item 1); report by the Executive Director of Place, submitted)

9. Central Edinburgh Transformation – Scoping Report

Details were provided of an approach to the future development of Central Edinburgh and its public realm which recognised the ambitions set out in the 2050 Edinburgh City Vision, its status as a capital city and as a place that benefited all of Edinburgh’s citizens. Motion

To approve the outline scope of the proposed Central Edinburgh Transformation project, subject to further development to be taken forward through the leadership of the Central Edinburgh Development Working Group.

- moved by Councillor Macinnes, seconded by Councillor Doran

Amendment

1) To approve the outline scope of the proposed Central Edinburgh Transformation project, subject to further development to be taken forward through the leadership of the Central Edinburgh Development Working Group.

2) To note that Appendix 1 of the report by the Executive Director of Place was not circulated with the papers when first distributed.

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3) To note that that details of the composition of the Central Edinburgh Development Working Group had not been circulated and request a report on membership and governance.

4) To instruct Committee that any proposals coming forward which advocated the removal of traffic from commercial streets should be subject to an assessment of the impact such changes would have on nearby residential streets; to include traffic counts and modelling; and that appropriate consultation would be carried out with residents of these streets so that the residential amenity of large parts of the City Centre was preserved as detailed in 3.2 of the report. 5) To agree that the Executive Director of Place would provide an update to the Committee in approximately three cycles on the proposed Central Edinburgh Transformation Project. 6) To agree that Committee Services would gather nominations from the Conservative, Green and SLD groups for the Central Edinburgh Development Working Group.

- moved by Councillor Mowat, seconded by Councillor Douglas In terms of standing order 20 (7) the amendment was accepted as an addendum to the motion. Decision

2) To note that Appendix 1 of the report by the Executive Director of Place was not circulated with the papers when first distributed.

3) To note that that details of the composition of the Central Edinburgh Development Working Group had not been circulated and request a report on membership and governance.

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6) To agree that Committee Services would gather nominations from the Conservative, Green and Scottish Liberal Democrat (SLD) groups for the Central Edinburgh Development Working Group. (References – Act of Council (No. 4), 29 June 2017; report by the Executive Director of Place, submitted)

10. George Street and First New Town Design Project Update

An update was provided on the George Street and First New Town Design Project (GNT). A consultancy team was now appointed and would commence a preliminary design; this followed authorisation by the Committee at its meeting of 7 June 2016 to expedite procurement of design work for George Street, and approval of a revenue contribution for the preliminary design consultancy costs by Transport and Environment Committee at its meeting of 21 March 2017.

Decision

1) To note that the contract for design services, at a value of £289,400,00 for the George Street and First New Town Design Project (GNT) was awarded to WYG Environment Planning Transport Ltd by the Executive Director of Place on 25 September 2017 under delegated authority.

2) To note that the scope of GNT project work was wider than previous George Street project, and was being developed within the context of the Central Edinburgh Transformation, being reported to this Committee

(References – Transport and Environment Committee, 7 June 2016 (item 24) and 21 March 2017 (item 16); report by the Executive Director of Place, submitted)

11. Review of Infrastructure at the West End of Princes Street and Tram Infrastructure in the City Centre and at Edinburgh Park

An update was provided on work undertaken to date and a scoping report presented for future work on a review of infrastructure at the west end of Princes Street and tram infrastructure in the city centre and at Edinburgh Park to enhance pedestrian and cyclist safety and convenience.

Decision

1) To note the work undertaken to date on the improvements.

2) To approve the scoping report for future works.

3) To discharge items 1 and 3 of the Motion “Action to Improve Conditions for Vulnerable Road Users”, approved by the Edinburgh Council on 29 June 2017.

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(References – Act of Council (No. 4) 29 June 2017; report by the Executive Director of Place, submitted)

12. Transport and Environment Committee Strategic Work Programme

Committee considered a report on the Programme for the Capital: The City of Edinburgh Council Business Plan 2017-22, which was approved by Council on 24 August 2017. The report provided the elements of the Programme for the Capital which sat within the remit of the Transport and Environment Committee. Decision

To note the work programme for the Committee, as set out in the Programme for the Capital and summarised in the report by the Executive Director of Place. (References – Act of Council (No 7), 24 August 2017; report by the Executive Director of Place, submitted)

13. Place Directorate – Revenue Monitoring 2017/2018 – Month 3 Position

Details were provided of the projected month three revenue budget monitoring position for Place Directorate. The report also included an update on the provisional month five position. Operational cost pressures and proposed measures to mitigate the pressures were set out in the report.

Decision

1) To note the net projected residual budget pressure of £1.004m after identified mitigations which remained at month three.

2) To note that approved savings in 2017/18 totalling £7.323m were currently 72% on target to be delivered; £5.293m. The net projected residual budget pressure included management plans to deliver the remaining savings.

3) To note that Place Directorate had now identified proposed remedial measures to address the projected overspend position and while a number of risks remained around delivery of mitigating actions, a break-even position was now being forecast in the provisional month five monitoring.

4) To agree that the Executive Director of Place would provide more details in future reports to Committee.

(Reference – report by the Executive Director of Place, submitted)

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14. Leith Walk Phase 4 – Appointment of Land Engineering

At the meeting of Council on 29 June 2017, a motion was approved seeking additional detail of the circumstances surrounding the appointment and subsequent collapse of Land Engineering, the company responsible for undertaking the Phase 4 Leith Walk repairs between Pilrig Street and McDonald Road. In discharging the motion, the report detailed the assessment undertaken prior to contract award, the actions taken by the Council immediately following the collapse and proposed improvements to mitigate the risk of similar business failure going forward.

Decision

1) To note the report.

2) To refer the report to the Finance and Resources Committee for consideration of any relevant improvements that might be introduced across the Council’s wider procurement and contract management processes. (References – Act of Council (No. 25), 29 June 2017; report by the Executive Director of Resources, submitted)

15. Appointment to the Cammo Estate Advisory Committee

The Transport and Environment Committee was asked to appoint the membership of the Cammo Estate Advisory Committee as the parent Committee Decision To agree to appoint Councillors Hutchison and Work to the Cammo Estate Advisory Committee. (Reference – report by the Chief Executive, submitted)

16. Objections to Proposed Introduction of 24 Hour Waiting Restrictions – Dundas Street

Details were provided of a report advising that the developer of 30-30A Dundas Street requested that the current single yellow line waiting restrictions be amended to 24 hour waiting restrictions (double yellow lines) adjacent to their premises. The introduction of double yellow line waiting restrictions would allow delivery vehicles to load/unload at any time of the day.

Objections were received when the proposals were advertised to the public. The report by the Executive Director of Place addressed the representations made by the objectors, recommended that the objections were set aside and that the Traffic Regulation Order (TRO) was made as advertised. The concerns of the objectors and the Council’s response were set out in Appendix 1 of the report.

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Decision

1) To set aside the objections received.

2) To make the Traffic Regulation Order (TRO) as advertised.

(Reference – report by the Executive Director of Place, submitted) 17. Objections to Traffic Regulation Orders TRO/17/32 A and B Proposed Amendments to Speed Limits – Various Roads, Edinburgh

Details were provided of objections to Traffic Regulation Orders TRO/17/32 A and B which would make variations to the previously implemented Traffic Regulation Order TRO/15/17 for a citywide 20mph network and introduced additional speed limit adjustments. It informed Committee of the one objection received to the Order and sought approval to set this aside and make the Orders as advertised. Decision

1) To note the objection received to the Traffic Regulation Orders.

2) To set aside the objection and approve the Traffic Regulation Order as advertised. (References – Transport and Environment Committee, 17 January 2017 (item 19); report by the Executive Director of Place, submitted)

18. Waste and Cleansing Improvements Plan - Update

Details were provided of the progress concerning the delivery of actions contained within the Waste and Cleansing Plan. Decision

1) To note the progress made on implementing the actions within the Improvement Plan and the impact on service performance to date.

2) To note that the remaining actions and additional activities would be progressed either through separate projects or as part of business as usual.

3) To approve widening the scope of the procurement exercise for the special uplift service to include notes of interest from commercial suppliers as a means of addressing capacity concerns.

(References – Transport and Environment Committee, 10 August 2017 (item 14); report by the Executive Director of Place, submitted)

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19. Edinburgh Adapts: Climate Change Adaptation Action Plan 2016-2020 – Annual Progress Report

Committee considered a report on Edinburgh Adapts, which comprised A Vision for a Climate Ready Edinburgh and a Climate Change Adaptation Action Plan for the city. The Vision and Action Plan set out in detail how Edinburgh would deal with the impacts of, and build resilience to, the changing climate. The Vision and Action Plan were approved by Committee in August 2016. Decision

1) To approve the establishment of an internal Working Group on Adaptation to embed climate-related risks and take a whole Council approach to dealing with the consequences of climate change.

2) To recognise the significant progress made across the Council and partner organisations in implementing the Edinburgh Adapts Action Plan.

3) To recognise the role of the Council and continue to support the Edinburgh Adapts Steering Group in driving the Plan forward.

4) To note progress on Edinburgh’s participation in the EU Mayors Adapt initiative. (References – Transport and Environment Committee, 30 August 2017 (item 21); report by the Chief Executive, submitted)

20. Seafield Waste Water Treatment Works – Council Odour Monitoring and Assessment Programme Update

An update was provided on the outcome of Veolia Water’s action plan, designed to identify the source and chemical compounds of a burning odour that emanated from Seafield Waste Water Treatment Works (WWTW) and affected local residents during May and June 2016. Motion

1) To note the findings of the Council’s monitoring and assessment programme over the period 1 March to 30 June 2017.

2) To note the outcome and actions arising from an increase in odour complaints received by the Council during the period 17 April to 31 May 2017.

3) To agree that a leaflet would be designed for distribution to residents in the Leith Links area that would outline the importance of reporting odour release to the Council and would provide Council contact details to make it easier to register complaints.

Transport and Environment Committee – 5 October 2017 Page 17 of 21

4) To note the Scottish Government had commissioned a review of Seafield WWTW. 6) To agree that the Executive Director of Place would ensure that members of the public could report complaints to their satisfaction. 7) To agree that the Regulatory Services Manager would ensure that members of the public were aware of how to report complaints and would liaise with communications about the development of information leaflets for residents.

- moved by Councillor Macinnes, seconded by Councillor Doran

Amendment

1) To note the findings of the Council’s monitoring and assessment programme over the period 1 March to 30 June 2017.

2) To note the outcome and actions arising from an increase in odour complaints received by the Council during the period 17 April to 31 May 2017.

4) To note the Scottish Government has commissioned a review of Seafield WWTW.

5) To agree to receive a further report within three months setting out the feasibility and costs of allowing residents to report odour incidents online.

6) To agree that the Executive Director of Place to ensure that members of the public could report complaints to their satisfaction.

7) To agree that the Regulatory Services Manager to ensure that members of the public were aware of how to report complaints and would liaise with communications about the development of information leaflets for residents

- moved by Councillor Booth, seconded by Councillor Rae

In terms of standing order 20 (7) the amendment was accepted as an addendum to the motion.

Decision

1) To note the findings of the Council’s monitoring and assessment programme over the period 1 March to 30 June 2017.

Transport and Environment Committee – 5 October 2017 Page 18 of 21

2) To note the outcome and actions arising from an increase in odour complaints received by the Council during the period 17 April to 31 May 2017.

4) To note the Scottish Government has commissioned a review of Seafield WWTW.

5) To agree to receive a further report within three months setting out the feasibility and costs of allowing residents to report odour incidents online.

6) To agree that the Executive Director of Place to ensure that members of the public could report complaints to their satisfaction.

7) To agree that the Regulatory Services Manager would ensure that members of the public were aware of how to report complaints and would liaise with communications about the development of information leaflets for residents. (References – Transport and Environment Committee, 1 November 2016 (item 9); report by the Executive Director of Place, submitted)

21. Review of School Crossing Patrol Service

Details were provided of a review of the School Crossing Patrol (SCP) service which was ongoing. The initial stage assessed current sites and gathered technical data using a common approach that enabled sites to be compared. The next stage in the review would be to consult with service users and service providers to seek their views about existing sites, as well as potential alternatives or additional new sites. Decision

1) To note the work that had been undertaken to date on the School Crossing Patrol (SCP) review.

2) To note consultation would be taking place with service users and service providers to seek their views about existing sites, as well as potential alternatives or additional new sites.

3) To note that it was intended to develop a draft SCP Policy for the Transport and Environment Committee to consider in late 2018. (References – Transport and Environment Committee, 16 March 2016 (item 18); report by the Executive Director of Place, submitted)

Transport and Environment Committee – 5 October 2017 Page 19 of 21

22. Sustainable Scotland Network Conference 2017

Committee considered a report advising of the action taken under urgency provisions to approve the representation at the Sustainable Scotland Network Conference on 5 October 2017.

Decision

To note the action taken by the Executive Director of Place and Convener of Transport and Environment Committee, in consultation with the Council Leader and Deputy Leader, in approving attendance by Councillor Burgess at the Sustainable Scotland Network Conference in Edinburgh on 5 October 2017 under the urgency provisions set out at paragraph 4.1 of the Committee Terms of Reference. (Reference – report by the Executive Director of Place, submitted)

23. Motion by Councillor Booth – Low- Cost Ways to Boost Cycle Use

The following motion by Councillor Booth was submitted in terms of Standing Order 29.1.

Committee:

1) Notes the results of the Spokes "Low Cost Ways to Boost Cycle Use" summer competition, which were announced on 11 September 2017, and which attracted a record 57 entries: http://www.spokes.org.uk/2017/09/no- way-and-1-way-problems-win-our-low-cost-competition/

2) Notes that while the entries come from across the Lothians, many of them are located within, or otherwise relevant to, the Edinburgh Council area;

3) Agrees that small, low-cost active travel infrastructure improvements are often ideal projects for the council's locality teams to take forward, thus allowing the city's active travel team to focus on the more strategic active travel projects;

4) Therefore agrees to thank Spokes, the volunteer judging panel, the local businesses who donated prizes and the members of the public who submitted ideas, for their input into this project;

5) Further agrees to refer the Spokes document describing the competition entries to each Locality Manager (or other relevant section of the Council) with a request that they identify the proposals within their area of responsibility, assess the feasibility of each proposal, undertake the relevant work to take appropriate proposals forward, and report back on a quarterly

Transport and Environment Committee – 5 October 2017 Page 20 of 21

basis to the relevant locality committee (once formed) and to the Transport and Environment Committee on progress to implement the proposals.”

Decision

To approve the terms of the motion by Cllr Booth, subject to the amendment of part 3 of the motion to read: “Agrees that some small, low-cost active travel infrastructure improvements are often ideal projects for the council's locality teams to take forward, thus allowing the city's active travel team to mainly focus on the more strategic active travel projects.”

Transport and Environment Committee – 5 October 2017 Page 21 of 21

Item No 5.1 - Key decisions forward plan

Transport and Environment Committee – 7 December 2017 7 December 2017 to 1 March 2018

Item Key decisions Expected Wards Director and lead officer Council date of affected Commitments decision 1. Edinburgh Conscientious Objectors 1 March 2018 Executive Director Place Memorial Petition Lead Officer: David Jamieson 0131 529 7055 [email protected] 2. Calton Hill Management Plan 1 March 2018 Executive Director of Place Lead Officer: David Jamieson 0131 529 7055 [email protected] 3. North Bridge Refurbishment 1 March 2018 Executive Director of Place Lead Officer: Tom Dougall 0131 469 3753 [email protected] 4. Road, Footway and Bridges 1 March 2018 Executive Director of Place Investment (RAMP) Lead Officer: Sean Gilchrist 0131 529 3765 [email protected]

Item Key decisions Expected Wards Director and lead officer Council date of affected Commitments decision 5. Burials Report 1 March 2018 Executive Director of Place Lead Officer: Robbie Beattie 0131 555 7950 [email protected] 6. Marchmont to Kings Buildings Cycle 1 March 2018 Executive Director of Place Route – Objections to TRO and Lead Officer: Ewan Kennedy/Brian redetermination order Mackay 0131 469 3575/0131 458 8064 [email protected] / [email protected] 7. Review of Scientific Services and 1 March 2018 Executive Director of Place Mortuary Services Lead Officer: Robbie Beattie 0131 555 7950 [email protected] 8. Changes to Special Uplift Charges 1 March 2018 Executive Director of Place Lead Officer: Gareth Barwell 0131 529 5844 [email protected] 9. Update on Changes to Unattended 1 March 2018 Executive Director of Place Waste Bins and Changes to Lead Officer: Andy Williams Collection Times for Food and Glass 0131 469 5660 Waste for Businesses [email protected] 10. Place Directorate: Revenue 1 March 2018 Executive Director of Place Monitoring 2017/18 – Month 7 Lead Officer: Susan Hamilton Position 0131 469 3718 [email protected]

Transport and Environment Committee – 7 December 2017 Page 2 of 3 Item Key decisions Expected Wards Director and lead officer Council date of affected Commitments decision 11. Strategy in Reducing Plastic Bottle 1 March 2018 Executive Director of Place Waste Lead Officer: Andy Williams 0131 469 5660 [email protected] 12. Seafield Update Report 1 March 2018 Executive Director of Place Lead Officer: Andrew Mitchell 0131 469 5288 [email protected] 13. Setted Streets Progress Report 1 March 2018 Executive Director of Place Lead Officer: Sean Gilchrist 0131 529 3765 [email protected]

Executive Director of Place Lead Officer: Daniel Lodge 0131 529 3901 [email protected] 14. Carbon Literacy Programme for 1 March 2018 Chief Executive Edinburgh Lead Officer: Jenny Fausset 0131 469 3538 [email protected] 15. Picardy Place – Motion by Councillor Additional Executive Director of Place Booth meeting – 25 Lead Officer: Ewan Kennedy January 2018 0131 469 3575 [email protected]

Transport and Environment Committee – 7 December 2017 Page 3 of 3 Outstanding Actions Log Item 5.2

Transport and Environment Committee 7 December 2017

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date 1 21 Deputation – To agree to report back to the Executive Director of Place 7 Dec March Merchiston next Transport & Environment Lead Officer: Robbie Beattie 2017 2017 Community Committee the outcome of the Scientific & Environmental Services Council working group’s deliberations. Manager 0131 555 7980 [email protected] Executive Director of Place 2 21 Transport and To note that work on the 7 Dec Setted streets Lead Officer: Sean Gilchrist, Road March Environment resurfacing of Brighton Place 2017 report to come Renewal Manager 2017 Committee would be postponed until the to Committee on 0131 529 3765 Business setted streets report returns to 7 December [email protected] Bulletin the Transport and Environment 2017. Committee on 1 August 2017.

3 21 Landfill and To approve the proposed Executive Director of Place 7 Dec March Recycling approach to tackling increasing Lead Officer: Andy Williams, Technical 2017 2017 examples of businesses leaving Manager 0131 469 5660 waste bins unattended outside [email protected] of prescribed collection times and to revisit the existing food

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date and glass exemptions granted to businesses. The success of this would be subject to a future report to Committee. Information 4 21 Redesign of To note the development of a Executive Director of Place 7 Dec included in March Recycling communal redesign project and Lead Officer: Angus Murdoch, 2017 report – 2017 Services in to agree to receive a further Technical Coordinator, Waste and Development of Tenements and report towards the end of the Cleansing Services a Communal Flats calendar year that advises on 0131 469 5427 Redesign the development of a communal [email protected] Project Update bins redesign proposal, which outlines the feasibility studies that intend to shape the scope of a future project.

5 17 Setted Streets To continue consideration of the Executive Director of Place Lead 7 Dec Setted streets January Progress Report report by the Executive Director Officer: Daniel Lodge, Planning Officer 2017 report to come 2017 of Place to the meeting of the [email protected] to Committee on

Transport and Environment 0131 529 3901 7 December Committee on 21 March 2017 to 2017. Lead Officer: Sean Gilchrist, Roads allow for further Renewal Manager engagement/consultation and [email protected] 0131 associated costs to be 529 3765 established.

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date 6 17 Transport for To approve Lothian Buses new Executive Director of Place Lead Early 2018 Report to come January Edinburgh Business Plan 2017-2019 noting Officer: Ewan Kennedy, Senior to Committee in 2017 Strategic Plan the areas for further work as set Manager – Transport Networks Early 2018. 2017 – 2021 and out in paragraph 3.20, and to [email protected] Lothian Buses request a progress report by 0131 469 3575 Plan 2017-2019 Autumn 2017 on these matters.

7 17 Transport for To note that Transport for Executive Director of Place Lead Early 2018 Early 2018 January Edinburgh Edinburgh’s three year Officer: Ewan Kennedy, Senior 2017 Strategic Plan operational plan would be Manager – Transport Networks 2017 – 2021 and presented at a future Committee [email protected] Lothian Buses meeting for approval. 0131 469 3575 Plan 2017-2019

8 17 Charges for To agree that the financial Executive Director of Place Lead 1 March 7 December January Special Uplifts impact of this charge would be Officer: Executive Director of Place 2018 2017 2017 closely monitored for the next 12 Gareth Barwell, Head of Place

months and would be reported to Management a future meeting of the Transport [email protected] and Environment Committee 0131 529 5844

9 17 Policies - To note the intention of officers Executive Director of Place Lead 7 Dec 7 December January Assurance to bring forward a suite of Officer: Gareth Barwell, Head of Place 2017 2017 2017 Statement policies for Waste and Cleansing Management Services to Transport and [email protected]

Environment Committee during 0131 529 5844 the course of 2017/18. Michael Thain, Head of Place Development

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date [email protected] 0131 529 2426

10 01.11.16 Alternatives to To note the intention to develop, Executive Director of Place 5 October 5 October Report the Use of implement and report back to the Lead Officer: David Jamieson, 2017 2017 considered by Glyphosate- Transport and Environment Parks & Green Space Manager Committee on 5 Based Herbicide Committee within 12 months an 0131 529 7055 October 2017 – to Control Integrated Weed control [email protected] closed. Weeds on Programme with achievable Streets and targets and objectives for the Green Spaces control of weeds along roadsides, pavements, other hard surfaces, and in parks and other green spaces. This programme to focus on the application of mulches and cultural maintenance, mechanised weed brushes, rippers and path edgers, and electricity and to include a timetable for the phasing out of the use of glyphosate within the authority and hope to have alternatives in place. Executive Director of Place Autumn/ 11 05.10.17 Integrated Weed To agree to receive a report Lead Officer: David Jamieson, Parks, Winter Control reviewing the operation of the Greenspace and Cemeteries Manager 2018 Programme Integrated Weed Control System 0131 529 7055 in Autumn/Winter 2018. [email protected]

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date Executive Director of Place Lead 12 01.11.16 Seafield Waste To note that some residents no 5 October Report Officer: Michael Thain, Head of Place Water treatment longer report odour incidents, 2017 considered by Development - Monitoring of either because they feel it makes Committee on 5 0131 529 2426 Scottish Water no difference or because they October 2017 – [email protected] Odour report that it is too difficult to do closed. Improvement so, and to agree to bring forward Andrew Mitchell, Community Safety Plan proposals to make it easier for Senior Manager 0131 469 5822 residents to report odour [email protected]

incidents, including but not limited to online or digital ways to register such incidents. Executive Director of Place 1 March 13 05.10.17 Seafield Waste 1) To agree to receive a further Lead Officer: Andrew Mitchell, 2018 Water Treatment report within three months Regulatory Services Manager Works – Council setting out the feasibility and 0131 469 5822 Odour costs allowing residents to [email protected] Monitoring and report odour incidents online. Assessment 2) The Executive Director of Programme Place to ensure that Update members of the public could report complaints to their satisfaction. 3) The Regulatory Services Manager to ensure that members of the public were aware of how to report complaints and would liaise with communications about the development of

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date information leaflets for residents.

14 30.08.16 Water of Leith To ask that the outcome of the Executive Director of Place August Valley feasibility study be reported to a Lead Officer: David Jamieson 2018 Improvement future meeting of the Transport Parks, Greenspace & Cemeteries Proposals (Dean and Environment Committee. 0131 529 7055 to Stockbridge [email protected] Section)

15 07.06.16 Delivering the To acknowledge that a further Executive Director of Place June 2018 June 2018 Local Transport Report on that Traffic Regulation Lead Officer: Andrew MacKay Strategy 2014- Order process, as per Appendix Professional Officer 2019: Parking 4 the report by the Executive 0131 469 3577 Action Plan Director of Place, would come [email protected] Forward back to the Transport and Environment Committee for final decision in Q2 of 2018.

16 07.06.16 Review of To agree to accept further Executive Director of Place 1 March 7 December Scientific reports on the outcome of the Lead Officer: Robbie Beattie 2018 2017 Services & financial impact assessment of a Scientific & Environmental Services

Mortuary Scottish Shared Scientific Manager Services Service and the outline business 0131 555 7980 case for the shared laboratory [email protected] and mortuary facility in the Edinburgh BioQuarter.

17 07.06.16 George Street To authorise officers to explore Executive Director of Place 17 May 17 May 2018 Experimental the most appropriate Lead Officer: Anna Herriman 2018

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date Traffic procurement options in order to City Centre Programme Manager Regulation Order expedite the delivery of the next 0131 469 3853 Concluding design steps, securing best [email protected] Report and value for the Council and Design ensuring the appropriate design Principles and technical expertise required, to develop the Design Principles into a Stage D design, that would be brought back to the Committee for approval as a proposed Traffic Regulation Order.

18 15.03.16 Carbon Literacy To agree a further report Chief Executive 1 March 1 March 2018 Programme for detailing the key findings of a Lead Officer: Jenny Fausset 2018 Edinburgh pilot carbon literacy programme Senior Corporate Policy Officer with three city organisations 0131 469 3538 would be presented to the [email protected] Transport and Environment Committee in Spring 2017. Executive Director of Place 19 15.03.16 Review of To note the intention to present 5 October Report was Lead Officer: Andrew Easson School Crossing the outcome of the review to this 2017 considered by Transport Manager Patrol Service committee at its meeting in Committee on 5 0131 469 3643 October 2016. October 2017 – [email protected] closed. Executive Director of Place 17 May 2018 20 15.03.16 Saughton Park To note that an update report 17 May Lead Officer: David Jamieson, Parks and Gardens would be submitted to the 2018 and Manager Heritage Lottery Committee prior to the start of

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date Fund Delivery the Construction Phase. 0131 529 7055 Phase Grant [email protected] Award

21 25.08.15 Edinburgh To note the agreement that Executive Director of Place 1 March 1 March 2018 Conscientious officers would report on the Lead Officer: David Jamieson 2018 Objectors outcome of discussions with the Parks and Greenspace Manager Memorial principal petitioner. 0131 529 7055 Petition referral [email protected] from the Petitions Committee

22 02.06.15 City Centre To note that a report on the Executive Director of Place 7 Dec 7 December Public Spaces findings and recommendations Lead Officer: Anna Herriman 2017 2017 Manifesto of this public consultation and Partnership & Information Manager Update Castle Street trial would be 0131 429 3853 submitted to the Transport and [email protected] Environment Committee in the

Autumn of 2016. Executive Director of Place 23 10.08.17 Key Decisions To agree that the Executive 7 Dec 7 December Lead Officer: Stacey Monteith- Forward Plan Director of Place would provide 2017 2017 Skelton, Senior Engineer (Road Safety a report to the next T+E 0131 469 3558 Committee on improvements to stacey.monteith- cycling, road safety and tram [email protected] interface and on the City Centre

and Public Realm. Ewan Kennedy, Senior Manager – Transport Networks

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date 0131 469 3575 [email protected]

David Leslie, Chief Planning Officer 0131 529 3948 [email protected] Executive Director of Place 24 10.08.17 Petitions for 1) In respect of Lothianburn 7 Dec 7 December Lead Officer: Ewan Kennedy, Senior Consideration: Park and Ride Petition, the 2017 2017 Manager – Transport Networks Lothianburn Park Executive Director of Place 0131 469 3575 and Ride & to liaise with Midlothian [email protected] Redesign the Council and report to the traffic light Committee in two cycles on priorities at the issues relating to Park Junction of and Ride. Slateford Road 2) In respect of the Slateford and Shandon Road and Shandon Place Place Petition, the Executive Director of Place to liaise with the petitioners and arrange for a site visit to inspect the crossing and report back to the Committee in two cycles.

25 10.08.17 Waste and The Head of Place Management Executive Director of Place 15 Sept 14 Sept 2017 Briefed on 14 Cleansing to provide figures to Councillor Lead Officer: Andy Williams, Waste 2017 September 2017 Service – Booth on the forecast on the and Cleansing Manager – closed. volume of non-recyclable waste 0131 469 5660 in tonnes and the funding that

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date Performance the Council had budgeted for [email protected] Update landfill and other non-recyclable

waste.

Nov 2017 Briefed Cllr 26 10.08.17 Waste and The Head of Place Management Executive Director of Place Macinnes on 6 Cleansing to provide a briefing session for Lead Officer: Andy Williams, Waste October. Improvement the members of the Committee and Cleansing Manager Individual Plan – Progress on Routesmart Routing 0131 469 5660 briefing Update Software. [email protected] sessions agreed. All contacted and have dates in the calendar with the SNP group (20 Nov) and Greens (21 Nov). Waiting to hear back about the others.

Executive Director of Place 27 04.09.17 Edinburgh Tram The Executive Director of Place Lead Officer: Ewan Kennedy, Senior - York Place to to: Manager – Transport Networks Late Meeting is in Newhaven  arrange to meet with 0131 469 3575 October the process Updated Outline Transport Scotland to [email protected] 2017 of being Business Case arranged. discuss the Edinburgh Tram Extension project

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date  arrange an internal Dec 2017 Meeting is in the process meeting with Lothian Buses and elected of being members of the arranged. Transport and October Environment Committee 2017 to discuss the Edinburgh This will be Tram Extension project an ongoing engagement  arrange to meet with the exercise with Project Team and outside outside groups to discuss groups and the Edinburgh Tram is due to Extension project. commence in October 2017 subject to any Council decision. Executive Director of Place 28 05.10.17 Petitions for 1) In respect of Parking Issues 7 Dec Lead Officer: Paul Lawrence Consideration: in Shandon, to agree that the 2017 0131 529 7325 Parking Issues in project could move straight to [email protected] Shandon and stage 2 investigation stage, Improving the involving detailed survey Original Traffic data and consultation with Claiming residents and businesses on Measures in proposed measures, subject Rosshill Terrace, to clarification by officers that South the majority of residents

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date Queensferry to support the use of Controlled make them fit for Parking and Parking Priority purpose for this Protocol and clarification that 20mph zone it would be possible that the project could move straight into Phase 2 (point 3 of the addendum). 2) In respect of improving the Original/Current Traffic Calming Measures in Rosshill Terrace, the issues raised would be passed to the City-Wide or Locality Transport Team to be addressed, a road safety assessment would be considered and wither a report or an update in the Business Bulletin would be brought to the next Committee. Executive Director of Place Additional 29 05.10.17 Picardy Place – 1) Please see the Conservative Lead Officer: Ewan Kennedy, Senior T+E Motion by Addendum (Appendix 1) and Manager – Transport Networks Committee Councillor Booth Green Addendum (Appendix 0131 469 3575 25/1/18 2) attached for actions to be [email protected] carried out. 2) To agree that a detailed report in response to Councillor Booth’s motion be

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date prepared for Committee on 7 December 2017, taking account of the feedback received. 3) To agree that information on whether the proposals complied with Council Policy and design for streets would be contained within the next report to Committee. Executive Director of Place Update 30 05.10.17 Central 1) To instruct that any Lead Officer: Michael Thain, Head of report Edinburgh proposals coming forward Place Development 17/5/18 Transformation – which advocated the removal 0131 529 2426 Scoping Report of traffic from commercial [email protected] streets should be subject to

an assessment of the impact

such changes would have on

nearby residential streets; to

include traffic counts and

modelling and that

appropriate consultation

would be carried out with

residents of these street so

that the residential amenity of

large parts of the City Centre

was preserved as detailed in

3.2 of the report.

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date

2) To agree that Committee Chief Executive As soon as 8 November Nominations

Services would gather Lead Officer: Veronica MacMillan, possible 2017 gathered from nominations from the Team Leader, Committee Services opposition Conservative, Green and 0131 529 4283 groups and the SLD groups for the Central [email protected] first meeting of Edinburgh Development the working Working Group. group has been arranged for the 8 December 2017 – closed. Executive Director of Place As soon as 10 October Information 31 05.10.17 Objections to The Road Safety and Active Lead Officer: Andrew Easson possible 2017 provided to Proposed Travel Manager to confirm the Transport Manager Councillor Introduction of source of the noise referred to in 0131 469 3643 Douglas on 10 24 Hour Waiting the report to Councillor Douglas. [email protected] October 2017 – Restrictions – closed. Dundas Street Executive Director of Place As soon as 9 November Information 32 05.10.17 Waste and The Waste and Cleansing Lead Officer: Andy Williams, Waste possible 2017 provided to Cleansing Manager to provide Councillor and Cleansing Manager Councillor Improvement Mowat with information on call 0131 469 5660 Mowat on 9 Plan - Update volumes. [email protected] November 2017 - closed To refer the Spokes document Executive Director of Place 1 March 33 05.10.17 Motion by describing the competition 2018 Councillor Booth entries to each Locality Manager – Low Cost ways (or other relevant section of the to boost cycle Council) with a request that they use

N Date Report Title Action Action Owner Expect Actual Comments o ed completio compl n date etion date identify the proposals within their area of responsibility, assess the feasibility of each proposal, undertake the relevant work to take appropriate proposals forward, and report back on a quarterly basis to the relevant locality committee (once formed) and to the Transport and Environment Committee on progress to implement the proposals.

Business bulletin

Transport and Environment Committee 10.00am, Thursday, 7 December 2017 Council Chamber, City Chambers, High Street, Edinburgh

Transport and Environment Committee

Convener: Members: Contact: Councillor Scott Arthur Councillor Lesley Alison Coburn Macinnes Councillor Gavin Barrie Senior Executive Officer Councillor Chas Booth 0131 529 3149 Councillor Graeme Bruce

Councillor Steve Burgess Veronica MacMillan Councillor Scott Douglas Team Leader, Councillor Nick Cook Committee Services Councillor Gillian Gloyer 0131 529 4283 Councillor David Key

Rachel Gentleman Councillor Karen Doran Trainee Committee (Vice-Convenor) Clerk, Committee Services 0131 529 4107

Transport and Environment Committee – 7 December 2017 Page 2 of 11

Recent news Background

Smarter Choices Smarter Places 2017-18 Update No 2 The Smarter Choices, An update on each work package is below. Smarter Places (SCSP) programme includes a Work Package 1 – Travel Planning series of behaviour The Workplace Travel Planning project is underway, change initiatives to engaging with large city employers (typically with 250+ increase the use of active employees) and involving ‘challenge’ style initiatives. An and sustainable transport active travel challenge was run in the Summer and there modes for everyday will be a public transport challenge this Winter. journeys. The Council has been awarded Work Package 2 – Route marketing £544,292 of grant SCSP will continue to fund development of Edinburgh’s revenue funding for way-finding project. The QuietRoutes promotional SCSP in 2017-18. campaign is underway to promote existing walking and The programme consists cycling routes, designed to reach chosen demographics: of four work packages, parents during school holidays and university students. which are being delivered New parents are being encouraged to walk more frequently in line with the through a programme of guided ‘Buggy Walks’. The active programme plan travel team and partners are continuing to distribute free submitted to grant printed walking/cycling maps and free high visibility funders, Paths for All. accessories at community events (such as the SCSP- The programme duration funded Inverleith Festival of Walking and Cycling and the is 1 April 2017 – 30 June City Ride event) and at workplace travel roadshows, which 2018. are part of Work Package 1. For more information, Work Package 3 – Research and Development contact Judith Cowie, A joint project between the Council and Sustrans, ‘Bike judith.cowie@edinburgh. Life’ will investigate the attitudes of people living in gov.uk Edinburgh towards cycling. The active travel and road 0131 469 3694 safety team are continuing to work together to engage with schools on the Living Streets ‘Walk once a Week’/travel tracker project, as well as the Young Driver and the Junior Road Safety Officer programmes. Work Package 4 – 20mph engagement Public engagement is continuing, through social media campaigns and school engagement, guided by the toolkit which has been created for the Council by social marketing agency, SoMo.

Transport and Environment Committee – 7 December 2017 Page 3 of 24

Recent news Background

Flooding Issues in Inverleith Park For further information please contact: This bulletin is an interim response to the amended motion David Jamieson, Parks, raised by Councillor Osler to Council on 21 September Greenspace and 2017, wherein: Cemeteries. Tel: 0131 “Council notes: 529 7055

(1) the importance of Inverleith Park as one of Scotland's largest urban parks,

(2) that, for almost 130 years, the park has provided residents across north Edinburgh with 54 acres of open green space and iconic views of the city centre,

(3) the adverse impact of flooding within the park through damaged drainage at vehicle and pedestrian access points to areas rented out for events, both this year and in previous summers,

(4) the impact this flooding has had on the ability of local people to make use of and enjoy the park.”

Although drainage was included as part of the initial laying- out Inverleith Park, records show that it was subject to flooding as early as 1894. Repairs were instigated and further drainage added, an action that has been periodically repeated over the subsequent decades. As recently as 2013 some £82,000 was invested by the Council on drainage works on the south east and north east quadrants of the park. Inverleith Park has regularly hosted public events. Since 2015, the Foodies Festival has been the sole large annual event in the park. Since the adoption of the Edinburgh Parks Events Manifesto, the Council has required both a rent and a bond from the organisers of large-scale events. The bond is an estimated sum of money paid to the Council in advance of the event, which is subsequently used to fund repairs to the ground or park features damaged by said event. Unused monies are returned to the event organiser. Following this summer’s Foodies Festival, £13,127 of bond monies was used to repair damaged ground. Works included levelling, decompaction, verti-draining, top-

Transport and Environment Committee – 7 December 2017 Page 4 of 24

dressing, and over-seeding. Additional aeration was undertaken at Council expense in compacted areas out with the Foodies Festival footprint. Recognising that these works alone are not fully addressing the issue of repeated flooding, six sumps have been added along the new drainage line which was created in 2013, and a programme of gully clearance initiated. Furthermore, an exercise to identify any blockages or broken piping along main drains has been commissioned. The results of this are expected shortly. Once they have been appraised and any non-budgeted costs determined, officers will be in a position to report recommendations to the Transport and Environment Committee, or as required by Members.

Recent news Background

Edinburgh Tram – York Place to Newhaven For further information In September 2017, the Council approved the updated contact: Ewan Kennedy Outline Business Case for completing the existing tram line Senior Manager - to Newhaven, and approved the commencement of Stage Transport Networks 2 activities, including initiating the procurement process to Tel: (0131) 469 3575 select preferred contractors along with starting project [email protected] consultation.

A commitment was made to update and refine the business case following the completion of the procurement exercise, and to bring a report back to Council by Autumn 2018 recommending a way forward. The project team continue to progress with all activities associated with the procurement stage of the project, this includes the production of procurement documentation, contract drafting, finalisation of technical documentation, development of a stakeholder engagement strategy, business compensation scheme and preparing for project consultation. Since September, the project has commenced constructive engagement with Lothian Buses to assist in the development of the project specifically with regards to the traffic management arrangements and the road layout design. Detailed Traffic Management arrangements for the project are currently being developed ahead of engaging with key

Transport and Environment Committee – 7 December 2017 Page 5 of 24

stakeholders early in 2018. The project team continue to engage with key stakeholders including Edinburgh Trams, THRE Edinburgh St James, Forth Ports and key utility companies. The Contract Notice for the Edinburgh Tram Project was published as two Lots namely; Infrastructure and Systems Contract and a Swept Path Contract on 25 October 2017. Interested organisations who wish to be considered for the Project are required to return a completed prequalification pack by 12 December 2017. All organisations who noted interest were also invited to attend a Launch Event for the Project which took place on 13 November 2017 and this was well attended. Phase 4 of the Leith Programme was completed at the end of October and all defect remedial work completed by the end of November. The remaining phases of Leith Programme, Phase 5 and 6, have now been subsumed within the Tram project. As a result of this, the Phase 5 Public Hearing was temporarily sisted in anticipation of this decision, and officers are now progressing the formal cancellation of this process. The updated OBC presented to the Transport and Environment Committee in September 2017 recommended a governance structure, based on lessons learned from the first phase of tram, with the day to day responsibility for the project residing with the Project Director and core decisions being taken by the Project Board or Corporate Leadership Team, as appropriate. As put in place during Stage 1 of project development, the updated OBC recommended political oversight reside with an all party ovrsight group similar to the Transport Projects Working Group set up in 2016. Work is underway to establish this group. The project will continue to report each cycle to the Transport and Environment Committee through the business bulletin. A more detailed report will then be prepared for early Spring 2018 setting out progress to date and key steps to completion.

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Recent news Background

Kirkliston Congestion For further information A response to the motion by Councillor Hutchison on 24 contact: Dave Sinclair, August in respect of congestion in Kirkliston has been Local Environment investigated and a response to the points raised is outlined Manager, North West in appendix 1. Locality. Tel: 0131 529 7075

Recent news Background

Low Emission Zones For further information The Scottish Government Programme for Government contact: David Leslie, 2017 set out an ambition to address transport related Service Manager and emissions; in particular establishing Low Emission Zones Chief Planning Officer. (LEZs) in Scotland’s four biggest cities by 2020. Glasgow Tel 0131 529 3948 City Council has approved in principle the introduction of a LEZ in 2018, which Scottish Government supports. 4-Cities LEZ Leadership Group has been set up, chaired by the Environment Climate Change and Land Reform Cabinet Secretary and/or minister for Transport and Islands. The purpose of the group will be to support the implementation of low emission zones across the four cities, ensuring that they are evidence based, robust, deliver air quality improvements and that stakeholders and the public are engaged and involved. City of Edinburgh Council will be represented on this group by Councillor Lesley Macinnes and Michael Thain, Head of Place Development. An operational city-based LEZ Delivery Group is expected for each city. The group membership will include the local authority, SEPA, Transport Scotland and the relevant Regional Transport Partnership organisation. Pollution modelling work being undertaken by SEPA will inform the

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evidence base for LEZ and be considered by this group. Transport Scotland consulted on ‘Building Scotland’s Low Emissions Zones’ during October and November. appendix 2 attached.

Recent news Background

Gull de-nesting For further information A gull de-nesting service has been made available by City contact: Robbie Beattie, of Edinburgh Council on a commercial basis since 2009. Scientific Bereavement Records show that 786 nests have been removed since Registration Senior 2009, in accordance with the licence granted by Scottish Manager. Tel: 0131 555 7980 National Heritage to the Council. As has previously been mentioned at Transport and Environment Committee, in 2012 a trial of a free service was carried out in North Merchiston with the outcome reported to committee. Officers remain of the opinion that it is not financially viable to provide this service free of charge. Whilst the trial was delivered in a relatively small area, at a cost of approximately £9,000, rolling out this service across all of our tenemental housing in the city would cost substantially more and there are no allocated funds to do so. Officers have undertaking benchmarking exercises with Scarborough Borough Council, who provide a gull de- nesting service around their seaside area at a cost of c.£40,000 per annum, and Bath and North East Somerset Council in a restricted area of the city at a cost of c.£60,000 per annum.

Recent news Background

Transport for Edinburgh Dockless Bike Share Code of For further information Practice contact: A code of practice has been developed by Transport for George Lowder Edinburgh for a dockless bike share scheme and this is Chief Executive, attached in appendix 3. Transport for Edinburgh Tel: 0131 469 5401

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Appendix 1 Response to Motion to Full Council on 24 August 2017 from Councillor Hutchison on Kirkliston Congestion 1. “Council recognises the significant impact of housebuilding and the associated population increase coupled with pre-existing rat-running Forth Road Bridge commuters on traffic congestion through the Kirkliston crossroads. Council acknowledges that a lack of adequate public transport provision is a major contributory factor to current congestion levels and agrees to continue dialogue with Lothian Buses around introducing a direct service to the City Centre.”

Kirkliston has a frequent (10 minutes at peak, 15 minutes off-peak) and reliable First Bus service connecting residents directly to the city centre via Corstorphine and Haymarket. They can also travel in the other direction to Stirling, Falkirk and Linlithgow. The Council continues to engage with Lothian Buses on the provision of public transport services across the city however the ultimate decision on the introduction or changes to bus routes remains with Lothian Buses management.

2. Council agrees to continue dialogue with the local community to determine the best way forward for traffic management and initiate a traffic study in Kirkliston to report back to Transport and Environment Committee in two cycles, as promised by the Convener at the 29th June 2017 Council Meeting.”

Now that the new Queensferry Crossing has opened and driver behaviour is starting to settle down it is recognised that there have been changes in route choices in both the Kirkliston and Queensferry area. The Council is still considering the new slip road proposals developed by Transport Scotland for the M9/A8 Newbridge Junction, and once an agreement is reached it is anticipated that the new junction layout will improve journey times and make the Trunk Road network a more attractive option for drivers in the local area. The Locality Transport team will develop a project plan and scope for a local transport study for the Kirkliston and Queensferry areas in partnership with the Trunk Road operating unit (Amey) and a local working group. In addition, a traffic study will be carried to consider the impact of current traffic levels and develop possible options to improve the environment in both towns. The study is likely to take about six months and the outcome of this will be reported to Transport and Environment Committee in due course. 3. “Council regrets that a failure to adequately maintain existing infrastructure has led to the long-term closure of the Burnshot flyover and as such has cut off one of only two routes by which Kirkliston residents can access the City Centre. Council therefore agrees to enter into dialogue with the Scottish Government and Transport

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Scotland to explore whether the newly constructed slip roads from the A90, currently designated as bus lanes, could be adapted to allow Kirkliston residents direct access to and from this arterial route.”

The carriageway width on Burnshot Bridge was restricted in 1999, following an inspection that found the bridge’s load carrying capacity to be deficient by current standards. Since 2000 the Council has monitored the condition of the bridge through the General Inspection Programme and was aware that the bridge was deteriorating. The centre section of the bridge incorporates a suspended span, carried on ‘half joints’ which are no longer permitted as a form of construction for bridges as they have been found to deteriorate rapidly and are very difficult to access. Loose concrete fell from the bridge in November 2016 and the bridge was closed in the interest of public safety. This also allowed a more comprehensive inspection of the bridge to be undertaken, that has identified that the half joints on the bridge were in very poor condition with loss of concrete and steel reinforcement, which has further compromised its load carrying capacity. In the interest of public safety regular inspections continue and the bridge remains closed to all traffic. The existing bridge was removed in November 2017. Transport Scotland have considered the request by City of Edinburgh Council to adapt the designated bus lanes to allow Kirkliston residents direct access. They confirmed that the slip roads noted are corridors for the facility and improvement of Public Transport for the benefit of all users and therefore general traffic will not be allowed to use these links. The links will be actively monitored to ensure compliance when they are in operation. The future use of these links will be subject to the overall assessment of the operation of the scheme through the STRIPE process with reviews after one, three and five years. (STRIPE is the Scottish Trunk Road Infrastructure Project Evaluation guidance, developed to provide a framework for Transport Scotland to evaluate projects in the Scottish Motorway and Trunk Road Programme).

4. Council further recognises that the Kirklands Park Street bus gate, while necessary to prevent rat-running, contributes to the daily congestion at the crossroads by forcing residents into a detour of up to 1.3 miles, often against their intended direction of travel. Council therefore agrees to provide immediate relief to the residents of Kirkliston, by modifying the ANPR system currently in operation to allow residents of the below listed streets to pass through the bus gate, while maintaining the existing single lane road configuration to manage driver speed. The cost of implementation to be met from a proportion of the £300,000 in fines obtained since operation of the bus lane commenced in August 2013.

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Impacted Streets – Kirklands Park - Crescent, Gardens, Grove, Rigg, Road, Street; Glendinning – Drive, Place, Road; Maude – Close, Park, Place; Todshaugh Gardens; Eilston Drive, Loan, Road, Terrace, Malachi – Close, Gait, Green, Rigg To be considered for inclusion – Queensferry Road; Newmains Road; Maitland Road; Humbie Road; Housefield Drive; Mackinnon Crescent; Balcomie Gardens; Lauson Place; Crawford – Gait, Green.”

Exemptions to Traffic Regulation Orders (TROs) can only be made by classes of vehicle, i.e. buses, cycles, motor cycle etc. As there is no way of differentiating between a resident’s car and a non-residents car it is not possible to permit residents of the estate to use the bus gate.

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Appendix 2 BUILDING SCOTLAND’S LOW EMISSION ZONES: REPONSE TO CONSULATION NOVEMBER 2017

1 Do you support the principle of LEZs to help improve Scottish air quality?

Action is required to improve Scottish air quality. Transport emissions are contributing to poor air quality, particularly in cities, and taking steps to improve air quality should be a priority for both central and local governments. There are a range of factors that contribute to poor air quality in cities. Accordingly, the City of Edinburgh Council (CEC) views LEZs as a tool alongside a range of other traffic-based interventions to address the problem. A suite of well-planned and targeted interventions will be required to achieve the necessary change. LEZs have been shown to have a positive impact on air quality by promoting a move to lower emission vehicles operating in the transport network, particularly on corridors that carry high traffic volumes and a high level of exposure to the public. The development and application of LEZs needs to be informed by strong evidence and account for broader transport implications (such as displacement, and any unintended consequences from supressed demand).

Do you agree that the primary objective of LEZs should be to support the 2 achievement of Scottish Air Quality Objectives? If not, why not? CEC agrees that the primary objective should be to support the achievement of Scottish Air Quality Objectives that focus on nitrogen dioxide and particulate matter – as set out in the Cleaner Air for Scotland strategy, which are tighter than other parts of the UK and in line with World Health Organisation standards.

CEC believes that LEZs are a key tool to help achieve a sustainable future for Edinburgh. This means an economy that is thriving, with opportunities for business, employment, and innovation that delivers an excellent quality of life for all its citizens. In terms of transport, this means an Edinburgh system that is low carbon, well connected, with infrastructure that is fit for the future.

Do you agree with the proposed minimum mandatory Euro emission criteria for 3a Scottish LEZs? Setting clear minimum standards is one tool to bring about change. However, CEC does not want to be limited by the tools and standards in its efforts to improve air quality and placemaking. CEC wants to see an ambitious use of tools to achieve more than a minimum standard. These tools could include further development of penalty regimes to influence demand for road use, incorporating incentives (such as tax breaks for those early to make change, providing grants or borrowing facilities for individuals and organisations to upgrade vehicles), or idle time and engine running limits.

CEC broadly agrees with the proposed minimum mandatory Euro emissions

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criteria. Minimum standards should be supported by evidence demonstrating that the Euro emissions criteria set out in Table 2 of the consultation paper will improve air quality. Having nationally consistent standards (and standards that align across the UK and Europe) is important to avoid confusion, limit the risk of displacement of non-compliant vehicles, and ensure that businesses are able to operate effectively across Scotland and wider.

CEC currently has a fleet of vehicles that requires access to carry out the City’s duties and functions. To upgrade the existing fleet to meet the proposed minimum criteria set out in table 2 by 2020 will require significant investment. However, CEC is reviewing its funding and procurement strategy for the purchase and lease of vehicles. This review may offer cost effective options for the operation of a low emission transport fleet.

In the context of public sector financial pressures, managing the cost to meet the proposed standards will potentially be a barrier for local authorities and additional financial support from the Scottish Government may be required.

Do you agree with the proposal to use the NMF modelling in tandem with the NLEF 3b appraisal to identify the vehicle types for inclusion within a LEZ? CEC agrees with the use of NMF modelling in tandem with the NLEF appraisal to identify the vehicle types for inclusion within a LEZ. In establishing LEZs within cities, consideration needs to be given to traffic modelling and wider city priorities, including place-making and long term transport plans.

CEC is currently working with SEPA to model Edinburgh and is comfortable with how this work is progressing. However, any slippage in timelines for the model data may have an impact on the delivery of findings to inform LEZ decisions in Edinburgh.

Should emission sources from construction machinery and/or large or small van 3c refrigerated units be included in the LEZ scope, and if so should their inclusion be immediate or after a period of time? CEC is of the view that not enough information is known about the contribution that these sources make to the overall pollution problem to include them in a LEZ framework at this stage. Further work is required to gain additional evidence to understand the contribution these vehicles make and assess the best way to manage them.

What are your views on adopting a national road access restriction scheme for 4 LEZs across difference classes of vehicles? CEC agrees with the proposed approach of a national road access restriction scheme. Penalty ranges should be standard across Scotland, but may need to be variable across the different classes of vehicles. Penalty rates would also need to be sufficient to act as an effective deterrent to all types of vehicles and/

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or operators.

CEC also sees the establishment of a LEZ penalty regime as a starting point for longer term changes in the management of the road network. This means we need to ensure the LEZ penalty regime is future proofed. This may include providing local authorities with powers to expand and vary LEZ rates, consider alternative road-user charges, and other demand-management strategies to deliver continued air quality, congestion, and network management improvements.

What are your views on the proposed LEZ hours of operation, in particular whether 5 local authorities should be able to decide on LEZ hours of operation for their own LEZs? CEC agrees with the proposal that 24-hour LEZ restriction is preferable as it ensures consistency on a national scale. A 24-hour LEZ scheme would also ensure the greatest change in behaviour towards a cleaner fleet which is expected to reduce pollution concentrations.

There are many complexities in managing and enforcing a time-restricted LEZ and these may result in adverse consequences (such as increased night time activity with associated noise implications for local residents).

What are your views on Automatic Number Plate Recognition enforcement of 6 LEZs? CEC agrees that the use of Automatic Number Plate Recognition (ANPR) is the best option to enforce LEZs. While there can be issues enforcing motorcycles and mopeds with ANPR camera, the cameras are around 90-95 percent successful in identifying non-compliant vehicles.

There are opportunities in the longer term to extend the use of a widespread ANPR camera systems. For example, speed camera enforcement, utilising traffic data for Intelligent Traffic Systems, or building on Land Use and Transport modelling insights.

CEC has recently invested in new ANPR cameras and back-office system to administer bus lane enforcement and is satisfied with the operation of this system. It would be prudent to ensure any LEZ systems are compatible with current operations. The legislative process of decriminalising bus lane enforcement included a list of approved devices as well as the processes and policies to facilitate the enforcement. A similar approach could be adopted for LEZs.

The funding of infrastructure (including servicing and maintenance) and costs associated with the management of the scheme needs to be considered further. In particular, consideration of what the implications might be for local authorities

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that do not have the budget for the likely costs of LEZs.

The impact of cameras and infrastructure on public realm and place-making policies for de-cluttering streets and urban space needs consideration.

What exemptions should be applied to allow LEZ to operate robustly? Please be as 7a specific as possible in your reasoning. Within the LEZ proposals, a balance must be struck between achieving significant improvement in air quality (and the contribution of vehicle emissions to poor air quality), the likely contribution to harmful emissions by vehicle types, and the reasonable cost to comply with the proposed changes.

CEC’s view is that the LEZ should apply as broadly and consistently as possible, with exemptions applying only in certain specific circumstances. The proposed list is extensive and it may be difficult to enforce and manage some elements of it (such as, relatively low distances travelled by coaches, cross referencing to a ‘hardship exemption’ list which will change frequently and will not be directly linked to the DVLA database).

Whilst the establishment of a LEZ will impose a cost on some businesses and private individuals, we do not want to lose sight of the need to ensure that Scottish, UK, and European limits for air quality are met. We also need to ensure that control of transport emissions support the quality of life and the health of the city’s residents (particularly its most vulnerable groups). CEC is committed to delivering a healthier city with a sustainable future that ensures a better environment and transport system for all.1

Costs imposed on individuals and businesses should be considered in line with the wider costs associated with operating vehicles and making the most of other LEZ tools, such as reasonable sunset and lead-in periods, the availability of grant or borrowing facilities to assist with upgrades, and the availability of retrofitting services.

7b Should exemptions be consistent across all Scottish local authorities?

Exemptions should apply consistently across all authorities to ensure alignment between cities. The authority for issuing exemptions should sit with Transport Scotland, but require consultation with, and agreement by, local authorities.

Provisions should be made for blanket non-enforcement of LEZs – for example the cameras might be switched off while a road is closed or an event is being held e.g. Edinburgh Hogmanay. The authority for this should be linked to the

1 City of Edinburgh Council. Council Commitments 2017 http://www.edinburgh.gov.uk/info/20141/council_commitments Transport and Environment Committee – 7 December 2017 Page 16 of 24

authority and management of road closures held by local authorities.

What are your views on LEZ lead‐in times and sunset periods for vehicle types 8 shown in Table 2? In principle, CEC supports the proposals for lead-in times and sunset periods to the vehicles in Table 2. Lead-in and sunsets periods should play a key role in managing equality considerations.

The lead-in times and sunset periods based around European experience are sufficient to ensure people and businesses are reasonably able to manage the cost of meeting the new requirement. The provision of financial assistance to those who have limited travel choices and ability to upgrade their vehicles and availability of retrofitting services will be key to supporting the implementation timeframe.

If the local authority is establishing the LEZ through its TRO process, lead in times should enable appropriate public consultation, and public hearings - should there be objections. For CEC to manage this process effectively, it will require significant time and resources. The impact of this time and resource demand will need to be taken into consideration in lead-in times.

What are your views about retrofitting technology and an Engine Retrofitting 9 Centre to upgrade commercial vehicles to cleaner engines, in order to meet the minimum mandatory Euro emission criteria for Scottish LEZs? In principle, retrofitting can offer a cost-effective alternative to individuals or businesses to meet emissions standards. The provision of these types of services is one tool to meet the overarching objective of improving air quality. However, demand for retrofitting services will be closely tied to the availability and cost of replacement vehicles which meet emissions standards over time.

The retrofitting scheme should balance government investment that represents best value for money and achieving a system that delivers the required change in the vehicle fleet. There needs to be a strong business case for developing a retrofitting service ‘market’ in Scotland to ensure investment in the scheme is not at the expense of other initiatives that may achieve the same outcome.

How can the Scottish Government best target any funding to support LEZ 10 implementation In Edinburgh, it is likely that a wide range of vehicle types would be affected by the proposed LEZ regime according to previous nitrogen dioxide source apportionment work2. Depending on the types of vehicles affected and the

2 http://www.edinburgh.gov.uk/downloads/file/4375/2013_further_assessment_report Transport and Environment Committee – 7 December 2017 Page 17 of 24

timeline at which the LEZ regime will be in effect, commercial fleet operators may require funding support.

All bus companies operating in Edinburgh are continuing to improve their fleet, but it has not been possible to achieve the draft Voluntary Emissions Reduction partnership (VERP) target of 100% at Euro V by October 2015. Edinburgh’s largest bus operator, Lothian Buses, has made significant progress in upgrading its fleet to meet emission standards. However, the upgrade programme is ongoing and CEC recognises that financial support may be needed to deliver continuing improvement within short timeframes.

Funding will also be required for enforcement, infrastructure and maintenance of LEZs. Local authority finances are under severe pressure and there will be a need to ensure that the development and future management of a LEZ regime is appropriately resourced by people with specialist expertise. A LEZ regime will need to be supported by Scottish Government including the assessment, capital, and operational costs. Similarly, there is a role for Scottish Government to lead on investment in the project, given its ambitious timescales.

Other funding could be targeted towards bringing vehicles up to standard within public sector fleets; both to ensure they set a good example and to support these organisations that may have less financial ability to manage capital costs of upgrades.

What criteria should the Scottish Government use to measure and assess LEZ 11 effectiveness? The criteria for assessing LEZ effectiveness should support the performance of LEZs against the expected outcomes (that focused on nitrogen dioxide and particulate matter – as set out in the Cleaner Air for Scotland strategy), as well as unintended consequences, such as displacement, and social and economic impacts of supressed demand.

In addition, the criteria for effectiveness needs to take a comprehensive approach to the impact of LEZ’s on the specific outcomes local authorities are striving for in their cities (such as modal shift, place-making, and network efficiency).

What information should the Scottish Government provide to vehicle owners 12 before a LEZ is put in place, during a lead‐in time and once LEZ enforcement starts? CEC supports the proposed approach to provide information nationally as set out in the consultation paper. To ensure the public are well informed, a clear and consistent message as to why implementing a LEZ regime is important should be developed and communicated by Scottish Government and local authorities. Early engagement between CEC and Scottish Government on

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undertaking a coordinated approach would be beneficial.

It is important that this public awareness information includes; ‐ Why the LEZ is being introduced ‐ Who/what vehicles it will affect. How to find out if your vehicle is affected and what to do if it is ‐ Full details of the LEZ location/marketing materials mapping this out ‐ Alternatives – tips on active travel, public transport options ‐ FAQs and advice phone lines.

What actions should local or central government consider in tandem with LEZs to 13 address air pollution? CEC agrees that LEZs should operate in a complementary manner with existing and future transport and place-making policies and action plans.

Government should consider national policies which support behaviour change; such as investment policies and vehicle tax regimes. The UK Government could consider reversing the tax incentives for purchasing diesel vehicles and introducing vehicle scrappage schemes. The Scottish Government could consider financial incentives to encourage the use of cleaner vehicles e.g. extending the Green Bus Fund, interest free loans for businesses etc. Opportunities to improve coordination across the public transport and freight sectors also needs to be considered.

CEC has a number of initiatives underway that align well and could benefit from additional government support, as set out below.

Local Transport Strategy priorities

CEC is currently reviewing its Local Transport Strategy (LTS) which will consider how all modes of transport operate within the city and across its administrative boundaries. The strategy is likely to focus on increasing public transport patronage, effectively managing the implications of new developments across the city, incentivising active travel, and investment in electric vehicle and cycle infrastructure.

Government could support these priorities by incentivising car clubs and active travel, continuing to incentive electric vehicles and charging infrastructure (further detail below), and supporting last mile freight delivery solutions. Transport and land use policies could benefit from government taking a greater role in providing regionally-focused intelligence, data, and modelling. This is especially relevant for Edinburgh, where a significant proportion of its transport demand originates from outside the administrative area. For example, a third of workers (around 95,000 people) commute to Edinburgh from other local

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authority areas and only a third of these travel by rail or bus.

Government could also make some minor legislative changes to support local authorities in enforcing their policies and plans. In particular, legislation to enable a private (workplace) parking levy system, and the enforcement of citywide vehicle engine idling controls.

CEC’s Electric Vehicle Action Plan

CEC is developing an Electric Vehicle Action Plan, supported by a Strategic Business Case. The Action Plan focuses on encouraging the uptake of EVs and articulating the benefits of electric vehicles, such as the assisting Edinburgh to meet its carbon emissions targets and improving the city’s air quality. The Action plan takes an innovative zoned approach to increase charging infrastructure across the city. In support of the Action Plan, a Strategic Business Case is being developed to determine the best locations, types of chargers and investment required within the zones.

The introduction of LEZ will be complementary to the EV Action Plan and can help to support the aims of any potential LEZ by enabling drivers to transition to plug-in vehicles. Government could provide financial assistance to accelerate infrastructure, in line with the Strategic Business case.

Travel optimization within the city centre

A LEZ regime would work well with initiatives to optimise freight through a focus on last mile delivery and limiting the number of heavy goods vehicles operating in the city centre. Freight consolidation centres on the outskirts of the city could act as a distribution hubs and utilise e-cargo bikes and low emission vehicles to complete the final delivery. Government could support these schemes by working with local authorities, freight operators, and companies to lead strategic thinking and planning across and between regions.

Government could support travel optimisation by supporting organisations to improve their transport related emissions (through better use of travel plans for example), or by providing tax breaks or incentives for those organisations that are proactive or are early adopters of air quality policies and new vehicle technology.

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How can LEZs help to tackle climate change, by reducing CO2 emissions in tandem 14 with air pollution emissions? The introduction of LEZs in Edinburgh will complement the approach outlined in the Sustainable Energy Action Plan (SEAP) for Edinburgh. The SEAP is an action plan with the aim of reducing CO2 emissions across the city by 42 percent by 2020. One of the focus areas of the SEAP is sustainable transport, and developing projects to decarbonise transport and support the Local Transport Strategy. To date, progress has been made in reducing CO2 emissions in Edinburgh, but as CO2 emissions fall across the domestic and industrial/commercial sources, the proportion from Transport is now rising. As of 2015, Transport emissions accounted for 27 percent (up from 21 percent in 2012) of the city’s total CO2 emissions.

Action to address CO2 emissions in the transport sector is a priority in Edinburgh. A LEZ can directly support many of the key high level actions outlined in the SEAP and the Local Transport Strategy, namely those that reduce the need to travel, encourage active travel, and decarbonise transport.

What measures (including LEZs) would make a difference in addressing both road 15 congestion and air pollution emissions at the same time? Tackling road congestion and air pollutions emissions requires a focus (in both strategic priority and funding) from central and local governments. Measures could include:

‐ Infrastructure-based measures including improved intelligent traffic management systems that capitalise on benefits delivered by emerging technology and innovation in vehicles (e.g. traffic-signal optimisation, bus priority, and telematics). ‐ Prioritisation and informed investment in the transport network across a city or region to focus on function (e.g. dedicated bus corridors, arterial routes, and people centred areas). ‐ A focus on softer tools to promote sustainable travel choices (e.g. sustainable travel plans for businesses, more closely linking transport needs and development consent, promotion of shared vehicles/pool cars) ‐ Incentives for freight operation to encourage off peak transit and alternative means to meet ‘last-mile’ of shipments.

Improved coordination between policy and funding decisions from Scottish Government and regional authorities, particularly in relation to the National Transport Strategy and the National Planning Framework. For example, residential development in neighbouring local authorities means that CEC is responsible for providing transport networks that support these commuters, without a commensurate revenue stream.

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Do you have any other comments that you would like to add on the Scottish 16 Government’s proposals for LEZs Scottish Government will need to maintain a lead role establishing LEZs, doing so in partnership with local authorities. This will reduce the administrative cost and likely duplication of services and resources across local authorities and making the most of local knowledge.

CEC is keen to work closely with Scottish Government to develop solutions to the next range of issues for LEZs, including funding arrangements, and legal mechanism that will be used to bring LEZs into effect, specifically around the Traffic Regulation Order process. Consideration also needs to be given to unintended impacts that might result from a LEZ such as the loss of city centre parking revenue.

What impacts do you think LEZs may have on particular groups of people, with 17 particular reference to the ‘protected characteristics’ listed in paragraph 5.2? Please be as specific as possible in your reasoning. CEC considers that the impact of LEZ and their contribution to improving air quality are most relevant to the following groups of people as set out below.

‐ Elderly– as their bodies are more fragile and likely to experience more harm from exposure to poor air quality. ‐ Young – as children’s lungs and bodies are developing they are susceptible to experiencing harm from poor air quality. ‐ Pregnant – like the above, pregnant women’s health can be compromised meaning they and their developing foetus are more sensitive to the harms of poor air quality.

These groups of people are most sensitive to the impacts of poor air quality. Considering these people is critical in determining when and where LEZ’s are developed (for example, a LEZ might be prioritised over another if there are schools located within the area). Similarly evaluating and monitoring the effects of LEZs in relation to how they affect these vulnerable people should be incorporated into the regime (for example, when looking at where traffic dispersed by a LEZ might redistribute to school areas).

Do you think the LEZ proposals contained in this consultation are likely to increase 18 or reduce the costs and burdens placed on any sector? Please be as specific as possible in your reasoning. Businesses that are transport based or transport reliant are likely to experience a cost increase to comply with the proposed LEZ requirements. This will be particularly so for businesses that use specialist or purpose-built vehicles. Proposals for the LEZ regime to include exemptions, lead-in time and sunset

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periods will enable businesses to manage the cost of upgrading vehicles or making operational changes across their fleet to enable them to comply.

Organisations which have less ability to pass costs on are likely to be more significantly affected by the proposals. For example, small businesses that operate with a low profit margin may struggle to re-arrange their operations and still remain financially viable.

Where these organisations are providing a public good, or are not operating on a commercial model there may a case of central government support to manage or mitigate these costs. Local authorities, emergency services, and some voluntary organisations fall into this example. In line with the intended outcome of improving air quality, the best way to manage these burdens would be to provide financial support to assist organisations with compliance.

What impacts do you think LEZs may have on the privacy of individuals? Please be 19 as specific as possible in your reasoning. Use of ANPR to monitor and enforce LEZ will collect information about a range of people’s movements throughout the city. This information will need to be collected, stored, and disposed of securely and within reasonable timeframes. There is an existing framework for the use of ANPR cameras for enforcement and CEC would expect to follow a similar framework.

As the thinking of privacy and collection of information is a changing quickly in line with technology, CEC would expect that best practice and regularly reviewed requirements are used within the LEZ framework.

Are there any likely impacts the proposals contained in this consultation may have 20 upon the environment? Please be as specific as possible in your reasoning. It is expected that the proposals will see a reduction in vehicle tailpipe emissions which will result in a reduction in concentration of nitrogen dioxide and particle matter and pollutants of concern identified in the Local Air Quality Management regime, the UK National Air Quality Strategy, Cleaner Air for Scotland, and European Directives. The proposed LEZ regime is likely to result in reductions in carbon dioxide, which compliments the UK’s Climate Change agenda.

It is unlikely that the LEZ framework with supporting policies would result in any significant negative environmental impact in Edinburgh. A well designed and implemented LEZ regime in Edinburgh has the potential to support wider environmental improvements across the city. This will support a place-making approach that focusses on quality of life and health. This way, a LEZ would prioritise people over vehicle movement and support a modal shift to public

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transport and active travel.

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Dockless Bike Share Code of Practice

For Operators in Edinburgh

8 November 2017

Contents

1. Introduction

2. Aim and Scope

3. Definitions

4. General Requirements

5. Engagement

6. Safety and Maintenance

7. Operations

8. Customer Experience and Education

9. Data Requirements

10. The Environment

11. Accessibility Requirements

12. Future Considerations

1. Introduction

1.1. Transport for Edinburgh (TfE) has a key role in shaping what life is like in Edinburgh through an integrated transport network, realising the TfE Vision:

“To provide world class, integrated, environmentally-friendly and socially inclusive transport which plays a central role in the future prosperity of Edinburgh and the Lothians.”

The City of Edinburgh Council (CEC) has set a target for 15% of all journeys to work and 10 % of all journeys, to be by bike by 2020. To help achieve this, CEC is investing some 10% of the transport budget, more than £1M per annum, in cycling. Most of this is being invested in improved cycling infrastructure. This infrastructure investment together with cycle to work schemes, Scottish Enterprise support to purchase bikes for businesses, Bike and Go, Sustrans Projects and public health campaigns is achieving an increase in cycling. There is, however, more to do to achieve the targets. This must be achieved against a backdrop of the City wishing to retain its World Heritage Site Status and an imperative to maintain the City as an attractive, safe and enjoyable place.

1.2. The potential to get more people cycling is huge, and dockless bikes could complement Edinburgh’s existing public transport network, making cycling more accessible.

1.3. Alongside this, streets must be made more accessible for those who prefer to walk, especially children and older and disabled Edinburgh residents and visitors. Safety remains our primary objective and it is our duty to protect the rights of the public to use and enjoy the Capital’s highways and footways. Dockless bike share schemes must work for everyone without impacting, or causing a danger to, other road users.

1.4. This Code of Practice (this Code) has been developed in collaboration with a range of Stakeholders including CEC Teams, Sustrans, Transport Scotland, Bikeplus, Cycling Groups and our partners in The Edinburgh Universities1. It outlines the requirements and recommendations that Dockless Bike Share Operators are expected to follow, as part of delivering safe and effective schemes in Edinburgh.

1.5. This Code will be reviewed and updated regularly, so it continues to reflect best practice and the interests of Edinburgh Residents and Visitors.

1 The University of Edinburgh, Heriot-Watt University, Napier University, Queen Margaret University and Edinburgh College.

1.6. The Code complements the existing legal and regulatory framework, which Operators must observe and comply with at all times. Failure to follow this Code may be taken into account should CEC as The Local Roads Authority take enforcement action (see Section 7 of this Code) or begin legal proceedings against any Operator.

1.7. Copies of this Code are publicly available, in accordance with the Local Government (Access to Information) Act 1985.

2. Aim and Scope

2.1. The aim of this Code is to ensure well-designed, dockless bike share schemes, that complement Edinburgh’s public transport network and support the TfE and CEC strategies.

2.2. This Code applies to all Operators and sets out the operational and safety standards that Operators are expected to adhere to.

3. Definitions

3.1. For the purpose of this document, the following definitions apply:

Edinburgh

3.2. Edinburgh means the City of Edinburgh Local Authority area.

Danger

3.3. Danger means risk of bodily harm or injury or damage to property.

Geographic Controls or Geo-fencing

3.4. Geographic Controls or Geo-fencing means the use of Global Positioning Systems (GPS) or Radio Frequency Identification Device (RFID) technology to create a virtual geographic fence. When a device moves into (or out of) the space defined by the fence, triggers are sent and the user will receive, for example, a text or push notification. The technology allows Operators to specify where a bike can be safely parked, or create an exclusion zone that prevents the bike from being manually locked.

Local Roads Authority

3.5. Local Roads Authority means the body responsible for the administration of Public Roads in Edinburgh, currently CEC. Public Roads in Edinburgh are defined

at: https://www.edinburgh.gov.uk/directory/120/list of public roads in Edinburgh.

Local Roads Authority responsibilities are defined in The Roads (Scotland) Act 1984.

Nuisance

3.6. Nuisance means an act, omission, situation, or practice that materially affects the reasonable comfort and convenience of the public.

Obstruction

3.7. Obstruction means a situation arising from the deposit of a bike or bikes (whether by reason of its or their position, their number, or otherwise) so as to adversely affect the free use of a highway (including a footway or a carriageway), or to adversely affect the free use of any other public or private land, which is not specifically assigned for the purposes of dockless bikes.

Operator

3.8. Operator means any operator running or planning to run, a dockless bike share scheme on Public Roads, or which may affect any premises or assets of TfE or CEC.

Public Road

3.9. Public Road means any carriageway or other road maintainable at public expense.

4. General Requirements

4.1. Any Operator wishing to run a dockless bike share scheme within Edinburgh should be an accredited Living Wage Employer. The Operator must also:

• Comply with all applicable laws, codes of practice and standards.

• Take out and maintain appropriate insurances, for itself and users of the scheme, as well as appropriate public liability insurance.

• Be Bikeplus accredited.

5. Engagement

Prior to launching a dockless bike share scheme, Operators must engage with TfE and through TfE with the Local Roads Authority.

5.1. Engagement with the Local Roads Authority includes (without limitation):

• Agreeing a detailed operations plan specifying how the scheme will comply with all of the requirements contained in this Code, in particular the provision and application of:

– Strict Geographic Controls.

– Parking infrastructure and controls.

– Rebalancing of cycles.

• Agreeing detailed plans outlining where and when the Operator plans to introduce a scheme, the number of cycles and the extent to which the Operator expects the volume of bikes to grow and be managed.

• Providing evidence that the Operator has engaged with the Local Roads Authority likely to be affected by the scheme.

• The Operator must also agree to any additional terms required by the Local Roads Authority and TfE to supplement this Code.

5.2. As well as adhering to this Code, it is recommended that Operators establish an appropriate form of agreement with TfE. It must be noted, however, that any such agreement is without prejudice to the requirement for Operators to comply with all applicable laws, including those governing interference with free passage on Public Roads.

5.3. Dockless bike share schemes should be introduced on a trial basis. Parameters should be set with TfE specifying, as a minimum, the number of bikes to be deployed, when the trial will take place, how long it will last and reporting on the performance and impact of the trial scheme.

5.4. Operators must agree to cease operations and remove all bicycles, if instructed to do so by the Local Roads Authority.

5.5. Operators should also consider the benefits of wider engagement, at proposal stage and during operation, with the public, private landowners, and other stakeholders likely to be impacted by the scheme. This should include (without limitation):

• Communicating the general nature of the scheme including approval to operate.

• Explaining the scope, for instance the number of bicycles involved and the geographical area in which they may be used.

• Providing reassurance and addressing any concerns that the public and local stakeholders may have. Particular consideration should be given to vulnerable road users such as, pedestrians, disabled people including those who are visually or hearing impaired.

6. Safety and Maintenance

The safety of Edinburgh Residents and Visitors is a primary concern and increases in the number of people cycling must be achieved safely, minimising Danger to the public. Without limitation, Operators must meet the standards set out below.

6.1. Operators must achieve and maintain ISO 4210:2014 standards for bicycles in the UK and it is always their responsibility to ensure this. They must have robust maintenance and servicing regimes in place so bicycles continue to meet applicable laws and standards. As a minimum, bicycles should be given a full service annually, with formal checks and repairs taking place regularly throughout the year.

It is, at the time of publication, TfE and legal requirement to:

• Provide, where bikes have hand operated brakes, for hand-operated brakes arranged left-hand rear and right-hand front.

• Provide front and back lights on the bike so it can operate safely in low light conditions – BS EN ISO 4210:1-9 The Pedal Bicycles (Safety) Regulations 2010 and Road Vehicle Lighting Regulations 1989.

• Provide a rear red reflector and amber/yellow reflectors on the front and rear of each pedal.

• Provide a bell in line with the Pedal Bicycles (Safety) Regulations 2010.

• Provide new bikes.

• Make sure all bicycles have an individually identifiable asset number.

This is not an exhaustive list of all legal requirements. It is the Operators’ responsibility to make sure they comply with all applicable laws and standards

for bicycles in the UK.

6.2. Operators must also comply with all applicable health and safety legislation. This includes (without limitation) setting out how they will report the number of staff and customers killed or seriously injured (if any) while working for, or using, the scheme.

6.3. Operators must have operational processes in place to enable customers and members of the public to easily report unsafe or damaged bicycles (see Section 8 (Customer experience and education)). It is the responsibility of the Operator to make sure these bicycles are no longer available for hire, and are recovered within the following service response times:

• Where a bicycle is considered to be causing a Danger or Obstruction the bicycle should be removed within two hours, or within the Local Roads Authority’s emergency response time, whichever is the quickest. If bicycles are causing an immediate danger, the Local Roads Authority may remove them without prior notice. The Operator will be liable for all associated costs.

• Where a bicycle is reported to be causing a Nuisance, the Operator will address the Nuisance to resolve the issue within a maximum response time of 24 hours from the time of notification.

6.4. Operators must make sure the bicycles are cleaned frequently and within suitable timeframes as agreed with the relevant Highway Authorities. This will include, but is not limited to, removing offensive graffiti and biohazardous material proactively or when directed by the Local Roads Authority.

6.5. TfE encourages Operators to achieve the Fleet Operator Recognition Scheme (FORS) bronze accreditation to demonstrate their business is being run safely, efficiently and in an environmentally sound manner. FORS aims to ensure:

• Safer Operations – Operators meet accreditation standards and report, investigate and analyse incidents.

• Safer Drivers – approved training is available to drivers to increase their awareness of vulnerable road users’ safety.

• Safer Vehicles – those over 3.5 tonnes are fitted with specified safety equipment.

6.6. The minimum age recommended for a registered user of any scheme will be 18. If accompanied by an adult, users must be at least 14-years-old. This will be explained both in the user terms and conditions and on the bicycle.

6.7 Persons over the age of 14, but under the age of 18, not accompanied by an adult, must have the written permission of a parent or guardian to register to use the system and the written permission of the nominated payer to make payment for the hire of the bike. This will also be explained both in the user terms and conditions and on the bicycle.

7. Operations

Dockless bike share schemes must be operated so as not to cause disruption. The parking or use of shared dockless bikes (individually or collectively) must not cause Nuisance or Obstruction, and must not restrict or affect the use or enjoyment of property on Public Roads, the premises of the Local Roads Authority, or private land. The Roads (Scotland) Act 1984 provide powers to remove unlawfully deposited bicycles. The Local Roads Authority may consider giving a warning to, recovering expenses in removing unlawfully deposited bikes from, taking enforcement action against, or prosecuting, the Operator, where this is required. Operators will be treated as responsible for the use (including the deposit) of any bike they own or manage.

7.1. Where an Obstruction occurs, the bike or bikes involved must be moved to a compliant parking space within the timescales set out in Section 6.3. Failure by the Operator to comply may result in removal, a formal warning or prosecution.

7.2. Where bikes have been removed either by a Highway Authority or emergency services, the Operator will be liable to pay all associated reasonable costs.

7.3. Any specific infrastructure requirements that are considered necessary to support the proposed scheme, for instance demarcation, additional parking areas and bike stands, will be agreed with the Local Roads Authority and the operator through TfE will be responsible for obtaining all necessary consents.

7.4. Operators must liaise through TfE, with the relevant CEC Teams and wider organisations such as Network Rail and Scotrail/Abellio, to establish guidelines for where bikes can and cannot be parked. This will include general parking rules and details of specific areas where parking is prohibited at all or certain times.

7.5. Operators must ensure that an Obstruction does not arise because of the deposit of bikes, and that bikes are not deposited in predesignated no-go areas, such as around fire escapes (e.g. through Geo-fencing).

7.6. Operators must also be able to monitor and report the location of all their bikes in real time. It is recommended that they can identify any bikes that have fallen over, and so pose a safety risk, and therefore are liable to be removed.

7.7. Operators must have the capability to manage the removal and redistribution of

bicycles including when required by the Local Roads Authority or Police Scotland and (without limitation):

• When clustering of bikes occurs, for example around transport interchanges during peak times and at large stadia and other important venues.

• If there has been a major incident and the emergency services have requested the immediate removal of all bikes.

• When cycle journeys have ended out-with Edinburgh.

• In preparation for planned events as instructed by the Local Roads Authority or Emergency Services.

• If requested, to cease all operations.

Service level agreements addressing these situations must be agreed with the Local Roads Authority.

7.8. The Operator must ensure the safe and lawful loading and unloading of bicycles by properly trained individuals, with suitable training records kept and available for inspection. Obstruction must be avoided.

7.9. Operators’ staff must be properly trained as to where bikes may and may not be deployed with suitable training records kept and available for inspection.

7.10. Operators must provide the Local Roads Authority with a telephone number and details of a named person or persons who can be contacted directly and immediately, at any time of day, on any day, and who will have the authority and resources available to them in order to rectify any foreseeable problems, or take any other appropriate action.

8. Customer Experience and Education

8.1. Operators must offer 24-hour communication channels. This includes a telephone number that is clearly advertised on the Operator’s website, mobile apps and bicycles.

Customer enquiries made during business hours should go direct to the Operator. An after-hours phone menu should be available for queries outside business hours, where not direct to the Operator.

8.2. The Operator must make sure the terms and conditions of use for their scheme/s are easily available to customers, via the Operator’s website and mobile apps. The Operator must:

• Require all customers to accept its scheme terms and conditions. These terms and conditions must include clear guidelines on where the scheme operates and where bicycles can and cannot be parked.

• Highlight important components of its terms and conditions including parking restrictions, incentives for good behaviour and penalties for non-compliance.

• Provide general advice on its mobile app as part of the sign-up process that promotes safe and lawful bicycle use in Edinburgh. This should include, but is not limited to, guidance on:

– staying back from heavy goods vehicles.

– not cycling on pavements.

– staying away from parked cars.

– stopping at red lights.

– staying central on narrow roads.

– Cycling in the vicinity of tram tracks.

– hand signals for safe turning.

• Provide a ‘frequently asked question’ page on their website and mobile app.

8.3. All Operators’ deposit and payments policy must be in accordance with the Payment Card Industry Data Security Standard. The Operator’s deposit and payment policy should be transparent, reasonable and clearly communicated to the customer, when they sign up to the scheme and when they hire a bike.

8.4. Operators must have a complaint handling procedure. It must be well publicised and clearly communicated on the Operator’s website and mobile app. It must also:

• Include contact details, and the process, for making a complaint.

• State the timeframes in which the Operator will endeavour to resolve the complaint, including when they are likely to notify the complainant about its progress or resolution.

• Be accessible so that disabled customers can lodge and progress a complaint.

9. Data Requirements

The CEC commitment to increasing safe cycling in Edinburgh requires TfE and CEC to understand patterns of cycle demand and use. Dockless bike sharing provides an opportunity to do this more accurately, which will better inform the cycling strategy for Edinburgh.

9.1. Operators must share anonymised data with TfE to help enhance the cycling strategy and network.

9.2. Operators must also share data with the police and other law enforcement agencies if bicycles are suspected of being used for illegal or antisocial purposes.

9.3. In accordance with data protection legislation, all personal data must be processed lawfully. Operators must make sure appropriate security measures are taken against unauthorised access to, or alteration, disclosure, accidental loss or destruction of, personal data.

10. The Environment

TfE aims to reduce the impact of its transport operations on the environment. Edinburgh is participating in the development of a low emission zone and has a clean air strategy.

10.1. When redistributing bikes, Operators should consider the environmental impact of any vehicles used. Compliance with the FORS bronze accreditation will contribute to this.

10.2. It is recommended that Operators comply with ISO 14001:2015 to minimise negative impacts on the environment. In addition, for redistribution - vehicles used for the redistribution of bicycles should meet Euro 6 Emission Standard 459/2012/EC.

10.3. Recognising that bicycles have a limited useful life, Operators must share their policy for reusing and recycling their assets with TfE.

11. Accessibility Requirements

CEC continues to improve the Capital’s urban realm, decluttering streets and making public spaces more pleasant and easier for disabled people to use.

11.1. Operators should recognise CEC and TfE equality and inclusion policies and must be committed to improving transport in Edinburgh by making it more

accessible, safe and reliable. Operators should find solutions to social barriers and be as socially inclusive as possible, this may include solutions for non-smart phone/mobile users.

12. Future Considerations

TfE remains open to innovative new services that could help achieve the goals for cycling, provided they are safe and effectively managed. The introduction of any dockless bike sharing will be closely monitored as appropriate governance and regulatory controls are explored to make sure it works for everyone in the City. TfE will work with Operators to:

12.1 Flex the number of available cycles in The City commensurate with emerging demand.

12.2 Consider how best to continue to develop any scheme, including integration with, and support for, the local economy.

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Slateford Road/Shandon Place Junction – Traffic

Signal Priorities

Item number 7.1 Report number Executive/routine Executive Wards 9 - Fountainbridge/Craiglockhart Council Commitments CC18, CC19

Executive Summary

A petition was considered by the Transport and Environment Committee on 10 August 2017. The petition requested that the traffic signal priorities are reviewed at the junction of Slateford Road and Shandon Place. This report responds to the Committee request with: • the results of the group site visit; • a breakdown of collision history; and • potential options to reduce driver confusion at the junction. A preferred option has been identified which entails altering junction staging, simplifying signal heads and having an all stop pedestrian stage to reduce driver confusion. The viability of this option will be subject to detailed design.

Report

Slateford Road/Shandon Place Junction – Traffic Signal Priorities

1. Recommendations

1.1 It is recommended that the Transport and Environment Committee: 1.1.1 notes that the review of the site at Slateford Road/Shandon Place junction has been undertaken to observe traffic compliance with signals; 1.1.2 notes that the junction is not a priority for full refurbishment at present, according to the City of Edinburgh Council (the ‘Council’) agreed maintenance criteria; and 1.1.3 agrees that Option 3 (altering junction staging, simplifying signal heads and having an all stop pedestrian stage) should be progressed, subject to the successful outcome of detailed design.

2. Background

2.1 On 10 August 2017, the Transport and Environment Committee considered a petition of 150 signatories - "Redesign the traffic light priorities at Junction of Slateford Road and Shandon Place". 2.2 The petitioner who spoke on behalf of the petition expressed concerns that the junction prioritises vehicles in a way that is dangerous for pedestrians and confusing for car drivers. The junction is on route to Craiglockhart Primary School for children in the catchment area, to Tynecastle Nursery School and students to Tynecastle High School. The junction is also a route for local residents to access the local amenities on Gorgie Road and bus stops on Slateford Road. 2.3 The Committee agreed that a group site visit should be arranged in order to inspect the junction and observe the issues. 2.4 The site visit has now taken place and Officers have explored several options aimed at reducing driver confusion. These options have been broadly assessed in terms of cost and benefit and a preferred option has been recommended.

Transport and Environment Committee – 7 December 2017 Page 2

3. Main report

Junction Arrangement 3.1 Slateford Road forms part of the A70, an arterial route through the city of Edinburgh, extending from the west of Edinburgh at Balerno, to Haymarket in the city centre. Slateford Road is single carriageway, which is currently subject to a 20mph speed limit. A bus stop is located on the westbound Slateford Road carriageway, approximately 50m to the east of its junction with Shandon Place. 3.2 Slateford Road forms a T-junction with Shandon Place on a railway bridge at the top of a hill crest. Shandon Place is a largely residential street leading towards Craiglockhart Primary School to the south. Shandon Place is single carriageway with a speed limit of 20mph, forming an additional T-junction with Shandon Crescent just before its junction with Slateford Road. Appendix 1 shows the location of the junction. 3.3 The junction is on a key public transport corridor linking the city centre with south west Edinburgh. Lothian Buses services 4, 44, 34, 38 and 300 all travel through the junction. 3.4 The eastbound Slateford Road approach to its junction with Shandon Place has an ahead and a right turn lane, each movement is signalled independently with green arrows. The westbound Slateford Road approach has an ahead and left turn lane, again each movement is signalled independently with green arrows. The Shandon Place approach does not have individually marked lanes. The left turn movement has a green arrow whereas the right turn movement has a green signal. The junction layout is displayed in Appendix 2. 3.5 A signal controlled pedestrian crossing is located on Slateford Road on the eastern arm of the junction with Shandon Place. A School Crossing Patrol Guide currently operates at this crossing during the morning and afternoon school peak periods. There is also a signal controlled pedestrian crossing on Shandon Road just before the junction, which includes a refuge island in the centre of the carriageway. Collision History 3.6 In the five-year period, up to the end of 2016, there were two collisions at the junction, both resulting in slight injuries. Neither of the collisions were directly attributable to the signalling at the junction: 3.6.1 a vehicle failed to brake due to cramp in a driver’s leg, resulting in collision with two other vehicles; and 3.6.2 the driver of a vehicle travelling westbound on Slateford Road applied brakes sharply, resulting in a collision with two other vehicles. 3.7 The Slateford Road and Shandon Place junction has not been identified as a site for concern by the Council’s Road Safety team.

Transport and Environment Committee – 7 December 2017 Page 3

Site Visits 3.8 Council Officers visited the site to observe the junction and driver behaviours on the 17 August 2017 and 30 August 2017 for approximately one hour per visit. They observed a high level of driver compliance with the traffic signals. One illegal vehicle movement was observed when a driver travelled ahead on Slateford Road using the right turn lane, the signal for the ahead movement was green. 3.9 At the request of the petitioners, a group site visit which took place on 6 September 2017 between 0915 and 1015. Most of those invited attended including the lead petitioners, relevant Council staff members and local Councillors. The full invitation list and attendees is included in Appendix 3. 3.10 During this site visit, one instance was observed of a vehicle going through a red signal when turning right from Slateford Road. Issues and Concerns 3.11 During the site visit, the petitioners reported that drivers go through red signals daily, resulting in regular near misses. There is a perceived danger to pedestrians and vehicles using the junction. Specific concerns include: 3.11.1 confusion reading the right and left turn arrows at traffic signals on all approaches; 3.11.2 particular poor traffic signal compliance by those turning left from Slateford Road, particularly when loading vehicles are parked on Slateford Road obscuring the signal heads; 3.11.3 perception that the duration of the pedestrian stage on Shandon Place is too short; 3.11.4 vehicles turning left from Shandon Terrace can block traffic approaching the junction from Shandon Place; and 3.11.5 the position of the traffic signals is difficult to see due to their location on different elevations. School Crossing Patroller Consultation 3.12 Council Officers consulted with the School Crossing Guide based at the Slateford Road pedestrian crossing. 3.13 The Guide was concerned that near misses occur between vehicles and pedestrians on a regular basis, highlighting that from his own experience, the primary issue is drivers not stopping at the red signal when travelling eastbound on Slateford Road. Police Scotland Consultation 3.14 Police Scotland were also consulted to understand any issues and concerns they may have in relation to the junction. 3.15 Their feedback suggests there is anecdotal evidence suggests that there may be an issue with vehicles complying with traffic signals.

Transport and Environment Committee – 7 December 2017 Page 4

3.16 As accident numbers are low at the junction, it is not currently deemed a Police priority for enforcement of driver compliance with signals. 3.17 It was agreed that in the interim, the local Police team would give it attention if the opportunity arises. Condition of Equipment and Road Markings 3.18 The traffic signal heads were reviewed during the site visit and they appeared to be in satisfactory working condition. 3.19 The signal heads on the Slateford Road eastbound approach were recently upgraded to modern replacements to reduce the effect of sun glare. The number of signal heads and their locations at the junction comply with national guidelines. 3.20 The road markings at the junction on Shandon Place were found to be badly faded. The Council South West Locality team have confirmed that the junction is on a programme of maintenance to be reviewed and refreshed, aiming to have this completed by the end of November (weather dependant). Traffic Signal Staging 3.21 Following the site visit and petitioners concerns about the duration of the pedestrian stage, the sequencing of the traffic signals was reviewed. All the junction stage timings comply with national standards, providing sufficient time for pedestrians to cross the road safely. 3.22 During the pedestrian stage at the Shandon Place crossing, the green man is on for six seconds, followed by a clearance period of 16 seconds before the traffic from Slateford Road can turn onto Shandon Place. 3.23 During the pedestrian stage at the Slateford Road crossing, the green man is on for a minimum of six seconds. As the pedestrian crossing runs with the right turn into Shandon Place, this time can be extended dependent on traffic demand and typically runs for around 12 seconds during the day. This is followed by a clearance period of 12 seconds before the traffic from Slateford Road can flow. Possible Options to Addressing Petitioners Concerns 3.24 In order to address the petitioners concerns, four potential options have been explored and are outlined below:

Option 1 - Do nothing

No modifications to existing junction, the junction currently Description conforms to national standards.

Benefit Benefit neutral.

Approximate Cost £0

Funding Source N/A

Transport and Environment Committee – 7 December 2017 Page 5

Option 2 - Minor modifications

Using the same signal heads but amending the staging of signals to reduce driver confusion, by always preventing Description the right turn during ahead movement phase, and vice versa.

May reduce driver confusion as drivers would become accustomed to the traffic phases on Slateford Road Benefit eastbound never both moving together, thereby reducing ambiguity. Note there would be no change to the signalling arrangement on Slateford Road westbound.

£400 Updating existing junction controller configuration Approximate Cost £509 staff costs (testing and site review). Total Cost: £909

Funding Source South West Locality budget.

Option 3 - Modifications

Altering junction staging, simplifying signal heads and having Description an all stop pedestrian stage at both pedestrian crossings. The viability of this option would be subject to detailed design.

Reduced driver confusion as all vehicles would be required to stop when the pedestrian stage is called at either of the Benefit crossings. Would provide greater benefit than Option 2, as no traffic movement would be permitted at all during a pedestrian stage thereby removing ambiguity. £1,320 six new signals heads (including installation) £2,654 replace controller (including installation) £790 new junction controller configuration (including Approximate installation) Cost £1,500 traffic surveys (for modelling) £1,274 staff time (modelling, detailed design, testing and site review). Total Cost: £7,538 £5,000 South West Locality budget. Funding Source £2,538 Planning and Transport budget.

Transport and Environment Committee – 7 December 2017 Page 6

Option 4 – Full refurbishment of junction

Fully refurbish the junction including replacing and repositioning poles, signal heads, controller and cabling/ducting. Potential to implement an all stop pedestrian stage and/or increase the number of signalised pedestrian crossings at the junction, as well as implementing modifications to ensure full Disability Description Discrimination Act (DDA) compliance. At present, the junction is not considered high priority on the Council maintenance programme for upgrade due to its age in comparison to other signal installations throughout the city and the fact it already has pedestrian facilities.

A complete refurbishment would provide many benefits to all junction users. It would give the opportunity to reduce driver confusion by simplifying the staging as well as renewing Benefit equipment and ensuring crossing points are in line with the latest standards, fully benefitting those with mobility impairments.

Approximate > £100,000 Cost

£5,000 South West Locality budget. Funding £2,538 Planning and Transport budget. Source (£92,462 funding sources not yet identified).

3.25 Option 3 (altering junction staging, simplifying signal heads and having an all stop pedestrian stage) at both pedestrian crossings is recommended as the preferred option. This option would provide greater benefit than Options 1 or 2, and can be met from existing Council resources.

4. Measures of success

4.1 Achieving a reduction in driver confusion.

5. Financial impact

5.1 The costs for the options have been stated in the main report. Funding for option 3 has been identified from existing resources.

Transport and Environment Committee – 7 December 2017 Page 7

6. Risk, policy, compliance and governance impact

6.1 There are no significant health and safety, governance, compliance or regulatory implications expected as a result of approving the recommendations of this report.

7. Equalities impact

7.1 Any improvements to junction would enhance equalities and rights by improving access for all.

8. Sustainability impact

8.1 The impacts of this report in relation to the three elements of the Climate Change (Scotland) Act 2009 Public Bodies Duties have been considered, and the outcomes are summarised below. Relevant Council sustainable development policies have been taken into account and are noted at Background Reading later in this report. 8.2 The proposals in this report will reduce carbon emissions because the junction would become easier to navigate which would in turn increase levels of active travel and reduce traffic. 8.3 The need to build resilience to climate change impacts is not relevant to the proposals in this report because the proposals will not impact on resilience. 8.4 The proposals in this report will help achieve a sustainable Edinburgh because the proposals would result in increased active travel. This would help people to become more physically active and improve physical and mental health.

9. Consultation and engagement

9.1 Consultation and engagement was carried out with the following stakeholders: • Petitioners (residents) • Police Scotland • Local Councillors • School Crossing Patrol Guide

Transport and Environment Committee – 7 December 2017 Page 8

10. Background reading/external references

10.1 Minute of Transport and Environment Committee 10 August 2017 10.2 Sustainable Edinburgh 2020 10.3 Transport 2030 Vision

Paul Lawrence Executive Director of Place Ewan Kennedy, Service Manager – Roads Network E-mail: [email protected] | Tel: 0131 469 3575

11. Appendices

Appendix 1 – Site Location Appendix 2 – Junction Arrangements Appendix 3 – Site Visit Invitation List

Transport and Environment Committee – 7 December 2017 Page 9

Appendix 1 Site Location

Transport and Environment Committee – 7 December 2017 Page 10

Appendix 2 Junction Arrangements

Transport and Environment Committee – 7 December 2017 Page 11

Appendix 3 Site Visit Invitation List

Name Summary Attended

Mrs Nuala Fahey Lead Petitioner Y

Mr Alex Stuart Petitioner Y

Councillor Gavin Ward: Fountainbridge /Craiglockhart, Party: Scottish Green Y Corbett Group

Councillor Ward: Fountainbridge/Craiglockhart, Party: Conservative Group Andrew Johnston

Councillor David Ward: Fountainbridge/Craiglockhart, Party: SNP Group Y Key

Robert Mansell The City of Edinburgh Council Senior Transport Team Leader – Y Citywide Networks

Suzanne Hunter The City of Edinburgh Council Transport Officer – Network Y Development

Andy Edwards The City of Edinburgh Council Transport and Environment Y Manager (South West Locality)

Allan Hoad The City of Edinburgh Council Transport Officer - Road Safety and Active Travel

Councillor Lesley The City of Edinburgh Council Transport and Environment Macinnes Committee Convener

Councillor Karen The City of Edinburgh Council Transport and Environment Doran Committee Vice Convener

Apologies received: Councillor Lesley Macinnes, Councillor Karen Doran, Councillor Andrew Johnston, and Allan Hoad.

Transport and Environment Committee – 7 December 2017 Page 12

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Roads Services Improvement Plan

Item number 7.2 Report number Executive/routine Executive Wards All Wards Council Commitments C16, C19

Executive Summary

This report provides the first progress update for the Roads Services Improvement Plan. The plan identifies the different issues that impact on road asset management performance and the actions that the service will take to address them. Progress on implementing the plan and the impact it is having on performance, complaints and road condition will continue to be reported to this committee on a regular basis.

Report

Roads Services Improvement Plan

1. Recommendations

1.1 It is recommended that the Committee 1.1.1 note the progress made with implementing the actions in the Improvement Plan to date; and 1.1.2 note that improvements required in street lighting have been added to the improvement plan which was approved in August 2017.

2. Background

2.1 The Roads Services Improvement Plan sets out the actions that are required to help move forward the service to deliver a high-quality road network, to ensure road users can freely travel around our network and to protect the overall appearance of Edinburgh as a city. 2.2 The current organisational structure places responsibility for our roads across seven third tier managers. These responsibilities are listed in the table below.

Team Responsibilities Expenditure Operational arm of the Mainly Revenue Edinburgh Road internal service. Small amount of Services (ERS) Manager Capital Larger scale revenue works, re-surfacing capital work. defect repairs, street lighting repairs, gully cleaning and line marking.

Lead on designing and Capital Work Transport Infrastructure procuring capital works Manager and the coordination of our Roads Asset Management Plan (RAMP).

Inspection and maintenance of bridges

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and structures, managing flooding and drainage issues.

Client function for street lighting and gullies

Road Safety Inspections, Revenue & capital Local Transport & co-ordinating road permits works Environment Managers and roadworks in their (LTEMS) (x4) locality (jointly with the Transport Network function), managing customer enquiries, gathering local priorities to inform allocation of local capital funds to community benefit. Co-ordination of large Revenue & capital Transport Networks scale roadworks and Works Manager events, parking enforcement, active travel and road safety, management of Edinburgh Bus Station and coordination of public transport (including Lothian Buses and Edinburgh Trams)

3. Main report

3.1 The Roads Services Improvement Plan sets out the 36 key actions that officers feel are required to help the service deliver a high-quality road network. Four additional actions have been included since the August 2017 report to this committee. These actions relate to street lighting operations. 3.2 The Roads Services Improvement Plan is attached in Appendix 1. 3.3 The Improvement Plan contains a summary of actions and forecasted timescales for implementation and the expected impact that actions will deliver. 3.4 The following information provides a summary of the actions that the Roads Services Improvement Plan will address.

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Organisational Structure 3.4.1 Develop clear accountability and simplify interactions for members of the public and Elected Members. 3.4.2 Protect and enhance the delivery of local priorities. 3.4.3 Manage the design and development process to allow more effective asset investment decisions to be made. 3.4.4 Develop a single service focusing on co-ordination of the road network delivering a joined-up approach across the city. Customer Service 3.4.5 Re-align resources to provide more timely updates to members of the public. 3.4.6 Provide clearer accountability by providing appropriate levels of business support and ICT systems to improve customer service. Road Safety and Defect Inspections 3.4.7 Centralise the Roads Inspection resource to link with the wider RAMP to achieve greater consistency. 3.4.8 Improve the classification of defects to reduce the number of temporary repairs and increase the number of permanent repairs. 3.4.9 Invest in training for Roads Inspectors to improve consistency of decisions. Workforce Management 3.4.10 Maximise effectiveness of staff via engagement, training and suitable equipment. Fleet and Depots 3.4.11 Review fleet and equipment requirements to ensure availability and flexibility of fleet to support the needs of the service and the demands of winter. 3.4.12 Review the operations of ERS across its three existing depots to ensure efficient deployment of staff and equipment. Improved Business Processes 3.4.13 Develop lean business processes to support the in-house repairs function. 3.4.14 Roll out ‘Confirm’ across the wider Roads service to maximise mobile working and provide meaningful management information to improve customer care. Improved Asset Management 3.4.15 Continue to develop asset management through the Roads Asset Management Plan (RAMP). 3.4.16 Improve inspections process through better use of the Confirm Asset Management System to identify where investment is needed.

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3.4.17 Improve the city’s roads and increase resident satisfaction through the development of an end-to-end inspection to repair process. Capital Delivery and Contract Management 3.4.18 Formalise relationships with private sector partners by moving to a ‘prime contractor’ arrangement to reduce delays and secure competitive pricing. 3.4.19 Secure an effective internal client team to undertake design, project management and site supervision. 3.5 The progress made since August is detailed below: Customer Service 3.5.1 The Confirm Asset Management System has been subject to a ‘Health Check’ exercise and a report delivered to the Council’s Confirm Management Board. As a result of these findings, further development is being progressed. This development will improve the efficiency for handling enquiries, clarity on the ownership of these enquiries and improve feedback on the enquiries that take longer to resolve. 3.5.2 Good progress has been made in reducing the overall number of outstanding defects, reduced to 1,256 at 30 October 2017 compared to 2,400 defects reported in the August 2017 committee report. The categorisation of defects has already improved and has generated more Category 3 and 4 defects (to be repaired within 28 days and 12 months respectively i.e. planned remedial work). These improvements will allow ERS to respond more effectively to Category 1 and 2 defects (emergency repairs within 24 hours or medium risk to be repaired within five working days i.e. reactive maintenance) and allow development of a robust and cost-effective process for the repair of these longer-term defects. Road Safety Inspections 3.5.3 Work has commenced to review the level of roads inspection resource required to provide a central strategic function. This central function will provide a direct link with the wider RAMP. This resource will come from the current locality structure, with care taken to ensure the appropriate level of resource remains in the locality teams to protect and enhance the delivery of local priorities. A training programme is being developed and will be delivered to inspectors, within this central team, to improve the consistency of decisions across this group of staff. Defect Repairs 3.5.4 The improvement of defect categorisation will allow ERS to focus its resources more appropriately and carry out repairs on a right-first-time basis. To be able to deliver this, plant and fleet is being reviewed.

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3.5.5 A business case is being developed for the purchase of a Hot Box that will allow hot asphalt to be stored in the depot and remove the need for operatives to travel to local quarries for supplies. This will result in an increase in the number of defects being repaired and reduce the amount of unused asphalt that cannot currently be used beyond the end of the working day. 3.5.6 Products for cold make-safe repairs are also being trialled to keep pace with improved products coming on to the market that will provide a satisfactory repair that will last until a permanent repair can be programmed. 3.5.7 The Confirm system is being developed to provide a link that will trigger the requirement of a permanent repair following the completion of the make-safe repair. This ability was not available in the previous version of Confirm. Workforce Management 3.5.8 A review of ERS Nightshift Operations has confirmed that a night squad continues to be required. However, as Edinburgh is a seven day per week city and ERS currently works four and a half days per week, new working patterns are being considered to improve flexibility and evaluate the benefits these working patterns could deliver to ensure service delivery is better aligned to demand. Fleet and Depots 3.5.9 The number of depots located across the city is currently being reviewed and opportunities to rationalise this estate are being considered. The Roads operational depots are included in this review. 3.5.10 The benefits of having fleet maintenance capabilities at Bankhead Depot is also being evaluated in an effort to reduce mileage and non-productive time, particularly during the crucial winter weather period. 3.5.11 Salt storage is included in the depot review. Edinburgh currently has sufficient stock levels for a severe winter. There is currently 10,000 tonnes stored at Tower Street Strategic Salt Store, 4,000 tonnes at Bankhead and 1,000 tonnes at both Barnton and Blackford Depots. Based on an average of the last seven winters, a stock of around 8,000 tonnes is required, so the current stock levels are quite sufficient. Improved Business Processes 3.5.12 The Confirm system is currently being revised to support improvements in inspections, works programming and customer service. This is being delivered in an eight-week programme of development that has been supported by staff from ERS, RAMP and Localities. 3.5.13 A Schedule of Rates is also being developed to support the costing and budgeting side of delivering repairs.

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3.5.14 A review of winter weather treatment has been completed. A programme of thermal mapping will be undertaken across the city over the period of this winter. This will provide robust information, splitting the city in to a number of domains, allowing ERS to better prioritise its gritting activities through route optimisation, providing the potential to make savings on fuel and salt costs and provide benefits in terms of the environmental impact of winter operations. Improved Asset Management 3.5.15 A register of Council assets and services has been developed and details the area of responsibility for these assets. This document will be revised to reflect any changes made following the completion of this Improvement Plan. 3.5.16 By increasing the number of inspectors responsible for the statutory inspections, this will streamline the ownership of the whole life cycle of Edinburgh’s road asset and create a joint RAMP and inspection function. In turn, this will improve the information contained in the RAMP. This will move the responsibility for all statutory inspections to central control and allow the Locality Teams to focus on local priorities. Street Lighting Additional Actions 3.6 A number of additional actions have been added to the plan since approval. All of these actions relate to the Council’s activities on Street Lighting and can be found in points 18, 23, 32 and 36 of the appendix. A summary of these is provided below: 3.6.1 The Council is currently procuring a contract for the conversion of its existing street lights to energy efficient lanterns. It is hoped that the contract will be awarded in January 2018. The duration of the contract will be around 35 months with an expected completion date of 31 December 2020. 3.6.2 The Energy Efficient Lantern project will include the introduction of a Central Management System (CMS) which will provide real time monitoring and reporting. This new lighting will provide lanterns that will last over 20 years compared to the current lamp life span of two to four years. 3.6.3 This extended life span will greatly reduce the number of lighting defects and, in turn, will reduce the number of complaints from customers. The CMS will automatically report any fault on the system allowing the repair to be scheduled proactively. The system will also provide sufficient information on the reason for the fault thus allowing operatives to carry the correct equipment and increase the number of repairs undertaken on a right first time basis. 3.6.4 The Confirm Asset Management System is currently showing a backlog of c4,000 lighting defects. Due to development problems with Confirm it has not been possible to track defect repairs. In order to provide an updated position, a programme of data cleansing will be undertaken to provide an accurate number of outstanding defects.

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3.6.5 The reconfiguration of Confirm will support the management of street lighting defect repairs and improve the processing of customer faults. 3.6.6 Recruitment of street lighting operatives has been unsuccessful for some time and has contributed to the high number of outstanding faults and poor performance. The street lighting team currently have five long term vacancies. 3.6.7 In order to address this labour shortfall, the Council is currently developing a Service Contract with contractors to provide skilled operatives, for a period of one year initially, to support our current staffing and reduce the backlog of defect repairs. 3.6.8 This type of contract will provide flexibility to the Council to provide labour when the need is greatest. The installation of the energy efficient lighting and CMS will greatly reduce the number of defects and, in the longer term, will reduce the number of operatives required to support the service. This service contract will provide the opportunity to review the required staffing levels and the ability to reduce the number of operatives incrementally as the project progresses.

4. Measures of success

4.1 Moving forward, there are several key performance and management indicators that need to be created or refreshed to ensure that our Roads Services are fit for purpose. However, the two key overarching measures of success should be that:  Customer satisfaction with roads and pavements, as measured by the Edinburgh Peoples’ Survey, will increase; and  The condition of Edinburgh’s roads will improve, as addressed in the Roads Asset Management Plan.

5. Financial impact

5.1 It is expected that the actions within the Road Services Improvement Plan can be met from existing resources. However, if further investment is required, this will be quantified and presented to the appropriate committee, in due course. 5.2 The current three year rolling plan for Capital works will need to be reviewed if the recommendation to procure a prime contractor is approved. The prime contractor model would require the Council to commit to a specific amount of Capital investment over the period of the contract. Approval for this will be sought at the appropriate time. 5.3 The energy efficient lighting will provide a sustained reduction in electricity consumption, energy costs and costs related to Carbon Reduction Commitment fees. The financial benefits of the rollout of this type of lighting was reported to this

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committee on 27 October 2015. Approval for the business case and the prudential borrowing was approved by Full Council on 19 November 2015.

6. Risk, policy, compliance and governance impact

6.1 The Council has a duty to manage and maintain roads as prescribed in the Roads (Scotland) Act 1984. Failure to fulfil these duties effectively could result in legal action been taken against the Council. 6.2 There are significant reputational risks if the road network in the city does not begin to improve. 6.3 The specification of the contract documentation for a prime contractor, and the contract management arrangements will need to be well planned and robust enough to ensure that the aims of the contract are delivered and value for money is achieved. However, this is also true of existing arrangements for all framework contracts.

7. Equalities impact

7.1 The Improvement Plan aims to improve the condition of Edinburgh’s road and pavement assets, improving mobility opportunities for all users and all modes of road and pavement transport. It ensures safer routes, free from potential hazards.

8. Sustainability impact

8.1 A permanent first time fix approach will reduce works vehicle travel, reduce disruption to road, pavement users and the community, reduce the use of new material and reduce the amount of waste material that is disposed of. 8.2 Renewal of our road maintenance fleet will allow more efficient engines and reduced emissions. 8.3 A review of weather forecasting options, i.e. Thermal Mapping, should result in a reduction in the use of salt and vehicle emissions. This is dependent upon the severity of the winter weather conditions on a year to year basis. 8.4 The new lanterns last for 20 years compared to the existing lifespan of two to four years. These lamp use less energy and will contribute to the Council’s commitment to reduce carbon emissions and meet its environmental targets. 8.5 Modern lanterns are manufactured in accordance with the Waste Electrical and Electronic Equipment (WEEE) Regulations taking account of all required environmental regulations and can be recycled at the end of their life. The lanterns that are replaced under this project will be recycled in accordance with these regulations.

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9. Consultation and engagement

9.1 Consultation with staff and trade unions are taking place where changes to organisational structures or working patterns will have an impact on staff. 9.2 As part of the wider improvement plan it is proposed to involve trade union colleagues and employee representatives to ensure that everyone’s views are taken into account. 9.3 Consultation and engagement has taken place between Transport Design and Delivery, Localities and ERS in the preparation of this plan.

10. Background reading/external references

10.1 Roads Contract Management - Follow Up at Governance Risk and Best Value Committee on 9 March 2017. This report was referred to Transport and Environment Committee on 21 March 2017. 10.2 Roads Service Improvement Plan at Governance Risk and Best Value Committee on 20 April 2017. 10.3 Street Lighting - Rollout of Light Emitting Diode Lighting Across the City at Transport and Environment Committee on 27 October 2015. 10.4 Street Lighting - Rollout of Light Emitting Diode Lighting Across the City - referral from Transport and Environment Committee at City of Edinburgh Council committee on 19 November 2015.

Paul Lawrence Executive Director of Place Contact: Gareth Barwell, Head of Place Management E-mail: [email protected] | Tel: 0131 529 5844

11. Appendices

Appendix 1 – Roads Services Improvement Plan

Transport and Environment Committee - 7 December 2017 Page 10 Appendix 1 ‐ Roads Services Improvement Plan

Forecasted Status Action Point Action Target Date Date Lead Team Comments Organisaonal Structure 1 Road Service Create a single service to manage and Mar‐18 ongoing Head of Place This will be accommodated in the overall structure Operations maintain all elements of the road asset Management realignment. Open maintenance/renewal cycle

2 ERS Operating Re‐align the ERS service to respond to Dec‐17 ongoing ERS Commercial Team ERS Structure has been reviewed and changes have Model visible defects on the road network been implemented. These changes have been considered alongside Confirm Asset Management Open requirements. Structural changes will be monitored before being permanently implemented. 3 ERS Budget Move the ERS budget from being a Apr‐18 ongoing Corporate Finance and Budget and actual costs have been mapped to the Structure trading account to a general fund Commercial Team new ERS structure. revenue account Interface with current systems to be reviewed and Open aligned to new corporate finace system. 'Roadmap' to be developed for implementation in financial year 2018/19. 4 Network Create a single service to coordinate all Mar‐18 ongoing Head of Place This will be accommodated in the overall structure Management activity on the road network (permits, Management realignment Open TTROs, diversions etc)

5 Locality Teams Ensure sufficient resource remains in Mar‐18 ongoing Head of Place This will be accommodated in the overall structure our Locality Teams to allow them to Management realignment deliver road enhancements in Open consultation with Elected Members and local communities

Customer Service

Page 1 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments 6 Enquiry Owners Review all enquiry types and designate Oct‐17 Mar‐18 ICT Systems Review complete. Progress is dependent on responsible officers/teams for each Roads Services advancement with Action Points 4 and 5. type of enquiry Business Support Procedure for street lighting enquiries is working well. Ownership for gully enquiries is fragmented. Gully resource requirement is being evaluated. Handling of general roads enquiries is not 'lean'. Due Open to the broad range of enquiries, new procedures need to be developed, supported by Business Support Services (BSS), and generic mailboxes re‐established and monitored by BSS. Development in Confirm is required to support this.

7 Customer Work with Customer Services Oct‐17 Mar‐18 Customer Services Progress is linked to Action Point 6. Enquiries colleagues to improve enquiry Roads Services Open handling/resolution Business Support

8 Enquiry Tracking Investigate the potential to create a Dec‐17 Mar‐18 Customer Services Progress is linked to Action Points 6 and 7. control room operation involving staff Roads Services from the service, Customer Services Business Support Open and Business Support to ensure appropriate action on issues

Road Safety Inspections 9 Roads Inspector Re‐align the Roads Inspector function Nov‐17 Mar‐18 Head of Place Required staffing resource has been assessed. Team to work alongside the Roads Asset Management Structural changes being implemented. Open Management Plan 10 Inspection Improve the process for recording Dec‐17 n/a ‐ achieved RAMP Confirm has been amended to support this Recording inspections and defects Manager/Process improvement. Achieved Analyst 11 Training Deliver refresher training for all Roads Oct‐17 Mar‐18 RAMP Manager Links to Action Point 10. Part 1 complete. Inspectors Inspector training on Confirm is complete. Open Training relating to defect classification being developed. 12 Inspection Focus on carriageway and footway Oct‐17 Mar‐18 RAMP Manager Links to Action Point 11. Compliance inspections to ensure they are kept up With establishment of a new dedicated inspection Open to date team, a series of new routes is being developed.

Page 2 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments Defect Repairs 13 Aim for Right First Ensure all squads are properly Sep‐17 Mar‐18 Commercial Manager Improvements will be supported through the changes Time Road Defect equipped to carry out permanent first‐ to ERS structure and provision of improved plant and Repairs time repairs wherever possible resources e.g. trial of Hot Box. Processes have been established for follow‐ up/permanent defect repairs. These processes will be Open rolled out incrementally and assessed on an on‐going basis. Progress is dependent upon severity of weather over the winter period. 14 Follow Up Repairs Develop a process to follow up with Sep‐17 Mar‐18 Edinburgh Road Processes developed within Confirm to support ‐ Road Defects permanent repairs when temporary Services scheduling and provide performance information. Open repairs are required in the first instance (ERS) Progress is linked to Action Point 13.

15 Programming and Schedule defect repairs in the most Oct‐17 Mar‐18 BSS Manager/ERS Progress was hampered by incorrect classification of Scheduling of efficient manner and provide key Manager defects and backlog of defect repairs. Productivity is Road Defects health and safety documentation to improving and backlog reducing accordingly. squads Further benefits are expected from the Hot Box trial and reconfiguration of Confirm. Open Dedicated support is being sought from BSS for provision of timely H&S information e.g. PU Drawings. Progress is linked to Action Point 13.

16 Guardrail Repair Allocate resources to repair the large Dec‐17 Mar‐18 Head of Place This work is undertaken by Blacksmith staff. The and Replacement number of defective guardrails across Management Blacksmith staff were transferred to Fleet & the city Workshops following the Transformation Programme. Open A further structural review is required in terms of both Blacksmiths and Sign Shop to identify best fit for service delivery.

Page 3 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments 17 Setted Street Ensure adequate internal capability to Mar‐18 Mar‐19 RAMP Information has been provided by the RAMP Manager Repairs properly repair defects on setted Manager/Commercial to ERS. ERS currently do not have the capacity or streets. Manager sufficient staff expertise to deliver this in‐house. As a Open result of the linkages to other commitments in the plan, it is necessary to postpone this action.

18 Street Lighting Reduce the number of outstanding Mar‐18 Ongoing Contract and Logisitcs Data Cleansing of current c4,000 defects will be Defect Repairs street lighting defects Manager/Business carried out to provide a true and accurate number of Support fualts. Improvements with the Confirm System will Open support the processing of future customer reported faults. Progress is dependent on Action Point 23.

Workforce Management 19 Nightshift Evaluate effectiveness of the nightshift Aug‐17 n/a ‐ achieved Commercial Manager / Review of Nightshift operations has been completed. service and consider improvements Contracts & Logistics Findings show that the Roads Nightshift team Managers provides a valuable service and offers flexibility for Achieved with service delivery. additional Findings of the review to be progressed (i.e. activities consultation required on changes to working hours, underway changes to line management arrangements and mechanism for delivering staff training). 20 Increased Invest in training and engagement for Sep‐17 n/a ‐ achieved OD & Learning/ERS Training matrix established. Critical training gaps Investment in all staff, in addition to providing Manager addressed, electronic training records developed. resources equipment and leadership to support Long term training programme to be developed with Achieved with people in their role. OD&L. additional Plant and equipment reviewed and implemented e.g. activities Hot Box. underway Bi‐monthly meetings held with staff and union representatives in each depot. 21 Working Patterns Review current working patterns Oct‐17 Mar‐18 ERS Manager Workstreams reviewed and requirements identified. ensure the service delivery is aligned to Next steps require consultation with staff and HR to demand develop new Employment Contracts. Open

Page 4 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments 22 Apprenticeships Rollout a full apprenticeship Apr‐18 ongoing OD & Learning Provider identified for Apprentice Roadworker programme within Roads Services to training. develop young people in our workforce Agreement in place with Edinburgh Building Services and ensure that we have the right skill to extend the programme for Electrician Apprentices Open sets in the future to include experience with Street Lighting and extend the scope of job opportunities once qualified. 2018 Apprentices to be in place Jan/Feb 2018 23 Service Contract Develop a Service Contract with Apr‐18 ongoing ERS Manager Unsuccessful attempts to recruit to 5 vacant street for Street Lighting approporiate suppliers to provide lighting posts. Service Repairs skilled street lighting operatives. Contract proposed for 12 months initially. Contract to be reviewed and extended as required. Open Introduction of energy efficient lighting and CMS will reduce the number of operatives required in the future. Fleet and Depots 24 Fleet Consider current use of maintenance Oct‐17 Mar‐18 Commercial Manager/ Review of maintenance needs has identified the Maintenance bay at Bankhead to avoid the Fleet Manager benefits that a dedicated programme of servicing downtime of vehicles travelling to would bring to Bankhead Depot. Further work is Russell Road Depot required to realise these benefits as part of the depot Open rationalisation programme.

25 Depot Review Review the requirement for three Dec‐17 Dec‐18 ERS Manager/ Asset Management review underway with final view depots for roads and develop a Strategy Manager antiicpated in December rationalisation/improvement strategy Open

26 Salt Storage Ensure that adequate arrangements Sep‐17 n/a ‐ achieved Commercial Strategic arrangements and salt stocks are sufficient are in place to provide core and Manager/Asset to support current winter weather activity. Links to contingency salt stocks to support our Strategy Manager Action Point 23 ‐ Depot Review in terms of number of winter maintenance activity depots/salt locations available. Achieved Funding is required to replace the salt dome at Blackford Depot if this is to remain as an operational depot in the short /medium term.

Page 5 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments Improved Business Processes 27 Confirm Training Extend training to staff and ensure Oct‐17 Mar‐18 Confirm Board Following completion of Confirm Health Check, Confirm is fully utilised improvements have been made to the system. Training is being developed for inspectors and ERS Open staff and will be delivered in‐house by Confirm Superusers. 28 Schedule of Rates Develop a suite of schedule of rates for Dec‐17 Jun‐18 Commercial Manager Locality team needs have been identified and ERS (SORs) the newly established Road Service squads have been established to meet these needs. A operations further review will be required following implementation of the new organisational structure. Open Links to Action Point 1. SORs to be agreed and developed for Confirm, followed by a trial to integrate these in to appropriate financial monitoring system. 29 Winter Weather Review the winter maintenance Aug‐17 n/a ‐ achieved ERS Manager/Locality Winter roster in place for this winter. Treatment operation and ensure that the service Managers Thermal Mapping has been arranged to gather achieves value for money information this winter. All managers involved in winter weather decision Achieved with making have received training. additional Vehicle tracking has been installed on gritting fleet activities this winter. underway Information from Thermal Mapping will be used to introduce new domains next winter and gritting routes will be recorded on vehicle tracking system.

Improved Asset Management 30 Asset Create a joint RAMP and Roads Dec‐17 Mar‐18 Head of Place A list of assets and the teams responsible for their responsibility Inspection function Management maintenance has been developed and is maintained Open by the RAMP Manager.

31 Inspection and Develop a system to integrate road Mar‐18 ongoing RAMP Manager Development of a reporting mechanism in the RAMP data inspection data with RAMP data to Confirm Asset Management System ongoing. Open inform optimal investment in our road asset

Page 6 of 7 Forecasted Status Action Point Action Target Date Date Lead Team Comments 32 Street Lighting Include the provision of CMS in the Sep‐18 ongoing Street Lighting & Links to Action Point 36. Central energy efficient lighting contract Traffic Signals Manager The benefits of the CMS will be realised following the Management installation of the new lanterns. The start date for the System installation will be known once the contract is Open (CMS) awarded. The benefits of the CMS will accelerate over the 35 month duration of the contract. Capital Delivery and Contract Management 33 Prime contractor Undertake market testing to assess the Dec‐17 Jun‐18 Infrastructure Manager Working group convened to design market testing potential for the procurement of a questions and assessment. Open single prime contractor to deliver all capital works 34 Contract Benchmark other Councils with prime Feb‐18 Jun‐18 Infrastructure Working group convened to design market testing Management contractors to determine the optimal Manager/Commercial questions and assessment. Open contract management structure and and Procurement roles 35 Contract Following market testing and Apr‐19 ongoing Infrastructure Management benchmarking, if appropriate, seek Manager/Commercial Committee approval, develop a and Procurement Open contract specification, advertise and procure a prime contract before implementation 36 Street Lighting Convert exisiting Street Lighting to Dec‐20 ongoing Project energy efficient lanterns Conversion contract is currently being procured and Open Street Lighting & will be awarded in January 2018. Traffic Signals Manager Contract duration is anticipated to be 35 months.

Page 7 of 7

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Traffic Regulation Orders at West Crosscauseway,

Chapel Street, Quarry Close and Buccleuch Street

Item number 7.3 Report number Executive/routine Executive Wards 15 – Southside Newington Council Commitments None

Executive Summary

The original proposals, shown on the plan in Appendix 1, were advertised to the public from 16 September to 7 October 2016 under Traffic Regulation Order (TRO/16/44) and Redetermination Order (RSO 16/12). Many objections were received during this period and it is considered that these proposals should be abandoned. The design proposals have since been developed into a new proposal, as shown in Appendix 2, following consultation with residents and stakeholders. These proposals form the basis of promoting a new TRO.

Transport and Environment Committee

Traffic Regulation Orders at West Crosscauseway, Chapel Street, Quarry Close and Buccleuch Street

1. Recommendations

1.1 It is recommended that the Transport and Environment Committee: 1.1.1 abandon the proposal contained in the Traffic Regulation Order (TRO 16/44) and Redetermination Order (RSO 16/12), as advertised, considering the objections received. 1.1.2 give approval to commence the statutory procedures to make the necessary TRO and RSO as described in this report.

2. Background

2.1 The Causey Project proposes to transform the quality of the area around West Crosscauseway to re-establish it as an important everyday route and improve the area as a people place. The project is community led through the Causey Development Trust (CDT), set up specifically to develop this project with considerable local support and public interest following a successful three-day event in 2007 that transformed the space into a people-friendly “tropical island”. 2.2 The CDT established a concept for the project back in 2013. With a funding contribution from Sustrans, the Council commissioned design consultants to develop the detailed design. Consultation has been ongoing since 2015 to seek community and stakeholder support for the proposals. This has continued to shape and develop the detailed management and operation of the scheme. 2.3 Council officers, project supporters (Sustrans, Edinburgh World Heritage, Living Streets), CDT, local community representatives and the design consultants make up the client group. The client group have developed the design proposals required for the TRO application. 2.4 TRO 16/44 was advertised and several objections were received in October 2016. The client group has reviewed the objections and revisited the design. 2.5 Further consultation has taken place during 2017, and it is now proposed that a new scheme should be taken forward as outlined in the report.

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3. Main report

3.1 The Causey Project proposes to improve West Crosscauseway and involve several improvements: • Creating more space for pedestrians and opportunities for activity by creating shared spaces, including a pedestrian zone and a restricted zone, that will reduce the dominance of vehicles and create a unique public space; • Introduce new and improved pedestrian crossing facilities; • Relaying all of the surfaces with natural materials commensurate with the quality of the surrounding buildings; • Improving cycle facilities and priorities; • Reducing the vehicle carriageway and introducing raised tables to reduce speeds and benefit all users; and • Providing a more attractive environment with reduced permanent parking, improved waste management facilities, new community facilities and public space features (including trees and seating). 3.2 Further consultation has taken place with businesses, residents, and other users of the street, such as Greyfriars and Buccleuch Church and the Greek Church. Discussions with SPOKES, Sustrans, Living Streets and Council services have also been central to the review. 3.3 Several amendments to the existing street layout are necessary, for which a TRO and a RSO are required. Promoting these Orders requires including changes to waiting and loading restrictions, pedestrian crossing facilities, restricted parking and restricted loading. Details of these are provided below (and Appendix 2). Restricted Zones 3.4 A review of all existing waiting and loading facilities around West Crosscauseway and its approaches has been undertaken and several changes to waiting and loading restrictions are proposed. 3.5 The Council recognises that it is essential for businesses and residents to have access to parking and loading facilities, and has sought to ensure that these are provided at the most suitable locations to meet local demand. 3.6 Vehicular access to West Crosscauseway will be restricted to one-way access from west to east from Chapel Street. 3.7 Cycle movements will be changed to allow for two-way movements with specific access/egress provided from Chapel Street and Nicolson Street into West Crosscauseway. 3.8 Restricted Zones will be established on West Crosscauseway and on Chapel Street. ‘Loading at any time’ will be available in specific on-street bays provided on West Crosscauseway, and general parking removed. Sites for communal refuse

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and recycling bins will be provided. On Chapel Street, the restrictions will be changed to remove all loading and parking except in designated bays. Pedestrian Zone 3.9 A Pedestrian Zone will be established restricting general access to the street in front of Buccleuch and Greyfriars Church. Loading will be available on-street in designated bays. Pedestrian Crossing Facilities 3.10 Improving pedestrian and cycle crossing facilities remain integral to the improvements. 3.11 The existing signal controlled crossing on Chapel Street will be retained and restrictions maintained. 3.12 On Nicolson Street, the existing pedestrian crossing will be upgraded to a toucan crossing providing for cycle facilities. The loading and waiting restrictions will remain unchanged. 3.13 New informal crossings will be introduced on Chapel Street and the junction with West Nicolson Street. 3.14 Chapel Street and West Crosscauseway will be established as a raised table/shared surface thereby improving pedestrian circulation, but retaining a defined edge and reduced upstand to ensure blind and partially sighted pedestrians are not disadvantaged. Redetermination Order 3.15 To deliver these improvements a RSO is required along with a TRO. This Order will redetermine sections of the road to footway and to cycle track where the footway is being widened and priorities for cycling made. Details of these changes are shown on the enclosed plans. Design Consultancy 3.16 The Council commissioned a design consultancy in 2014 to take the project to Stage G, as set by the Royal Institute of British Architects (RIBA), which sees the project through to the development of a detailed design and tender document stage.

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4. Measures of success

4.1 The Causey Project will deliver a more 'people' friendly place. Improving the operation of the street will bring the following benefits; • improve the circulation and movements for pedestrians and cyclists across the south side of Edinburgh’s city centre to the University; • reduce traffic speeds to complement the 20mph zone; • bring improvements to air quality; • provide a community space; • develop facilities for residents and other neighbours. 4.2 The proposals set out in this report aims to meet the needs of all road users.

5. Financial impact

5.1 The costs associated with the TRO and RSO process are estimated at £3,000 in total. 5.2 The costs to implement the proposed improvements for the Causey Project will be approximately £1.7m. Finalising the statutory processes and detailed design are required to seek further funding from Sustrans and other agencies. 5.3 Sustrans continues to support the project; however, due to the ongoing consultation over the design proposals, no funding allocation is available this financial year. However an application for a contribution towards the construction costs once a TRO has been approved from the next round of Community Links funding (2018/19) will be submitted. 5.4 The Council has set aside funding for the repositioning of the pedestrian crossing at Buccleuch Street (£20,000); the creation of a new zebra crossing (£15k); and resurfacing on Nicolson Street (£20,000). A further £150,000 has been secured from the Roads Capital Programme. 5.5 Funding for the delivery of the project is being sought by the CDT, supported by the Council, as appropriate. 5.6 The TRO proposal includes the relocation of residents’ parking to Buccleuch Place, which results in the removal of six existing Pay and Display bays. The estimated maximum loss of income is £46,800 per annum.

6. Risk, policy, compliance and governance impact

6.1 The operation of this part of Edinburgh has been considered in detail by the design team with the considerable involvement of all Council functions. The changes will allow residents and businesses to park/load etc in the local area.

Transport and Environment Committee – 7 December 2017 Page 5

6.2 The Council has worked with the CDT in developing the scheme and the revised operation of the area. However, there may be a risk of objection to the new proposal that could delay the final design. As delivery of the project is not bound by the outcome of the changes, the risk is minimised. 6.3 A TRO and RSO will need to be agreed before funding can be secured or approved.

7. Equalities impact

7.1 An Equalities and Rights Impact Assessment (ERIA) for the Causey Project commenced during the design development and consultation stages of the scheme and will be in effect throughout the delivery of the project. 7.2 It is likely that improvements to vehicular access and improvements in pedestrian and cycle movements and the creation of a new public space will have a positive impact on safety, freedom of movement and access for all who live in or use the area. This considers many people whose characteristics are protected under the Equalities Act 2010. 7.3 The Access Panel were consulted in July 2017 and their feedback was useful in developing the design.

8. Sustainability impact

8.1 A Sustainability Impact Worksheet has been completed for this project, which concluded that there are unlikely to be significant adverse sustainable impacts arising from its implementation. Positive outcomes will result from the introduction of new sustainable materials, new landscaping and from creating a shared space with access for all and that can be used by the community. Improved access and amenity for cyclists and pedestrians will assist towards the Council’s commitments in the Active Travel Action Plan.

9. Consultation and engagement

9.1 Public and community engagement has been central to the development of The Causey Project. 9.2 The original proposals were advertised to the public from 16 September to 7 October 2016 under TRO/16/44 and RSO 16/12 and many objections were received. Following this, further public and stakeholder engagement was undertaken during 2017 to review and develop the current proposals for the scheme. 9.3 Comments received relating to the original proposal included; general objections to any changes, the prioritisation of pedestrians and cyclists and potential risk of

Transport and Environment Committee – 7 December 2017 Page 6

conflict, removal of bus stops, perceived loss of defensible space in front of residential property, the impact of change on the wider road network, and loss of loading (especially for the churches). This information was used to develop the new TRO proposals. 9.4 Feedback from the consultation during 2017 sought to retain one way access through West Crosscauseway (but in the opposite direction to reduce traffic flow); provide contraflow cycling space through West Crosscauseway and retain cycle lanes through Chapel Street; relocate residents parking (with increased provision); define footways and roadways throughout the scheme (to aid the creation of defensible space); and continue to provide loading for both churches. 9.5 Consultation is ongoing with public transport regarding the position of the bus stops. 9.6 A statutory consultation will be carried out as part of the TRO and RSO processes.

10. Background reading/external references

10.1 Transport and Environment Committee - 26 August 2014 – Report - provision of consultancy services, The Causey Project.

Paul Lawrence Executive Director of Place Contact: Steven Cuthill, South East Locality Transport and Environment Manager E-mail: [email protected] | Tel: 0131 529 5043

11. Appendices

Appendix 1 – Plan showing the Causey Project Scheme Design Appendix 2 – Current proposal

Transport and Environment Committee – 7 December 2017 Page 7

Appendix 1

Transport and Environment Committee – 7 December 2017 Page 8

Appendix 2 – Current Proposal

Transport and Environment Committee – 7 December 2017 Page 9

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Electric Vehicle Action Plan

Item number 7.4 Report number Executive/routine Executive Wards All Council Commitments C18

Executive Summary

The profile of electric vehicles (EV) is now growing and is seen as a contributor to reducing carbon emissions and improving air quality. This report presents the first EV Action Plan designed to increase charging infrastructure across the city and to encourage the uptake of EVs. The Action Plan proposes an innovative zoned approach and a Strategic Business Case is being developed to determine the best locations, types of chargers and investment required within the zones. The Action Plan also proposes tasks to support infrastructure installation, collaboration on projects and keeping up to date with developments on this agenda. An EV Working Group will monitor the Plan which will be reported annually to Committee.

Report

Electric Vehicle Action Plan 1. Recommendations

1.1 The Transport and Environment Committee is asked to: 1.1.1 approve the Electric Vehicle Action Plan; and 1.1.2 note that a Strategic Business Case for EV charging infrastructure will be reported to Committee in June 2018.

2. Background

2.1 New registrations of electric vehicles (EVs) hit a new record in 2016, with over 750,000 sales worldwide. In Scotland low carbon transport continues to grow and in particular, EV uptake is increasing. At the end of June 2016, there were 3,575 electric cars and vans licensed in Scotland compared to 2,050 at the end of June 2015. More EVs were sold in Scotland in 2015 than the previous four years combined. The Charge Place Scotland network has expanded to over 600 publicly available EV charging points including over 150 ‘rapid’ charge points, one of the most comprehensive networks in Europe. 2.2 The profile of EVs is growing and now becoming an important element of UK and Scottish Government climate change and transport policies. While current ownership in the UK is small, recent statements by government and major car manufacturers1 should lead to a substantive growth in this market. Assessments of scenarios on EV deployment indicate a good chance that the number of vehicles will range between 9-20 million by 2020 and between 40-70 million by 2025.

2.3 The latest announcement in September 2017 by Scottish Government is for a major expansion across Scotland of electric vehicle infrastructure by 2022 coupled with a phasing out of all new fossil fuel engines by 2032.

2.4 A number of Scottish Local Authorities are starting to address EV charging in response to meet anticipated demand and growth. Dundee for example, has the largest number of local authority owned EVs in the UK (83), and one of the most extensive charging infrastructure in the country.

1 Manufacturers such as Volvo and Jaguar Land Rover have announced no more petrol or diesel cars will be manufactured from 2019 onwards. Renault, Nissan and Mitsibushi have announced a substantive increase in the production of hybrid cars. Transport and Environment Committee – 7 December 2017 Page 2

2.5 There are benefits from EVs. Compared to conventional cars they emit substantially less carbon emissions. The vehicles are also cleaner with far less exhaust emissions so delivering direct air quality improvements. As a new market, there are also emerging economic development benefits. However, EVs are to be viewed as part of the solution with respect to overall transport objectives. The promotion of modal shift, public transport, active travel, walking and cycling are still key elements of the Council’s wider sustainable transport agenda. 2.6 This report presents the Council’s first Electric Vehicle Action Plan designed to develop an innovative and strategic approach for EVs across the city. This will develop the infrastructure for and encourage the uptake of, EVs in Edinburgh ensuring not only that the Council is up to date with developments but also maximises the benefits and opportunities of EVS.

3. Main report

3.1 The development of this agenda in the Council is captured in the Sustainable Energy Action Plan (SEAP), the Local Transport Strategy (LTS) as well as relevant planning guidance such as the Edinburgh Design Guide. The SEAP with its focus on the reduction of carbon emissions is particularly relevant as emissions from transport in Edinburgh are now increasing, constituting nearly 30% of all carbon emissions in the city. The LTS encourages transport choices such as EV which are more environmentally sustainable. In addition, the EV agenda supports air quality objectives, particularly relevant for Edinburgh when low emission zones are introduced by 2020. 3.2 While ownership of EVs in Edinburgh is small, it has been steadily growing. In 2011 there were just nine registered electric vehicles. At the end of June 2017 this had increased to 489. The number of available charging points for EVs in the city has also increased steadily. In 2013, there were eight charging points but as of October 2017, this has increased to 89 charge points, 58 of which are currently available to the public. In addition, the amount of electricity used at charging locations has also been increasing substantially. 3.3 Funding for most of these charge points has been through annual grants available from Scottish Government. The “Switched on Fleets” and “ChargePlace Scotland” programmes provide funding to the public sector that has allowed both the installation of charging points at specific sites and contributions to the buying of EVs as part of their fleets. 3.4 The types of EVs now in Edinburgh include private cars, fleet vehicles (including cars and vans) and taxis and buses. Lothian Buses, in particular has now procured a number of fully electric buses building on the success of their hybrid models. Funding is available for domestic charge points for private car owners through the Energy Savings Trust as well as for business. There are also grants available to local authorities via the Office for Low Emission Vehicles for on street charging infrastructure.

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3.5 The statistics are supporting the growth of EVs in the city and the fact that over 23% of all licensed EVs in Scotland are in the Edinburgh city region means that there is a need to establish additional charge points to support the demand. This also needs to be supported by providing information to potential buyers and users of electric vehicles to encourage uptake. EV Action Plan 3.6 Appendix 1 details the draft EV Action Plan with Appendix 2 providing more information on strategic context and technical issues. The Action Plan refers to EVs in a collective sense to include full battery electric, plug in hybrid and Ultra Low Emission Vehicles. This is the first such programme for the city for the next 12-18 months and has five strategic objectives:  developing strategic EV charging hubs;  taking a co-ordinated approach across the Council;  collaborating with partners;  trialling integrated smart grid charging systems; and  encouraging wider e-mobility opportunities. Strategic Charging Zones 3.7 A key objective is the development of strategic EV charging hubs across the city. This is proposed by adopting zones that considers the transport impacts and challenges in each and the appropriate technical response. During consultation on the draft Action Plan, feedback from key external stakeholders suggested that this approach being taken by the Council was innovative and the first of its kind by a Scottish local authority. There are three zones proposed, see Figure 1 below:

Figure 1: Proposed EV Zones (green stars indicate Park and Ride facilities)  Zone 1: City Centre. This predominates with different vehicle types. The aim is to focus primarily on multi journey vehicles such as taxis, commercial

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and fleet vehicles. Rapid charging hubs, both on and off street, would be the preferred solution with consideration given to some of these being for the sole use of taxis, car club vehicles and public-sector fleets. The use of cleaner vehicles will help to meet the objectives of any future low emission zone. Liaison will also include businesses based in the city centre encouraging the use of EVs;  Zone 2: Residential area. This is a mix of residential properties including many tenements with no access to on-street EV charging. The priority locations for charging infrastructure would be these high-density areas. The preferred solution for this zone would be fast chargers for on street locations and the larger rapid chargers installed in off-street locations. A key aim would also be to encourage electric car club vehicles in this area.  Zone 3: Peripheral area. The overall objective would be to create a strategic ring around the periphery of Edinburgh. This would target Park and Ride facilities encouraging commuters to leave their vehicles and choose public transport options to come into the city. A mix of rapid and fast charging hubs will be the preferred model for charging in this zone. Residential areas would also be targeted. 3.8 In developing infrastructure across these zones, there are some issues and complexities in installing the appropriate chargers. A key action therefore, is the development of a strategic Business Case for EVs that will look at the following issues across the three zones:  the traffic movements;  the number of potential charging points to meet future demand;  the best location for these;  the type of chargers required;  any challenges in installing the infrastructure; and  the level of investment needed and potential revenue streams. 3.9 A major challenge is electrical grid constraints particularly in dense urban areas. Bringing a new electrical supply to an EV site is not only costly and time- consuming but depending on location and the amount of power required, some sites may need new electrical substations. 3.10 The Council has received support from Transport Scotland to commission consultants to develop the Business Case for EVs in Edinburgh. This study will look at the growth of EVs and the issues above for the years 2020 and 2023. The Business Case will consider the growth of EVs for these two timescales. 3.11 The proposed study will also look at the level of investment needed and the possible revenue to the Council from a charging regime. This will provide the crucial information to allow the development of charging infrastructure across the city. The Business Case will be reported to Committee in June 2018.

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Other Actions 3.12 The Action Plan includes other tasks. Some of these are supporting operational processes such as planning requirements, parking regimes, charging tariffs and maintenance. The role for fleet is also identified to ensure the Council leads by example. Other actions are focussed on collaboration with key partners such as the Transport Forum members, taxi companies, Enterprise Car Club and other public sector partners such as the Universities and Lothian Health. This will explore joint and shared infrastructure solutions. Collaboration with business will be explored particularly for solutions in the city centre. 3.13 Some highlights from the Action Plan include:  development of a Business Case for EVs in Edinburgh;  trialling on street charging at Marchmont;  approval of the Edinburgh Design Guidance requirement for every six car parking spaces to have one EV charging unit installed at all new commercial and residential developments;  assessment of parking standards for on street charging;  10% target for EVs in Council fleet by 2020;  ongoing implementation of funding for EVs for the public sector;  working in collaboration with key partners including business;  participation in the CAN DO Innovation Challenge Fund to assess integrated energy solutions for EV charging; and  an assessment of e -mobility solutions in partnership with key stakeholders. 3.14 A particularly interesting project will be the CAN DO Innovation Challenge Fund. The Council has been successful in its application to this Scottish Enterprise programme. Funding of £0.28m has been awarded to businesses to develop integrated solutions to EV charging that assess battery storage combined with renewable energy. The project will run over two years. Monitoring Progress 3.15 In terms of governance, an EV Working Group has been set up to deliver a coordinated approach across relevant Council services and oversee the EV Action Plan. This group will provide updates to the Member Officer Working Group on Carbon Climate and Sustainability. 3.16 Progress on the Action Plan will be reported annually to Committee.

3.17 A final element of monitoring progress will be to ensure that the Plan stays up to date with changing technology or other options for charging vehicles. There are a few pilots exploring alternatives to stand alone infrastructure including the use of street lighting columns to provide power for charging. For tenemental areas in Edinburgh this might be a possibility where currently there is no access to on street charging. The outcomes of these pilots and any other options will be monitored to evaluate any potential use across the city.

Transport and Environment Committee – 7 December 2017 Page 6

4. Measures of success

4.1 The key measures of success will be an increase in the number of charging points across the city coupled with a growth in ownership of electric vehicles.

5. Financial impact

5.1 There are no adverse financial impacts for the Council associated with the activities outlined in this report. 5.2 The development of the Business Case will provide information on the level of investment needed to increase EV charging points across the city and the potential revenue stream to the Council. This will be reported to Committee.

6. Risk, policy, compliance and governance impact

6.1 By implementing an EV Action Plan the Council is helping mitigate any risks of non-compliance with the Climate Change (Scotland) Act 2009. In addition, the Action Plan meets the SEAP objectives and the Council pledge to reduce carbon emissions.

7. Equalities impact

7.1 There are no adverse equalities impact associated with this report.

8. Sustainability impact

8.1 The EV Action Plan will have a positive impact on sustainability. EVs emit substantially less carbon emissions and have fewer exhaust emissions than conventional cars. The sustainability benefits will include lower carbon emissions and air quality improvements.

9. Consultation and engagement

9.1 Consultation has been carried out with service areas including transport, environmental health, fleet, planning, licensing and procurement. The new EV Working Group has been used as the basis for internal consultation. 9.2 External consultation has been carried out with key agencies and organisations. The draft Action Plan was sent to all members of the Transport Forum including Lothian Buses, Taxi operators and transport groups. Feedback from the Forum was very positive. Consultation also took place with Transport Scotland who are leading on this agenda on behalf of Scottish Government. Their view was also

Transport and Environment Committee – 7 December 2017 Page 7

very positive in that the Council is taking a very practical but strategic approach to developing this agenda. 9.3 Engagement on the Action Plan also included cycling organisations such as SPOKES and particularly on the role of e-mobility solutions such as e-bikes. Opportunities to develop projects is part of the Action Plan.

10. Background reading / external references

None

Paul Lawrence Executive Director of Place Janice Pauwels, Sustainable Development Manager E-mail: [email protected] | Tel: 0131 469 3804

11. Appendices

Appendix 1: Electric Vehicle Action Plan Appendix 2: Strategic Context and Technical Background

Transport and Environment Committee – 7 December 2017 Page 8 Appendix 1 – Electric Vehicle Action Plan The City of Edinburgh Council Electric Vehicle Action Plan

Electric Vehicle Action Plan

1. Aim of the Action Plan

This document presents the first Action Plan for the development of electric vehicles (referred to as ‘EV’) in Edinburgh. Its purpose is to develop a strategic and co‐ordinated approach to the development of charging hubs across the city that will encourage the uptake of EVs, while reducing carbon emissions, improving air quality and unlocking wider economic benefits.

The development of a network of EV charging hubs offers significant opportunities for the city to transition to a low carbon and e‐mobility future that provides a range of benefits across a large number of users in Edinburgh. The EV Action Plan will outline the reasons why electric vehicles should be promoted and encouraged, such as the positive impact it will have on Edinburgh in terms of meeting it’s carbon emissions targets and improving the city’s air quality. This Action Plan will also set out Edinburgh’s intentions and ambitions on EV up to 2020, ensuring that the city takes a lead in this developing agenda. The Action Plan is also supported by a Technical Appendix providing more information and context. 2. Context

The predominant road vehicle fuels remain as petrol and diesel. Although the current ownership of EVs1 in the UK is small, this figure has been steadily growing with 2016 being a record year for sales. A number of major car manufacturers such as Volvo and Jaguar Land Rover have announced no more petrol or diesel cars will be manufactured from 2019 onwards, while Renault, Nissan and Mitsibushi have committed to substantially increasing the number of hybrid cars. This significant change is driven both by increasing concerns over climate change and ongoing air quality impacts from diesel and petrol cars.

National and Local Policies Supporting EVs

The Scottish Government has a number of policies contributing to the development of the EV agenda including creating Scotland’s first electric highway on the A9, providing substantial support for significantly expanding EV charge points to 2022, a new Climate Change Bill that will increase the 2050 emission reduction target from 80% to 90% from the 1990 baseline. Introducing Low Emission Zones in the four largest Scottish cities by 2020, creating an Innovation Fund of £60 million that will include EV charging and the phasing out of new petrol and diesel cars and vans by 2032 (eight years before a similar commitment eby th UK Government).

The Councils own policies supporting EVs include:

The Council Sustainable Energy Action Plan (SEAP) is the Edinburgh City Vision 2050, is building coalitions on how city wide energy plan aiming to reduce carbon emissions a successful Edinburgh looks in 2050. This includes

by 42% by 2020. This is the main policy driver behind the innovative approaches to transport infrastructure; creating an active and green city; and ensuring we EV Action Plan linking in the issues of renewables and energy efficiency. prepared for the effects of climate change.

The Local Transport Strategy (LTS) 2014‐2019 is the other The Air Quality Action Plan in Edinburgh has identified key policy programme aiming to enable transport choices six Air Quality Management Areas (AQMAs), five for the which are more environmentally sustainable. The LTS pollutant nitrogen dioxide (NO2) and one for fine makes reference to supporting the increased use of low particulates (PM10). A major source of these pollutants emission vehicles through working with partners to is diesel and petrol vehicles. EVs emit no pollutants or provide a network of electric vehicle charging points. carbon emissions.

1 For the purposes of the Action Plan, the term EV represents all types of plug in vehicles including battery electric and plug‐in hybrid vehicles. Page 2 | 32

Electric Vehicle Action Plan

Rationale and Benefits

A key aim of the EV Action Plan is to build on the significant progress that has been made in Edinburgh in terms of plug‐in vehicle adoption and the installation of EV charging infrastructure, by developing strategically located charging hubs at both on‐street and off‐street locations, to serve the needs of a range of users. The development of EV charging infrastructure at key strategic locations is a key strategic infrastructure undertaking which can be aligned with major infrastructure projects which require costly electrical upgrades or excavation works and thus offers a more holistic joined up approach to major infrastructure projects in the future.

In addition to the policy framework outlined above and the Council policies supportive of the agenda, there are a number of reasons and benefits in pursuing EVs. One major reason relates to increasing carbon emissions from transport in Edinburgh:

Carbon Emissions from Transport

The latest Department for Business, Energy and Industrial Strategy (BEIS) from 2015 indicate that carbon emissions from road transport in Edinburgh accounted for 26.5 per‐cent of total carbon emissions. In 2013 the percentage of transport carbon emissions in Edinburgh in total was 20.9 per‐cent, this is an increase of 5.6 per‐cent. Over the same period, carbon emissions from domestic, industry and commercial sectors in Edinburgh both registered significant decreases in total CO2

Electric vehicles produce far less carbon than conventional cars even using the current standard UK supply. If the electricity used for charging a car came from renewables the carbon emissions would be near zero. From an air quality perspective, EVs emit no harmful exhaust fumes and so can contribute to cleaner air. There is a growing market for EVs and in terms of suppliers and local installers there are opportunities for the local economy in

Edinburgh in terms of jobs and investment. The continued uptake of EVs will improve air quality, reduce CO2 emissions and reduce noise and therefore create a better environment for residents and visitors to the region.

There are also significant costs savings to both residents and businesses as EVs are cheaper to fuel and require less maintenance. Compared to the maintenance costs of a conventional vehicle EVs are much more cost effective to maintain as:

 the battery, motor, and associated electronics require little to no regular maintenance;  there are fewer fluids to change;  brake wear is significantly reduced due to regenerative braking; and  there are far fewer moving parts relative to a conventional gasoline engine.

Challenges

The technological advances the EV industry has made has addressed some issues such as range anxiety. However there are still some challenges and issues in moving the EV agenda forward. The development of charging points especially rapid and fast charging hubs requires significant and costly grid upgrades and reinforcement. Dependant on the sites there may even be the need for new electrical sub‐stations. A solution to this is the development of integrated battery and renewables solutions.

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Electric Vehicle Action Plan

Part of the Transport Solution

A key objective of the Council’s transport strategy is to see modal shift to more sustainable forms of transport including active travel and walking. Consequently, the aim is still to see fewer cars not just cleaner cars. However, while not a total solution, EVs are important in meeting the challenge of climate change. While this Action Plan promotes the use of EVs, continued investment in walking, cycling and public transport will still be actively pursued by the Council through its transport policies. Residents not immediately interested in the purchase of an EV must also be encouraged to firstly look at active travel options, car club membership or alternatively replace their existing petrol or diesel vehicles with Ultra Low Emission Vehicles (ULEVS) which have significantly lower levels of exhaust emissions than conventional vehicles and which emit no more than an average of 75 g/km of CO2. 3. EVs in Edinburgh

Ownership

At the end of June 2017 there were 489 EVs registered in Edinburgh compared to 9 at the end of 2011 (Fig. 1). Edinburgh also has the second largest share of licensed EVs amongst Scottish Local Authorities at 8.2%. This continued growth of EV ownership in Edinburgh and the fact that 23.8% of all licensed EVs in Scotland are within the Edinburgh city region, means that there is a need to establish additional locations and expand existing locations for publicly accessible charge points across Edinburgh to support the uptake of EVs.

EVs (cars, vans and quadricycles licensed at the end of quarter) Edinburgh 2011‐2017

489 412 363 325 283 253 217 163 188 9 9 13 25 27 32 39 46 50 67 74 102 114 145

2011 2012 2012 2012 2012 2013 2013 2013 2013 2014 2014 2014 2014 2015 2015 2015 2015 2016 2016 2016 2016 2017 2017 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2

Figure 1: Number of Licensed EVs in Edinburgh Source: Vehicle Licensing Statistics (DFT)

Example of an EV charging hub (APT Controls) Page 4 | 32

Electric Vehicle Action Plan

EV Charging Infrastructure in Edinburgh

Since 2012 the Council has benefited from various grants, managed via Transport Scotland to install publicly accessible charge point infrastructure in the city. These have resulted in a steady increase of accessible charge points for both public and non‐public users. As of October 2017, in the Edinburgh city area there are currently 89 charge points of which 58 are currently available to the general public.

Charging points are primarily defined by the power (in kW) they can produce and the speed they are capable of charging an EV. There are three main EV charging speeds:

 Slow charging (up to 3kW) which is best suited for 6‐8 hours overnight;  Fast charging (7‐22kW) which can fully recharge some models in 3‐4 hours; and  Rapid charging units (43‐50kW) which can provide an 80% charge in around 30 minutes.

Fig. 2 below shows the location of the charging points in Edinburgh as of September 2017. A significant proportion of these are owned by the Council.

Figure 2: Locations of Charging Points in Edinburgh as of Sept 2017 Source: http://www.chargeyourcar.org.uk/

ChargePlace Scotland (CPS) has been established by the Scottish Government to provide grant funding to Local Authorities and other organisations to install publicly available charge points. CPS offers EV drivers simple and convenient access to chargers across the whole of Scotland. All publicly accessible charge points in Edinburgh (including those owned by the Council) are registered on the CPS network.

Since 2014, data has been compiled for the number of charging sessions and the amount of electricity used at locations across the city. As expected, with additional infrastructure provision and more electric vehicles there has been an increase in usage. Yearly comparisons of power used (kWh) are shown in Fig. 3 below. Data is only accessible from the registered charging locations in the city. Due to there being a number of private unregistered sites, usage is likely to be greater than what is represented in Fig. 3.

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Electric Vehicle Action Plan

Charge Your Car (CYC) Ltd, is essentially the back‐office and public facing arm of CPS. It provides various charger access methods and information for EV drivers. CYC also gathers detailed usage data for each charge point and provides known fault and operational status reports to the owner, or maintenance provider, as appropriate. The location and operational status of each charger (e.g. whether it is currently being used or out of service) is also available to the public through the real‐time network map hosted on the CYC website.

16000

14000

12000

10000

8000

6000

4000

2000

2014 2015 2016 2017

Figure 3: EV Charging Infrastructure: Energy used per Month in kWh Source: http://www.chargeyourcar.org.uk/

Electrified Transport in Edinburgh

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Electric Vehicle Action Plan

4. Strategic Vision and Approach

Strategic Vision

The expansion of EV Infrastructure across the city through the development of strategic charging zones that will link with other future transport infrastructure.Strategic This will Vision enable a charging network to grow and integrate with other modes of transport and e‐mobility opportunities. Getting the infrastructure in the right place to service a variety of user groups in the city will be the key first step. The Action Plan also looks to maximise the economic, social and environmental benefits and opportunities that the EV agenda will provide.

A key component of the EV Action Plan is to ensure that any future charging points are installed not only in the best location across the city, taking into account need and possible usage, but also to meet other Council objectives for example air quality standards in the city centre. There are three zones envisaged:

ZONE 1: THE CITY CENTRE

This area predominates with commercial vehicles, taxis, buses, fleet and private cars. The focus here would be for rapid charging hubs only which could include a mixture of on‐street and off‐ street locations. Consideration would be given to some of these being for the sole use of the taxi trade,b car clu vehicles and public‐sector fleets.

ZONE 2: THE RESIDENTIAL AREA

This zone has a high proportion of residents living in tenements which prevents any form of home

charging taking place. There is also a mix of properties but currently no on‐street EV charging infrastructure available. The most appropriate type of EV chargers for this zone would be fast chargers for on street locations and rapid chargers installed in off‐street locations. There is also the potential to partner with Car Clubs to create shared on‐street EV charging bays for both residents and Car Club members. Individual residences can also install slow chargers in garages for example.

ZONE 3: THE PERIPHERAL AREAS

For this zone the overall objective would be to create a strategic ring around the periphery of Edinburgh targeting Park and Ride facilities that will encourage commuters to leave their vehicles and choose public transport active travel options to come into the city. A mix of rapid and fast

charging hubs will be the preferred model for charging in this zone. Residential areas would also be included. A particular target will be the east and north of the city currently not served by Park and Ride sites.

Figure 4 overleaf provides more information on the zonal approach. This includes a key explaining future infrastructure opportunities as outlined in the Local Development Plan. The Figure also provides some context around constraints, challenges and opportunities. Key users will include residents, commuters, public sector fleets, businesses, Car Clubs and taxi fleets.

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Electric Vehicle Action Plan

Figure 4: Zonal approach to EV charging priorities

Charging hubs – 1. City Centre Zone 2. Residential – non‐city centre zone 3. Park and Ride – Peripheral city zone Strategic locations Key EV users Taxi (Hackney and Private Hire Cars), Car Clubs Privately owned vehicles – but open to use for taxis, Privately owned vehicles (primarily commuters), but and Last Mile Freight (E‐cargo bikes), and car clubs, businesses etc. open to use for taxis, car clubs, business etc. Public‐Sector fleet Current restrictions Opportunities are limited to existing High density housing (primarily tenement areas) Park and Ride sites currently offer good parking/pay and display locations have on‐street limitations for charging hubs opportunities for expanding existing charging infrastructure Future development City Centre LDP proposals will provide Housing proposals within the LDP, Key development Future expansion opportunities and potential new considerations for opportunities for future charging hubs sites such as Edinburgh Waterfront and Edinburgh Park and Ride sites offer excellent opportunities for charging hubs locations. Introduction of a City Centre low Park – South Gyle offer significant opportunities to developing larger scale EV charging hubs emission zone will be a key enabler for the future proof opportunities for EV charging hubs development of EV charging hubs Page 8 | 32

Electric Vehicle Action Plan

5. Action Plan

This section sets out the key actions in the development of EV Action Plan grouped under five key objectives namely:

 Developing strategically located EV charging hubs.  Taking a co‐ordinated approach across the Council.  Collaboration with Partners.  Trialling new technologies and integrated smart grid systems.  Encouraging wider E‐mobility opportunities

In delivering the actions, it will be important to develop a co‐ordinated approach across the Council and with strategic stakeholders (where appropriate) to ensure that the relevant mechanisms are in place to install, manage and maintain the current and future network of Council owned EV charge points. A number of Council service areas will be crucial to this including procurement, parking, planning, licensing, transport and environmental health.

Key Actions

The following actions listed below are mixture of strategic actions to develop the EV Action Plan to enable the roll out of strategically located charging hubs and operational actions that require decisions around the management and maintenance of existing and future EV charging infrastructure. Each of the actions listed below align with the strategic objectives and will require cross sector working across the Council.

Each action has a colour co‐ordinated timeframe attached to it with a corresponding level of importance.

Timeframe 1 ‐ 6 6 – 12 On‐going months months Level of importance High Medium On‐going

ACTION PLAN OBJECTIVES

Objective 1: Development of Strategically Located EV Charging Hubs

The development of strategic charging hubs across the city will be dependent on understanding not just the demand and future growth of EV but also the best locations, how to phase any work and the cost. Issues such as grid constraints could also impact on future installations and be very costly. A first key action is the development of a business case that will assess the above issues and provide a route map to delivering solutions across the three zones. The Council is working with Transport Scotland and has appointed consultants to develop a business case based on the growth in EVs in the city. This study will include an assessment of the location of strategic charging hubs based on the three zones, the grid infrastructure that might be needed and the potential investment required. The study will also assess the potential revenue generation to the Council based on varying charging provision. All of the outcomes will be measured against a number of key dates (2020 and 2023). The study will be completed by March 2018.

Other actions to complement this work include continuing to utilise grant funding from Scottish Government and collaborating with Locality Managers to help identify possible locations for charging infrastructure within their areas.

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Marchmont Trial

A proposed EV trial around the Marchmont/Sciennes area has been reported previously to Committee. This would see the installation of a small number of on street charging points following consultation and commencement of all statutory procedures to make the necessary Traffic Regulation Order variations. The project did experience some technical delays and requires further consultation. However, the intention is to progress with the trial which will complement and further develop the outcomes of the proposed Business Case.

Objective 1: Developing strategically located EV charging hubs Action Action Lead Timescale Ref 1.1 In partnership with Transport Scotland to Sustainable March 2018 commission a Business Case for EVs in Edinburgh that Development will provide the route map for delivering future infrastructure across the three zones. 1.2 To continue to use funding through the “ChargePlace Sustainable On‐going action Scotland” grant to install a mixture of rapid and fast Development charging hubs at key strategic on‐street and off‐ street locations. 1.3 The delivery of the pilot of on‐street chargers at Sustainable 12‐18 month Marchmont. Development/Transport pilot and Roads 1.4 To ensure that all future funding secured through the Sustainable On‐going action ChargePlace Scotland grant includes provision to Development replace older charge points. 1.5 Work with Locality Managers to help identify Sustainable On‐going action strategic locations. Development

Objective 2: Taking a co‐ordinated approach across the Council

The development of the EV Action Plan involves a number of service areas that have different roles and input. In some cases this might relate to purely operational issues but in others there might be a link to strategy or policy. This includes: • Sustainable Development: lead for the EV programme, development of strategic projects, co‐ordination of funding; • Planning: supplementary guidance, EV installed by developers (ownership), link with Edinburgh Design Guidance, Local Transport Strategy; • Parking: standards for on‐street, enforcement, charging tariffs; • Transport: management and maintenance of operational EV assets; • Licensing: specific role with vehicles such as taxis and possible incentives for plug‐in vehicles; • Fleet: use of electric vehicles; link with Green Fleet Policy; • Procurement: key role in the EV Action Plan for supply, install and maintain; • Economic Development: low carbon jobs and investment, future innovation opportunities.

An EV Working Group, led by the Sustainable Development Team in Place Development, has been established in the Council with representatives from the above areas. This group has the remit for overseeing the Action Plan through a co‐ordinated approach to ensure that there are the robust mechanisms and processes in place to deliver the Action

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Plan. The group can also address any constraints or issues. A number of the specific service links are detailed below with corresponding actions.

Planning

The Council has now approved a revised Edinburgh Design Guidance which includes a minimum requirement for EV charging points to ensure that one out of every six spaces should include a fully connected and ready to use EV charging point, in developments where ten or more car parking spaces are proposed. The revised Design Guidance also provides technical guidance to developers and applies to new developments both commercial and residential. This will allow the current level of charging provision in Edinburgh to significantly increase and provide residents and businesses with a wider network of EV charging infrastructure.

Edinburgh’s Technical Guidance for EV charging infrastructure

The new Guidance will also apply to all new Council developments. The costs for this will be incorporated within the overall project costs. This will be a useful support for Council fleet vehicles by providing additional infrastructure across the Council’s operational estate.

Strategic Objective 2: Taking a co‐ordinated approach across the Council: Planning Action Action Lead(s) Timescale Ref 2.1 Edinburgh Design Guidance for new developments to Planning Ongoing include provision for EV. 2.2 Raising awareness of EV provisions with developers Planning May – Nov 2018 early in the planning application process to increase the likelihood of them being included in new development proposals. 2.3 Council will install appropriate EV charging points at Sustainable Dec – May 2018 all Council refurbishment and new development Development, projects. Corporate Property

Parking Actions

The Council sets the price of parking permits in line with the carbon emissions produced by the vehicle and currently lower emitting cars pay less. In relation to EVs, some issues that will need to be addressed from a parking operations perspective, particularly in on‐street locations, include:

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 Maximum stay periods. This may be reliant on the charger performance i.e. EVs can be charged in 30 minutes by a rapid charger, so maximum periods will need to reflect this;  Setting the tariff for using EV only on‐street parking bay. This will also involve Corporate Property Energy colleagues.  Monitoring the use of car parking and enforcement.  Consideration needs to be given to the identification of EVs to distinguish them from fossil‐fuelled vehicles. Options include the use of in‐car stickers or the creation of EV‐specific number plates (this is currently reserved to the UK Government).  Parking is at a premium for car owners in urban areas and flatted areas such as tenements and has been noted as a challenge for the uptake of EVs in Scotland. This is linked to the need for residential charging, particularly in the on‐street context. This needs careful consideration to ensure that residents are not excluded from the benefits of owning an EV.

Strategic Objective 2: Taking a co‐ordinated approach across the Council: Parking

Action Action Lead(s) Timescale Ref 2.4 To agree a defined set of criteria for on‐street Parking/ May – Nov 2018 designated EV bays. This will include considerations Corporate such as; pay and display charges; maximum charging Property/Sustainable times; standard tariff charges; minimum return times; Development enforcement, etc. 2.5 Parking to agree a defined set of criteria for EVs in Parking/Sustainable May – Nov 2018 relation to on‐street designated parking bays. Development 2.6 To work with Parking to establish a process for Parking/Sustainable May – Nov 2018 assessing locations for on‐street EV charging provision. Development

Operational and Transport Issues

The Council’s current network of accessible EV charging infrastructure has grown significantly over the past 5 years and is recording increased usage month on month. The EV Action Plan aims to develop the network even further with strategic charging hubs across the city encouraging the further uptake of EVs. A number of operational issues such as management and maintenance, asset ownership, procurement and closer collaboration with the DNO2 will be addressed by service areas within the Council. This will ensure that robust procedures and processes are in place to support the delivery of the Action Plan objectives and ensure that a reliable network is available.

A key issue to address will be a charging regime for the electricity used. Currently all EV chargers owned by the Council provide free electricity for the first year, which has been a requirement of the ChargePlace Scotland funding. However, this is expected to change. A consultation regarding the introduction of a standard tariff was recently undertaken by Charge Your Car, on behalf of Transport Scotland. Consideration will be given to the setting of a standard EV tariff for Scottish Local Authorities. Any standard tariff introduced could also include a premium which would cover management and maintenance costs.

Currently all EV charging infrastructure installed via the ChargePlace Scotland grant comes with 5 years warranty and maintenance. Once this has expired, the responsibility for management and maintenance falls to the Council which will involve any repairs and an annual electrical inspection. Charge Your Car also provides a service whereby all fault and operational status reports are sent to the maintenance provider as appropriate. All Council charge points are

2 District Network Operator: Scottish Power Energy Networks 12 | Page

Electric Vehicle Action Plan registered with CYC. However a maintenance regime will need to be established which will also include registering all charge points and ensuring that any older charging units have appropriate inspections and/or warranties put in place.

Going forward as the Council’s EV charging estate continues to grow there may be options to explore a concession model for a third party operator to develop and maintain the charging network. This could offer the Council an income stream, keeps control of the network with the Council and incentivises the operator to maintain the network.

Strategic Objective 2: Taking a co‐ordinated approach across the Council: Operational and Transport

Action Action Lead(s) Timescale Ref 2.7 The introduction of a standard tariff model for all EV Sustainable Dec – May 2018 charging infrastructure (on‐street and off‐street) Development, owned by the Council. Corporate Property, Transport 2.8 To develop an appropriate maintenance regime for Sustainable Dec – May 2018 all future and existing EV charging infrastructure Development, owned by the Council. Transport, Roads 2.9 Operational management / asset ownership of all Sustainable Dec – May 2018 Council owned EV chargers to be identified in order Development, to co‐ordinate the maintenance and management of Transport, the network. Corporate Property 2.10 To progress the development of a procurement Procurement May – Nov 2018 framework for the supply, installation and maintenance of EV charging infrastructure.

Licensing encouraging cleaner vehicles

In terms of the licensing and regulation of taxis and private hire cars, current licensing legislation allows the licensing authority to determine the suitability of these vehicles in terms of type, size and design. The legislation also allows the authority to attach certain conditions to a licence to require a particular vehicle standard provided these conditions are reasonable. As such the licensing authority is in a central position to have a more focussed role with regard to EVs in the taxi trade and can assist in the development of the EV agenda with taxi companies and drivers in Edinburgh.

The Council has now agreed to introduce an age limit in respect of taxis and private hire cars and recently ran a consultation regarding the limits to be set and how to introduce it. The results will be reported to the Regulatory Committee. This is an example of the proactive role that licensing has in encouraging cleaner vehicles across the taxi trade in Edinburgh.

Strategic Objective 2 Taking a co‐ordinated approach across the Council: Licensing

Action Action Lead(s) Timescale Ref 2.11 Licensing to investigate if there is any unmet demand Licensing Dec – May 2018 for Taxis and if so what options might exist within current legislation to require any ‘new’ licensed vehicles to be EVs. 13 | Page

Electric Vehicle Action Plan

2.12 Licensing to introduce an age limit on Taxis and Licensing Dec – May 2018 Private Hire Cars based on the results of the consultation and forthcoming recommendations from the Regulatory Committee.

Fleet

The Council is committed to leading by example through the acquisition of lower emission vehicles for its own fleet which has a diverse range of vehicles. For smaller vehicles (cars and light vans), electric or hybrid vehicles can be used for the vast majority of journeys within the city. However, currently there is no single EV technology for larger trucks within the fleet such as refuse vehicles. Further consideration will be given to this.

Electrified Transport in Edinburgh (City of Edinburgh Council Fleet)

The Council’s Fleet service is currently in the process of developing a new Green Fleet Policy for the Council which will address future fleet procurement policy. The total number of EVs operated by the Council is 27 which equates to 3% of the total fleet. A new action to increase this to 10% of the fleet by 2020 has been incorporated into the EV Action Plan. Funding through ‘Switched on Fleets’ will support the purchasing of further vehicles.

Strategic Objective 2: Taking a co‐ordinated approach across the Council: Fleet Action Action Lead(s) Timescale Ref 2.13 Increase the number of EVs within the Council’s fleet to Fleet Ongoing to 2020 represent 10% (100 vehicles) of the fleet by 2020. 2.14 To develop a new Green Fleet Policy for the Council Fleet Dec – May 2018 which incorporates the key objectives set out in the Council’s Electric Vehicle Action Plan. 2.15 To continue to utilize Transport Scotland’s ‘Switched on Fleet, Sustainable Dec – Mar 2018 Fleets’ funding programme for leasing or purchasing Development EVs.

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Objective 3: Collaboration

Collaboration with partners will be important to encourage public‐sector and private developers to provide EV charging infrastructure within commercial, residential and mixed‐use developments. The Council already engages with public sector partners through the “Switched on Fleets” and “ChargePlace Scotland” grants. This provides funding for Community Planning Partners in Edinburgh such as the Universities in Edinburgh, Lothian Health, Police and Fire Authorities to procure EVs and install charging infrastructure. The Council administers both funds and works with partners to raise awareness of EVs.

The Edinburgh Car Club

The Enterprise Car Club (ECC) is the city‐wide car sharing scheme in Edinburgh and has a contract with the Council. It provides a genuine alternative to car ownership and the Edinburgh fleet is the second largest outside of London. It currently operates 18 EVs out of a fleet of 160. There are opportunities in collaboration with the Car Club to expand its current fleet of EVs by assessing the infrastructure requirements for on street charging. Outlined within the Council’s Parking Standards for Development Management is support for Car Clubs which act to reduce parking pressure and, overall, car use. For new residential developments, the Council currently encourages parking spaces for Car Club vehicles, and a financial contribution towards costs (utilising developers’ contributions under Section 75 Planning Agreements). Car Club vehicles are also used by private businesses as fleet vehicles or instead of a staff member using a private car for business.

Providing dual purpose on‐street EV charging infrastructure targeted at future Car Club providers and ECC parking bays with the incorporation of an adjoining parking space offered for general EV use, will help to increase the number of charging locations offered for general use throughout the city and encourage the further adoption of EVs into Car Club fleets

Electrified Transport in Edinburgh (Enterprise Car Club)

Lothian Buses

Lothian Buses recently invested of over £2.7million, acquiring new fully electric Wrightbus Street Air single deck buses which will operate on the Service 1 route. The service runs through Edinburgh’s central air quality

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Electric Vehicle Action Plan management area, and this investment represents a significant commitment by Lothian Buses to reduce emissions and improve air quality in the area.

The Electric Buses operate on a pure electric powertrain, including an all‐electric heating and cooling system, with 300 kWh of total battery energy which allows the buses to run with zero tailpipe emissions. The buses charge overnight at new charging stations installed at the Annandale Street garage. Once plugged in, the vehicles take 3‐4 hours to receive a full 75 kW charge and can operate for up to 130 miles on electric power. They are designed with regenerative braking, allowing the energy created when the vehicle is braking to be recovered back to the batteries and stored to power the vehicle extending the range of the bus. Lothian Buses will be adding a further five electric vehicles to the service next year, making it the capital city’s first fully electric route.

Lothian Buses will be a key partner going forward in raising the profile of EVs in Edinburgh and will continue to work with Lothian Buses through the “Switched on Fleets” funding programme to purchase additional EV’s to bolster the companies auxiliary fleet. This will also explore future EV infrastructure opportunities that can add value to both organisations.

Electrified Transport in Edinburgh (Lothian Buses ‐ electric Wrightbus Street Air)

Taxis

To encourage the uptake of EVs by potential users such as taxis (Hackneys and private hire cars) there will need to be the installation of rapid charging hubs at key city centre locations. This specific area presents a number of options for installing both on‐street and, to a lesser extent, off‐street chargers or the installation of charging hubs. However access to dedicated charging points for taxis in the city centre will be an issue to explore.

Edinburgh’s Hackney fleet is the largest outside of London. The introduction of more EVs into the fleet could have a significant impact on both carbon emissions and air quality considering that taxis will do more mileage per day in the city than other cars. Also, additional support for taxis in terms of EV charging infrastructure will further support the move towards more ‘on demand3’ transport which will help to reduce the need for personal car ownership.

3 On demand transport is "an advanced, user‐oriented form of public transport characterised by flexible routing and scheduling of small/medium vehicles operating in shared‐ride mode between pick‐up and drop‐off locations according to passenger’s needs". European Commission Directorate‐General for Energy and Transport 16 | Page

Electric Vehicle Action Plan

London Taxi Company (new TX5 plug‐in hybrid)

However as well as providing the infrastructure, collaboration will be important with potential users of EVs. Information is already provided to users through ChargePlace Scotland in terms of choice of vehicles, locations of chargers etc. The website also includes up to date maps with locations of charging points. http://chargeplacescotland.org/

The Council can have a role in ensuring that other information is up to date or available through a range of media. A User Guide for EVs in Edinburgh will be a useful means of providing information to residents who might be thinking of buying an EV and/or thinking about installing charging points. This could also be useful for businesses.

Strategic Objective 3: Collaboration with Partners Action Action Lead(s) Timescale Ref 3.1 To continue to administer the “Switched on Fleets” Sustainable Ongoing and “ChargePlace Scotland” grants in collaboration Development with partners. 3.2 Continue to liaise with the Transport Forum to Sustainable Ongoing promote EVs in the city and explore opportunities Development for installing additional EV charging infrastructure. 3.3 To work with the Car Club to identify appropriate Parking, Sustainable May – Nov 2018 locations for installing on‐street EV charging Development infrastructure. 3.4 To explore opportunities to utilise the parking Planning May – Nov 2018 standards in the planning process to support the uptake EVs for Car Clubs. 3.5 Explore OLEV funding opportunities for dedicated Sustainable May – Nov 2018 EV charging infrastructure for the taxi trade. Development, Licensing 3.6 Produce an EV User Guide for residents and Sustainable March 2018 businesses Development

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Objective 4: Trial integrated smart grid EV charging systems

Both EVs and EV charging infrastructure are subject to rapid advances in technological innovation. The future of electric mobility and charging systems align very strongly with the transition towards a smart city. EV charging infrastructure can be difficult to implement in an urban context where the cost and disruption of grid connections (for example when installing rapid charging hubs) may be too great. To enable greater uptake of EVs, solutions can be offered to improve the commerciality of installing infrastructure, integrate renewable energy, battery storage and avoid significant grid connection costs.

Edinburgh CAN DO Innovation Challenge Fund

The Council has recently been successful with an application for funding through the CAN DO Innovation Challenge Fund run by Scottish Enterprise. This aims to provide an easy to access, low risk approach to encouraging more innovation in Scotland. It connects Scotland’s public‐sector organisations with companies and SMEs to develop innovative solutions to service delivery and societal challenges. The overall scope of the Edinburgh challenge will be the development of an integrated and scalable low carbon EV charging solution incorporating renewable on‐site generation, battery storage, bi‐directional smart meters, and an innovative software system. The proposal will be developed over two years in two stages. Funding of £0.280m has been awarded.

Strategic Objective 5: Action Action Lead Timescale Ref 5.1 Participate in the CAN DO Innovation Challenge Fund Sustainable Ongoing action and trial a smart grid integrated charging solution in Development, to 2019 Edinburgh. Economic Development

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Objective 5: Encourage wider E‐mobility opportunities

Aside from EVs there are other e‐mobility opportunities that can deliver environmental, economic and social benefits to the city. E‐bikes and E‐cargo bikes are examples supporting active travel, e‐tourism and last mile deliveries of goods at the local level. One of the key features of both e‐bikes and e‐cargo bikes is that the batteries can be charged at home. As such no on—street or off‐street charging infrastructure is required unless a city wide e‐ bike hire scheme was introduced.

E‐bikes

E‐bikes are very similar to conventional bikes in appearance and function but they also include a small, battery powered engine. They are not simply a low powered moped or motor bike as they are designed to be cycled in the normal way with the engine providing support on hills and against adverse winds. By law, the engine alone does not have sufficient power to take the bike over 15 mph.

E‐cargo bikes

E‐cargo bikes can be used by businesses for moving goods within the city without getting ensnared in traffic. They both reduce congestion and make sense on business grounds particularly for close deliveries and deliveries in the city centre. They can typically carry up to 100 kg and tackle hills. Widespread use of cargo bikes could make a significant contribution to reducing CO2 emissions, improving air quality and improving congestion in Edinburgh’s city centre. As with e bikes, there are already pioneer users of cargo bikes in Edinburgh, including some small‐scale opportunities for cargo‐bike hire. The Action Plan will explore these opportunities further.

Examples of e‐cargo bikes and e‐bikes

Strategic Objective 6 Action Action Lead Timescale Ref 6.1 Identify opportunities in collaboration with partners Sustainable May – Nov 2018 such as SPOKES to encourage the wider roll out and Development piloting of e‐bikes and e‐cargo bikes.

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6. Governance and Monitoring of the Action Plan

An internal EV Working Group has been set up within the Council led by the Sustainable Development Team bringing together officers from Transport, Planning, Parking, Fleet, Licensing, Environmental Health and Procurement. The main purpose of the group has been to enable a more strategic approach within the Council to progress the EV agenda. The working group has been instrumental in helping to set the priorities outlined in the EV Action Plan. Going forward it is proposed that relevant Transport and Environment Locality Managers are also represented on the group.

The EV Action Plan has also been consulted on externally, primarily to members of the Transport Forum and key bodies such as Transport Scotland, SESTran, Lothian Buses and Transport for Edinburgh. The responses from the external consultation were positive and supportive and as a result a number of future partnership opportunities have been identified.

Monitoring Progress

It is proposed that the EV Working Group will be responsible for all future monitoring and reporting on progress of the EV Action Plan. In addition, a key role of the group will be to ensure regular review of technological progress in this agenda ensuring that solutions are up to date. Progress updates will also be reported to the Carbon, Climate and Sustainability Member Officer Working Group.

Reporting

The EV Action Plan covers the period up to 2020 and progress will be reported to the Transport and Environment Committee bi‐annually.

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Electric Vehicle Action Plan

Contact

For more information contact:

Michael Kellett

Senior Sustainable Development Officer

Tel 0131 529 3230

[email protected]

EV charging unit, Straiton Park and Ride, Edinburgh

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APPENDIX 2 – STRATEGIC CONTEXT AND TECHNICAL BACKGROUND

Scottish Energy Strategy The recently launched consultation on the Draft Scottish Energy Strategy: The Future of Energy in Scotland, sets out the Scottish Government’s vision for the future energy system in Scotland, to 2050. One of the key aims within the draft strategy is that by 2050 Scotland has successfully managed a widespread shift to a low carbon transport system and that by 2032 over 40 per‐cent of all new cars and vans registered in Scotland will be Ultra Low Emission Vehicles (motor vehicles that emit extremely low levels of motor vehicle emissions compared to other vehicles).

Climate Change Scotland Act 2009 In terms of key legislation, the Climate Change (Scotland) Act 2009 sets an interim target of a 42 per‐cent reduction in greenhouse gas emissions for 2020, on the way to achieving at least an 80 per‐cent reduction by 2050. Transport emissions make up just over a quarter of Scotland’s total emissions, with more than two thirds of these emissions coming from road transport. Increased adoption of plug‐in vehicles can make a significant contribution to both reducing carbon emissions and improving local air quality, and as such forms a key action supporting this legislation.

Switched on Scotland Phase Two: A Roadmap to Widespread Adoption of Plug‐in Vehicles The Electric Vehicle Action Plan reflects the vision for Scotland outlined in Transport Scotland’s Switched on Scotland Phase Two: A Roadmap to Widespread Adoption of Plug‐in Vehicles, June 2017. The Roadmap sets out a vision that ‘by 2050 Scottish towns, cities and communities will be free from the damaging effects of petrol and diesel fuelled vehicles’. The strategy document outlines a series of goals and measures including the need for policy frameworks to have plug‐in vehicles embedded in all relevant areas of policy. Also, one of the key changes in policy from the Scottish Government set out in Switched On Scotland Phase Two is a move away from installing chargers at x km intervals to now strengthening specific locations with EV charging hubs to facilitate the provision of new mobility services.

Cleaner Air for Scotland In November 2015, the Scottish Government published Cleaner Air for Scotland (CAFS), its low emission strategy. The document outlines a vision that ‘Scotland’s air quality will be the best in Europe’, and also confirms the commitment to decarbonise transport, clearly making the links between transport, air quality and health. The strategy makes a commitment to continue to deliver the actions contained in the Roadmap in relation to increasing uptake of plug‐in vehicles. The Delivering Cleaner Air for Scotland‐ Development Planning & Development Management Guidance from Environmental Protection Scotland and the Royal Town Planning Institute Scotland January 2017 provides some guidance for developers in regards to operational phase provision of electric vehicle charging points. This guidance document was a requirement noted in the CAFS document.

SEStran Regional Transport Strategy SEStran’s refreshed Regional Transport Strategy 2015‐2025 lists alternative fuels (encouraging use of electric vehicles and alternative fuels) as a priority action that supports a number of objectives outlined within the refreshed strategy.

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Introduction to EV technology

Vehicles

The UK has seen a steady growth in demand for EVs, with 2017 being a record year of sales. EVs can be broken down into three types:

 Battery Electric Vehicles (BEVs) – these rely solely on battery power and can travel between 100 and 300 miles on a single charge. Current examples include the Nissan Leaf, BMW i3 and the Tesla S saloon.  Plug‐in Hybrid Electric Vehicles (PHEV) – these employ a conventional petrol or diesel engine alongside an electric motor. They have a relatively short range on electric power (20‐40 miles) but the use of conventional engine plus electric motor can return figures in excess of 130 miles per gallon equivalent. Examples include the Mitsubishi Outlander SUV, the newer Toyota Prius PHEV and the BMW i8 sports car.  Hydrogen Fuel Cell Electric Vehicles (FCEV) – still currently at development stage with limited production due to the difficulties of hydrogen production, storage and refuelling.

EV Charging Points at Fountainpark, Edinburgh

In the year to June 2017, 45,509 new ULEV’s were registered for the first time in the UK, an increase of 27%

on one year before and 71% on two years previously. During the year to end of June 2017, ULEVs represented 1.4% of all new registrations, compared with 1.1% overe th previous year, and 0.9% over the year before that. Most of the increase in ULEV registrations has been accounted for by vehicles eligible for plug‐in car and van grants. New registrations in the year to June 2017 included 39,374 cars and 1,066 vans of models that were eligible for these grants, 19% up on the year to June 2016. The growth in ULEVs is being

influenced by new models coming into the market, and increasingly, competitive pricing. The models with the most registrations in the year to June 2017 were the Mitsubishi Outlander with 7,527, followed by the Nissan Leaf with 6,144 and the BMW 330E with 4,702. Source: Vehicle Licensing Statistics (DFT)

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Charging Infrastructure

Charging points are primarily defined by the power (in kW) they can produce and therefore what speed they are capable of charging an EV. There are three main EV charging speeds: Slow charging (up to 3kW) which is best suited for 6‐8 hours overnight; Fast charging (7‐22kW) which can fully recharge some models in 3‐4 hours; and rapid charging units (43‐50kW) which can provide an 80% charge in around 30 minutes. Rapid chargers also come in two charge point types – AC and DC – depending on whether they use alternating current or direct current.

Slow charging (up to 3kW) is the easiest method of charging electric vehicles as in most cases a standard single‐phase 13 Amp three‐pin socket is used to draw up to 3kW of power –with a full charge typically taking up to 12 hours. While the first wave of publicly accessible on‐street chargers installed across the UK were of this type, these are now being replaced by Fast and Rapid units. Nearly all EV models can be slow charged but this standard is now considered sub‐ optimal and many manufacturers no longer promote it or supply the appropriate cable as standard. Source: Zap Map: https://www.zap‐map.com/charge‐points/basics/

Fast charging (7 – 22kW) greatly reduces EV charge times to around less half that of a slow charge by doubling the available current to 32 amps (7kW) and using connectors and cable specifically designed for that purpose –the time for a full charge typically being 3 to 4 hours. Most commercial and many public on‐street chargers already use this technology. It is likely that this charge rate will become increasingly used to replace public slow charging points across the UK. Source: Zap Map: https://www.zap‐map.com/charge‐points/basics/

Rapid AC chargers (up to 43kW) provide a high‐power alternating current (AC) supply with power ratings up to 43kW. At this level of power, an electric vehicle can typically be charged to 80% in less than half an hour. The rapid AC option is a relatively new development and only available on one or two EV models in the UK –more common is the rapid DC option described below. Source: Zap Map: https://www.zap‐map.com/charge‐points/basics/

Rapid DC chargers (up to 50kW) provide a high power direct current (DC) supply with power ratings of up to 50kW. At these charging rates, charging an electric vehicle to 80% typically takes half an hour. The most common type of rapid charging unit, Rapid DC chargers are equipped with a tethered cable with a non‐removable connector which is coupled with an appropriate inlet socket which is fitted to some but certainly not all EV models. Although smaller designs are becoming available, these units are relatively large compared to lower power units and require significant local power network capacity, so are more suited to off street provision. Source: Zap Map: https://www.zap‐map.com/charge‐points/basics/

The current 50kW DC rapid charge speed could soon become outdated with a number of EV charging unit manufacturers developing higher powered options. TESLA already operate their proprietary 120kW ‘Supercharger’ across the UK.

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EV ownership in the UK and Scotland

The popularity of electric vehicles throughout the UK has continued to grow over the last few years. There are now approximately 118,000 ULEV’s on the road, compared with just 31,000 at the end of 2014 (fig.5). Scotland like the UK is also currently experiencing a similar growth in the uptake of ULEV’s. At the end of 2011 there were just 88 EVs licensed in Scotland, at the end of June 2017 the number stood at 5,595 (fig.6). Figure 7 (p.25) shows the percentage of EVs licensed by Scottish Local Authority area and how Edinburgh compares overall. This growing increase in EVs is largely a result of the greater level of choice for drivers, a shift in the public's attitude towards EVs and a constantly improving and expanding public recharging network. The number of new EVs to be launched within the next year or so is set to increase and many of these new models will come with significantly extended battery ranges, further providing confidence for motorists. The UK government’s Plug‐in Car Grant has also been guaranteed until 2018; as such it is reasonable to expect that the popularity and growth in ULEVs is set to continue.

Ultra‐low emission vehciles (ULEV) licensed at the end of quarter, United Kingdom: from 2010 Q1

118,935

Figure 5: Ultra‐low emission vehicles (ULEV) licensed at the end of quarter (UK) 2010‐2017 Source: Vehicle Licensing Statistics (DFT)

EVs (cars, vans and quadricycles licensed at the end of quarter) Scotland 2011‐2017

5,595

2011 2012 2012 2012 2012 2013 2013 2013 2013 2014 2014 2014 2014 2015 2015 2015 2015 2016 2016 2016 2016 2017 2017 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2

Figure 6: EVs (cars, vans and quadricycles licensed at the end of quarter) Scotland 2011‐2017 Source: Vehicle Licensing Statistics (DFT)

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Total % of EVs (cars, vans and quadricycles) licensed by Scottish Local Authority area (top 10), June 2017

Perth and Kinross Dundee City Aberdeen City South Lanarkshire Glasgow City Aberdeenshire Fife Stirling Edinburgh City Renfrewshire

0.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0

Figure 7: Total % of EVs (cars, vans and quadricycles) licensed by Scottish Local Authority area (top 10), March 2017 (top 10 local authorities) Source: Vehicle Licensing Statistics (DFT)

Benefits of Electric Vehicles

The growth of the market in EVs has the potential to make a significant contribution across a number of environmental and economic benefits.

Environmental benefits

Reduce carbon emissions

4 Road transport in Edinburgh is responsible for 26.5% of total carbon emissions . With electric vehicles, CO2 reductions are dependent on the source of electricity used for charging. The CO2 produced by an EV is directly related to how the electricity it uses is produced, but even using the current standard UK supply, a pure EV produces up to 40% less CO2 than a similar petrol or diesel vehicle. In the longer term, increasing generation of electricity from renewables will create carbon‐free motoring. Reduced traffic pollution will improve the health and quality of life of people who live in, work in and visit Edinburgh, especially those suffering from respiratory or cardiovascular illnesses that restrict their daily activities.

Improve air quality

Since December 1997 each local authority in the UK has been obliged to carry out continual assessment of air quality in their area by measuring air pollution in an attempt to predict how it will change in coming years. The aim of this work is to ensure that the national air quality objectives (AQO) will be achieved throughout the UK by the relevant deadlines. These objectives have been put in place to protect personal health and the wider environment. If the

4 Department for Business, Energy & Industrial Strategy, https://www.gov.uk/government/statistics/uk‐local‐authority‐and‐ regional‐carbon‐dioxide‐emissions‐national‐statistics‐2005‐2015 26 | Page

Electric Vehicle Action Plan assessment process identifies an area/areas which may fail to meet the objectives, an Air Quality Management Area (AQMA) must be declared.

Edinburgh’s Central Air Quality Management Area

Breaches of AQO in the city’s AQMAs are largely due to road traffic. Emissions from the exhaust include, among others, particulates (microscopic particles of matter which are a by‐product of combustion), and NOx and SOx (nitrogen oxides and sulphur oxides) which directly impact local air quality. Friends of the Earth Scotland recently named Scotland’s most polluted streets and branded Edinburgh’s St. John’s Road the worst in Scotland. A recent survey of the UK’s roads by Inrix Roadway Analytics found that four of the UK’s worst traffic bottlenecks occur on the Edinburgh bypass and that Edinburgh ranks second in a list of Britain’s most congested cities. Although EV’s will not help to alleviate congestion they will play an important role in helping to improve air quality and reduce CO2 emissions.

Direct emissions include smog‐forming pollutants (such as nitrogen oxides), other pollutants harmful to human health, and greenhouse gases (GHGs), primarily carbon dioxide. All‐electric vehicles produce zero direct emissions, which specifically helps improve air quality in urban areas.

Reduce noise

Traffic noise is a major problem, particularly in a tightly packed city like Edinburgh with high densities of residents living or working close to major roads. EV are near‐silent, meaning at low speeds typical of urban driving noise pollution is minimal, as such EV’s have the potential to significantly improve the urban soundscape.

Economic benefits

Consumer benefits

The UK Government currently offers up to £4,500 off the price of a new electric car, and up to £8,000 off the price of a new electric van. The official names for these grants are the Plug‐in Car Grant and the Plug‐in Van Grant. As advised bye th manufacturers, most EVs currently available have a range of up to 100 miles. Most electric 27 | Page

Electric Vehicle Action Plan commercial vehicles have a range of 60‐150 miles depending on the model and usage patterns. Most people in the UK travel far less each day than the range of a 100% electric vehicle. As battery technology improves, so will the range of vehicles. Further economic benefits can be realised by consumers as EVs do not pay road tax and are unaffected by fluctuating fuel prices. In addition to this the lack of complex parts (no gearbox or engine) can make EVs cheaper to maintain.

For businesses and organisations, the potential financial benefits of replacing their grey fleets with electric vehicles are significant. Service, maintenance and repair costs, tax savings and fuel savings associated with electric vehicles can save a business or organisation significant amounts of money. Businesses that already operate electric vehicles can save on average £14,000 on a fleet of 10 cars annually when considering whole life costs.5

Energy security ‐ Protect customers from volatile fossil fuel prices

Increased global demand for oil and declining reserves currently subject motorists to volatile (and generally rising) fuel costs. While electricity costs are currently linked to fossil fuel prices, increasing renewable energy generation will help to break this link. A shift away from vehicles run on oil‐based fuels to EVs will improve our energy security and reduce the impact of high oil prices on the economy.

Green growth

The emergence of EVs offers significant potential for sustainable economic growth. The automotive Council has already identified the shift to low carbon as a strategic imperative for the UK, with opportunities available across a new value chain for the development, deployment and integration of EVs. This will help to build on existing strengths in the automotive sector, which accounts for 12% of the UK’s manufacturing employment, including R&D, and design and engineering excellence.6

Challenges / Issues to future expansion of EV’s in Edinburgh

There are a number of barriers currently holding back the widespread adoption of EV’s that are common to the UK as a whole. Some of the most common barriers holding back the widespread adoption of EVs are listed below:

The idea of range anxiety is probably one of the most widespread barriers, and is a misconception that the battery will not have the adequate range to meet the driver requirements. For most EV users, charging will be a case of "topping up" with few users exhausting a vehicle's battery completely as a regular occurrence. The average individual journey length in the UK is 8.6 miles and the average total daily distance travelled is 25 miles, well under the full range of most EVs.

5 Go Ultra Low: https://www.goultralow.com/ 6 Office for Low Emission Vehicles: Making the Connection 28 | Page

Electric Vehicle Action Plan

Long charging times have been consistently reported as a barrier by EV users, regardless of the ability to charge overnight. Having adequate publicly accessible charging in place will be key to addressing this barrier. A network of 3‐7kw chargers will not provide the incentive for potential EV buyers or address the issues faced by EV owners. A network of rapid chargers helps address this issue though by greatly reducing charging times. Current rapid charging units are able to provide an 80% charge in around 30 mins compared to fast chargers (7‐22kw) which can take 3‐4 hours to fully recharge a vehicle. Significant progress has been made though with charging point numbers increasing from a few hundred in 2011 to 11,750 charge points by October 2016.

Grid connection costs ‐ Bringing a new electrical supply to a site which will host EV charging infrastructure is generally the costliest and most time‐consuming part of any installation. Some sites depending on their location and the amount of power required will need new electrical substations built on site, when installing rapid and fast charging hubs these costs will increase substantially. As such integrating renewable energy generation and battery storage systems with the EV chargers will allow for the power requirements on site to be reduced and thus the cost.

Future enablers

Legislation

Putting in place key legislation to support the continued uptake of EVs will provide the much‐needed support that the EV market in Edinburgh needs to help address the cities air quality problems and rising CO2 emissions from road transport. The UK Government recently announced that it will end the sale of all new conventional petrol and diesel cars and vans by 2040 and next year will publish a comprehensive Clean Air Strategy which will address other sources of air pollution and likely provide further support for EV’s. The Scottish Government has also committed to phasing out of new petrol and diesel cars and vans by 2032. Many local authorities are moving air quality towards the top of their agenda. Examples of proactive legislation coming into force can be seen across a number of local authorities. The Greater London Authority is banning the use of diesel hackney carriages from 2018 onwards. Oxfordshire County Council is considering introducing a congestion charging system and workplace parking levies as a means of funding a range of local sustainable transport improvements contributing to a reduction in CO2. Key enabling legislation such as this will strongly support the EV priorities set out at the local level in the Sustainable Energy Action Plan, Air Quality Action Plan and the Local Transport Strategy.

New industrial sector

The newly formed Business, Energy and Industrial Strategy Department has highlighted the EV market as a key growth area for Britain’s economy, and is keen to position Britain as world‐leading hub for next‐generation EVs placing it at the heart of the government’s new industrial strategy. This comes on the back of Jaguar Land Rover outlining a "vision" for producing electric cars in the UK in a move that could boost the UK's standing as a leading EV manufacturer and deliver thousands of extra jobs. With this new focus on the EV market coming from the UK Government, cities with an ambition to support this market will be able to avail of considerable new funding

29 | Page

Electric Vehicle Action Plan streams. Technological improvements and the falling costs of batteries will be the key enabling measure that allows EVs to compete with internal combustion engine vehicles.

Technological advances

The growth in new sales of electric vehicles is increasing year on year, but with the technological advances that are currently underway and planned in the very near future, the growth in EV ownership is expected to increase further. Battery costs are falling, putting them on a trajectory to make unsubsidised EVs as affordable as their internal combustion engine counterparts. The mileage range of EVs is set to increase significantly. General Motors, Chevrolet Bolt is due for release in 2017 and will be capable of delivering 238 miles on a single charge. The Scottish Government has stated in the Draft Climate Change Plan that they expect EV battery costs to halve and their performance to double incrementally over the period to 2035, with a step ‐change in market penetration from 2020 onwards.

The UK’s EV chargepoint network is also increasing year on year (fig. 8), with the number of rapid DC/AC connectors now standing at 2174 (January 2017) up from 1800 in 2015. The new Tesla Supercharger is capable of delivering up to 120 kW of power, which equates to about 170 miles of range in as little as 30 minutes. Despite this the UK’s public charging infrastructure is struggling to keep pace with EV uptake. As such the ratio of EVs to chargers has grown from 0.78 to 7.32 in just four years7. That means the current car‐per‐charger ratio is in danger of falling behind European Union targets. The European Parliament has said for EVs to become commercially viable, there has to be at least one charger for every 10 cars on the road.

EV charging connectors by type, 2011‐2016

2016

2015

2014

2013

2012

2011

0 1000 2000 3000 4000 5000 6000 7000 8000

Rapid AC Rapid DC Fast Slow

Figure 8: Charging connectors by type (2011‐2016) Source: Zap Map https://www.zap‐map.com/statistics/

7 Source: Zap Map, https://www.zap‐map.com/ 30 | Page

Electric Vehicle Action Plan

Smart EV charging solutions ‐ renewable energy generation, battery storage and the smart city transition

Both EVs and EV charging infrastructure are subject to advances in technological innovation that have surpassed expectations in a relatively short space of time. The future of electric mobility and charging systems align very strongly with the transition towards a smart city. Smart cities are seen as representing a next generation of geographically localised energy and infrastructural systems. Smart cities are attracting attention by offering a new environmentally conscious form of urban living. A growing body of research and demonstration projects can attest to the transformative potential of EVs to enhance the smart grid. It could do so namely by regulating energy consumption and eliminating clean energy waste through acting as both a generator during peak load and as storage during off‐peak load, through the utilization of both renewable energy generation and battery storage systems on‐ site. The enhancement of advanced metering and demand response capabilities that Vehicle to Grid (V2G) technology promises implies not only a change to the face of the smart grid but also the promise of cost‐savings and revenue creation.

Energy Storage: Installing energy storage (typically Lithium Ion batteries) co‐located with EV chargers helps to manage local peak demands, meaning upgrades and investments to the distribution network can be deferred or even avoided, and replace existing inefficient power generation that would otherwise only be needed at times of peak demand. Energy storage can also allow generators to think about maximising the value from the power generated through price arbitrage – storing energy when its value is low, releasing it to the market when demand is high and is more valuable. Other benefits of energy storage include; avoiding the need for renewable energy curtailment; helping grid system operators maintain stable frequency; and provide demand profile smoothing allowing network operators to plan networks more efficiently, delivering lower costs to consumers. On a larger scale, multiple energy storage systems across a distributed, connected and sustainable EV charging network can be used to provide larger scale autonomous grid smart storage and energy trading opportunities.

Bi‐directional smart meters – which allow for the efficient control of onsite renewable energy generation and battery storage.

Renewable Generation: Depending on the location of the charging station, renewable energy generation can be co‐ located to provide a low carbon energy source for transport. If co‐located with energy storage solutions, this combination can provide greater benefit by storing excess renewable generation and using it for charging events as required. In order to maximise on space utilisation, solar car‐ports are a suitable method with which to enable onsite renewable generation along with a functional and aesthetically pleasing structure.

31 | Page

Electric Vehicle Action Plan

Vehicle 2 Grid: Utilising vehicle batteries as a power source, vehicle to grid technology allows two‐way power flows enabling revenue generation from car storage. The vehicle (perhaps via a software platform) can sell energy and related energy services (e.g. ancillary services) to the grid whilst it’s charging. This is a step towards a smart grid where there is dynamic management of Distributed Energy Resources to solve grid challenges either locally or nationally when integrated with other resources.

Smart charging and capacity management (where large parking facilities are available) – vehicles are charged using smart algorithms and giving charge sessions different priorities (i.e. based on how full the battery is upon arrival).

32 | Page

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Waste and Cleansing Improvement Plan – Update

Item number 7.5 Report number Executive/routine Executive Wards All wards Council Commitments C23, C24

Executive Summary

Overall there continues to be good progress made in delivering the actions contained within the Waste and Cleansing Improvement Plan, with indications that the actions taken towards delivering the plan have had, and continue to have, an impact on the overall service performance. Of the 65 actions outlined in the Improvement Plan, 57 have been delivered to date. The remaining eight actions, and additional activities identified, will continue to be taken forward as detailed in the main report and appendix. Progress against these will continue to be reported to Committee. The governance put in place for the Improvement Plan meant that action leads were, in most cases, the responsible officer for continuing the delivery and management of the new working practices once the project closes. This approach has helped with the transition to business as usual for completed actions and provides confidence that the efforts made to date will be continued. The service remains committed to delivering the outstanding actions and additional activities outlined in this report and the appendix to continue improving service performance and improved customer satisfaction.

Report

Waste and Cleansing Improvement Plan – Update

1. Recommendations

1.1 It is recommended that Committee note the progress made on implementing the actions within the Improvement Plan to date, with majority of actions being completed.

2. Background

2.1 The Waste and Cleansing Improvement Plan was developed in response to concerns from Elected Members and members of the public over the poor quality of waste collection and street cleansing services. 2.2 The Improvement Plan was approved at Transport and Environment Committee 1 November 2016. 2.3 As part of the approval of this plan, Elected Members requested that regular progress updates were provided to the Committee to give assurance that actions are being completed or on target. Update reports have been provided to each Committee meeting with this report being the final update on the project with a project closure report anticipated to March committee.

3. Main report

3.1 The Waste and Cleansing Improvement Plan set out 65 key actions that officers felt was required to help move the service forward and to deliver an improved local environment in Edinburgh. 3.2 Updates on all actions are attached at Appendix 1. 3.3 At the end of November, the Improvement Plan has delivered 57 of the 65 actions. The remaining eight actions, and additional activities, are being taken forward as detailed in this report and appendix. Project delivery 3.4 The Waste and Cleansing Improvement Plan has delivered a variety of changes and improvements to date. Further details are outlined in the appendix however the key deliverables include:  Implementing 3-weekly garden waste collections;

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 Commencing the phased introduction of Routesmart Fusion and Navigator;  Revising the charging structure for special uplifts to £5 per item;  Ceasing the practice of ‘Task and Finish’ within the Waste Collection Service;  Increasing resources for clearing fly-tipping, additional barrow-beat routes, supervising communal bin collections, special uplifts, and the Edinburgh Festival and Fringe;  Undertaking a rapid improvement event on the most missed properties;  Recruiting into the newly established Waste and Cleansing Service structure following the Transformation organisational review;  Establishing a training programme;  Increasing internal and external communications, including the ‘Our Edinburgh’ campaign, waste compliance engagement with businesses, and regular briefings with staff;  Procuring larger food waste vehicles to increase collection capacity;  Commenced the review of street cleansing routes, including the introduction of post work inspections and trialling new vehicles;  Building stronger working relationships with the wider services across the Council; such as Customer, Localities, Fleet and Workshops; and  Establishing and holding a quarterly Consultative Forum with individual residents and Community Council representatives.

Impact to date 3.5 There has been, and continues to be, positive signs of improvement across most areas of the service, with indications that the actions taken towards delivering the plan are having an impact on the overall service performance. 3.6 The following graphs show the number of missed bin complaints between August 2014 and October 2017. These have been shown as total missed bins complaints, and further split between individual bins and communal bins.

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3.7 An analysis of the data shows that:  Individual missed bin complaints remained low throughout September and October 2017. This follows the high levels experienced in July. Compared to the same period in previous years there has been a slight increase of 228 (or 14%) against 2016, a reduction of 1,532 (or 45%) against 2015, and 700 (or 28%) against 2014.  Communal missed bin complaints remained below 2016 figures in October by 88 (or 8%), whilst continuing to remain higher than those experienced in Transport and Environment Committee – 7 December 2017 Page 5

2015 by 22 (or 2%) and 2014 by 476 (or 84%). Proposals to redesign the communal bin service are subject to a separate report to this Committee.  Overall, missed bin complaints continue to drop with October showing the lowest complaints level since the introduction of the improvement plan last November.  The final graph illustrates that, following the introduction of the IVR (interactive voice response) system at the Contact Centre in April this year along with efforts to encourage more residents to use our online services, there has been a reduction in the number of reports received by phone with webforms now becoming the most popular method of reporting over the last six months. 3.8 It is evident from the graphs above that the actions taken within this plan are having a positive impact on the missed bin complaints however there are still improvements required to bring these levels down further. The implementation of the Routesmart routing software and the proposed review of the communal bin service, along with new working practices and additional activities from this plan, will see these figures continue to drop and remains a focus for officers within the service. 3.9 Performance in October for resolving enquiries within the minimum target (85%) improved to 87%, in comparison to October 2016’s performance (82%) and is comparable to the previous month (86%). South East and South West Localities both met/exceeded the 85% response target. North East and North West both just missed the minimum target. 3.10 This performance is specifically impacted by dog fouling (55% resolved within timescales); offensive graffiti (40%); spillage of fluids (46%); and needles (25%). These are enquiries with 3-hour and 24-hour resolution commitments. As part of the review of how cleansing services are delivered a rapid response service is now in place to improve response times and the service will work more closely with the Contact Centre to ensure these issues are logged and followed up by phone call to Supervisors. 3.11 In the Year-to-date, street cleansing enquiries are markedly lower than previous years (see second graph below). Nevertheless, the number of street cleansing enquiries in October was relatively high, which is related to an increase in enquiries for dumping and fly-tipping.  There was a 10% increase (+151 enquiries) in the number of enquiries received in October compared to the previous month (when 1,547 enquiries were received). This was primarily due to an increase in enquiries for: dumping and fly-tipping (+160) and leaves (+60). In contrast, October enquiries decreased from September for litter (-122).

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 There were 19% more enquiries (+271) in October 2017 compared to October 2016. This follows an increase in enquiries for dumping and fly- tipping (+160), litter (+37) and leaves (+26).

3.12 On Tuesday 17 January 2017, Committee approved the introduction of a new charging structure for Special Uplifts. The revised charges were implemented on Monday 23 January. The impacts of the new charges have been, and continue to be, monitored over the course of the 2017/18 financial year.

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3.13 The table below compares the number of special uplift bookings and items in October against the number of dumping and fly-tipping reports: Special Uplifts Dumping and fly- tipping Uplifts Items October 2016 664 2,646 510 October 2017 1,524 3,454 673 Difference +860 (+130%) +808 (+31%) +163 (+32%)

3.14 The current waiting time for a special uplift is three to four days on average. 3.15 Dumping and fly-tipping reports have increased in October predominately due to an increase in the number of proactive (staff-reported) service requests increasing from 71 in October 2016 (14% of reports) to 179 in October 2017 (27% of reports). 3.16 A separate report on the impact of the changes in charging for special uplifts will be reported to Transport and Environment Committee in March 2018. 3.17 Action 52 within the Improvement Plan seeks to increase the number of incidents of fly-tipping that are proactively reported. As illustrated in the following graphs, proactive reporting has generally been increasing with the highest percentage of proactive reports being received in October since 2015 at 27%.

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Next Steps 3.18 The governance put in place for the Improvement Plan meant that action leads were, in most cases, the responsible officer for continuing the delivery and management of the new working practices once the project is brought to a conclusion. This approach has helped with the transition to business as usual for a number of the actions and provides confidence that the efforts made to date will be continued. 3.19 The service remains committed to delivering the outstanding actions and additional activities outlined in the appendix to continue improving performance and customer satisfaction. The following points highlight some of the key outstanding actions: 3.20 Routesmart Phase One – Following the roll out of Routesmart Route Management System into the garden waste routes in September and October there has been positive feedback received from the operational teams undertaking these routes. Drivers are actively feeding back route information and where collections have not been able to be completed, the reasons for it. This feedback has already been used to improve the routes and the system and the service has commenced its next stage of roll out. The system has been rolled out to kerbside residual and DMR (dry mixed recycling) routes and the remaining waste streams will follow shortly. Performance reporting will be amended as the system is embedded with a focus on the number of properties serviced on the scheduled day of collection and number of streets/properties missed as the main indicators moving away from the focus on the number of missed bins reported by residents. Initial indications are that the number of garden waste complaints have reduced, from 405 in October 2016 to 381 in October 2017 (a reduction of 24 complaints, or 6%) whilst the amount of waste collected increased from 1,832 tonnes to 1,985 tonnes.

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3.21 Routesmart Phase Two - Discussions have commenced with CGI on phase two of the system roll out which will focus on integrating Routesmart with the Council’s other systems to allow a more proactive approach to be taken. This would include online calendars with the dates of upcoming collections, integration with web forms, proactive notifications for residents, along with a proactive approach to dealing with issues (for example a job to repair a damaged bin is raised when a crew reports the issue on the in-cab device). 3.22 Repeat missed collections – following the investigation of top missed properties (Actions 3 and 13), work continues to regularly identify households with repeat missed collections. The reporting process is also being reviewed under Action 59 with consideration made as to how regularly missed properties can be escalated for investigation quicker, improving the chances of identifying the root cause and putting the appropriate solution in place. 3.23 Special uplifts – The feasibility study into the opportunities to work with the voluntary sector to undertake collections has been carried out by AEA Ricardo via funding from Zero Waste Scotland. The report suggests that there is interest from the voluntary sector to undertake collections. It should however be noted that no one voluntary sector organisation has the available capacity to deliver the service on a City-wide scale. Following approval at October’s Transport and Environment Committee, a request has been submitted to Procurement to publish a request for notes of interest from suppliers to co-produce the service design and delivery model. This could include the involvement of the voluntary sector however it cannot be stipulated within the procurement process that this is a requirement. 3.24 Street Cleansing operations – Several actions within the plan relate to establishing routes for street cleansing, along with the procurement of new fleet to support the delivery of these. Delays to Routesmart and the upcoming changes to the Code of Practice for Litter and Refuse has impacted the full delivery of these actions. Work will continue against these actions and will be fully implemented once these two dependencies are complete. Work has started on reviewing the way in which the cleansing service is delivered; considering an increased number of barrow beats, small pavement sweepers and increasing resources on night shift to expand the range of work delivered at night. A trial rapid response service is also now in place. 3.25 Complaints Working Group – A review of the process for addressing missed bins complaints has been carried out by the Transformation Team and an action plan is now being delivered by the service via a small working group. This plan will be implemented in three phases with phase one now complete. The remaining two phases including actions that are dependent on wider changes across the service and the Council (for example Routesmart and Channel Shift). 3.26 Fleet Working Group – Similarly to the point above, a review of how the service worked with Fleet and Workshop Services has been carried out by the Transformation Team and an action plan is also being delivered by the service in this area.

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3.27 Communal Bin Review - As highlighted in previous update reports to committee the frequency of uplifts was found to be a key contribution to the issue of overflowing communal bins. Because of this a review of the collection service has been proposed and is undergoing a feasibility study. A separate report on this review has been presented to this Committee.

4. Measures of success

4.1 The number of complaints about waste and cleansing services will reduce. 4.2 Customer satisfaction with waste and cleansing, as measured by the Edinburgh People’s Survey, will increase. 4.3 The percentage of enquiries relating to Waste and Cleansing Services logged via the Customer Service Centre that are resolved at the point of contact will increase.

5. Financial impact

5.1 Any expenditure associated with the Improvement Plan is anticipated to be contained within existing resources. If a need for additional funding is identified, then this will be progressed through a separate report following the appropriate governance arrangements.

6. Risk, policy, compliance and governance impact

6.1 The information contained in this report is a progress update on an approved plan. There are no perceived governance, policy or risk implications associated with this report. Where policy changes may be required as a result of the actions within the Improvement Plan, these matters will be taken forward by way of a separate report to the relevant committee for approval.

7. Equalities impact

7.1 There are no identified equalities impacts resulting from this report.

8. Sustainability impact

8.1 Improvements in the quality of our Waste and Cleansing Service will contribute towards a reducing the amount of waste to landfill, increasing the amount of recycling and improving the quality of Edinburgh’s local environmental quality.

Transport and Environment Committee – 7 December 2017 Page 11

9. Consultation and engagement

9.1 Officers from the Waste and Cleansing Service have been attending local community meetings to give an overview of the plan to residents. 9.2 A consultative forum with a focus group of individual residents and Community Council representatives has been convened and meets on a quarterly basis. The next meeting is scheduled to take place mid-January.

10. Background reading/external references

10.1 Waste and Cleansing Improvement Plan – Item 7.1 Transport and Environment Committee 1 November 2016. 10.2 Waste and Cleansing Improvement Plan - Progress Update - Item 7.7 Transport and Environment Committee 17 January 2017. 10.3 Charges for Special Uplifts - Item 7.8 Transport and Environment Committee 17 January 2017. 10.4 Waste and Cleansing Improvement Plan - Progress Update - Item 7.4 Transport and Environment Committee 21 March 2017. 10.5 Redesign of Recycling Services in Tenements and Flats - Item 7.5 Transport and Environment Committee 21 March 2017. 10.6 Waste and Cleansing Improvement Plan - Progress Update - Item 8.3 Transport and Environment Committee 10 August 2017. 10.7 Waste and Cleansing Improvement Plan - Update - Item 8.3 Transport and Environment Committee 5 October 2017.

Paul Lawrence Executive Director of Place Contact: Andy Williams, Waste and Cleansing Manager E-mail: [email protected] Tel: 0131 469 5660

11. Appendices

Appendix 1 – Waste and Cleansing Improvement Plan Action Tracker – December 2017

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Waste and Cleansing Improvement Plan Action Tracker ‐ December's Transport and Environment Committee

Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

Waste Collection Our approach to organising and completing waste collection routes needs to change to provide information in a format that allows crews to complete collections on a ‘right first time’ basis. We should design the service to Route avoid repeat complaints. A Management and Anticipated Outcome Information A reduction in the number of reported missed collections and repeat missed collections Complete the trial of the ‘Routesmart’ system and in‐cab device and A.1 1 Oct‐16 n/a ‐ complete CGI Trial complete. Evaluation completed and shows successful outcome. Achieved evaluate the effectiveness of the system

Spend‐to‐save proposal reported to Finance & Resources Committee on 19 January and Full Council on 9 February. Project team with representatives from the Council (including the service, ICT, Business Support and HR), CGI (Council ICT provider) and ISL (Routesmart supplier) are progressing the roll out of Routesmart. Delays to implementation were incurred Work with CGI to procure and embed the ‘Routesmart’ system A.2 2 Feb‐17 Early 2018 Technical Team due to delays to the final sign off of the Business Case, the manufacturing timescale Open within all operational routes for devices, and the security check requirements to ensure the system is compliant with the upcoming General Data Protection Regulation 2016. These have meant that the system commenced roll out in September. To date garden waste, kerbside residual and kerbside dry mixed recycling are implemented with the remaining streams continuing into early 2018.

372 most missed properties investigated in November. A number of corrective actions have taken place to date with work ongoing to address the more difficult, lengthy, issues to resolve (such as streets with challenging access issues that would require Achieved ‐ Undertake a rapid improvement event to identify the most missed double yellow lines). with additional A.3 3 Nov‐16 n/a ‐ complete Technical Team properties by stream and resolve the root cause of the misses The most missed properties are regularly being identified and assessed by the team. activities The reporting process is being reviewed under Action 59 and consideration will be underway made as to how regularly missed properties can be escalated for investigation quicker improving the chances of identifying the root cause and putting a solution in place.

It is recognised that improvements need to continue to be made to the working practices, management and working culture within Waste and Cleansing services in order to further move the service forward and reduce the Workforce number of complaints received. B Management Anticipated Outcome A settled workforce of City of Edinburgh Council employees, at all levels, who are properly trained in the role they perform with that role being performed to a consistently high standard.

This action links to Action 5 below with agency being reduced as permanent staff are recruited. Controls are in place to manage the use of, and minimise the need for, Reduce the use of agency staff and recruit a full establishment of Closed ‐ B.4 4 Dec‐16 n/a ‐ complete Waste Operations agency staff. As outlined in the update for Action 5 difficulties filling all vacancies permanent staff to improve route knowledge and ownership Ongoing within the service has meant the need for agency staff has not reduced as quickly as expected.

With the majority of posts now recruited into new and remaining vacancies will be progressed as part of business as usual. Through extensive work between management, Human Resources and the Council's Finalise the implementation of the new Waste and Cleansing service Waste and Cleansing Closed ‐ B.5 5 Nov‐16 n/a ‐ complete agency provider the difficulties filling driver/crew leader posts due to the national structure and recruit to all vacant posts Manager Ongoing demand for HGV drivers and the level of candidates applying has reduced and returned to a manageable level. As referenced in Action 7, investment in HGV Licence training continues.

Page 1 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

The 'Task and Finish' practice ended 1 November 2016. The importance of ensuring Achieved ‐ Cease the practice of ‘Task and Finish’ across the Waste Collection B.6 6 Nov‐16 n/a ‐ complete Waste Operations staff remain until the end of the shift has been, and continues to be, emphasised to manage Service managers. transition

A training programme for the service has been developed in conjunction with the central Learning and Development Team; and priority training requirement identified. This programme also incorporates the SWITCH (Scottish Waste Industry Training, Competency, Health & Safety) competency framework developed by Zero Waste Achieved ‐ Scotland to promote safe working within the industry. Ensure a full and effective training programme is in place for all with additional B.7 7 Dec‐16 n/a ‐ complete Technical Team A range of key training has taken place to date to provide support and ensure frontline staff activities consistency amongst the service supervisors in workforce management, complaints underway handling and undertaking investigations. Frontline staff have received crucial health and safety training such as on‐the‐job manual handling training which helps ensure the job is undertaken safely and reduce the risk of injuries. Investment has also continued in HGV driving licence training.

Ensure that Supervisors and Managers are conducting regular team Achieved ‐ Waste and Cleansing B.8 8 briefings (i.e. at least monthly) with all frontline staff on an ongoing Ongoing n/a ‐ complete Monthly briefings have been scheduled and are taking place. monitor Operations basis effectiveness Frontline staff have been briefed to report issues they come across if they cannot deal Provide refresher briefings to all waste collection staff on the Achieved ‐ Waste and Cleansing with it immediately. B.9 9 importance of removing side waste, litter and spillage as Oct‐16 n/a ‐ complete monitor Operations A formal briefing has been given to staff and will be repeated at key points of the appropriate effectiveness year, such as the festival season.

Garden Waste It is recognised that improvements need to continue to be made to the working practices, management and working culture within Waste and Cleansing services in order to further move the service forward. C Anticipated Outcome Collections An appropriately resourced garden waste collection service that is reliable and consistent with reduced missed bin complaint levels.

A review of information held on the system has taken place to assess the number of properties with more than one garden waste bin. This data has been progressed in Assess the number of properties with more than one garden waste C.1 10 Nov‐16 n/a ‐ complete Technical Team Actions 11 and 12. Achieved bin Once Routesmart is in place the system will be configured to allow crews to report additional bins not held on the system.

Adjust the existing garden waste routes to account for up to date C.1 11 Dec‐16 n/a ‐ complete Technical Team This action has been carried out as part of Action 12. Achieved information on bins per property and participation

The 3‐weekly garden waste collection service commenced 6 March 2017. An additional uplift was provided the week of 27 February 2017 for residents waiting Implement the new 3 weekly garden waste collection service, to over 4 weeks between uplifts during the transition. Achieved ‐ C.1 12 replace the current fortnightly and four weekly service, with new fit Mar‐17 n/a ‐ complete Waste Operations New routes were created for the change in service frequency and these are being monitor for purpose routes actively monitored to address any issues that may arise. effectiveness The success of this change has been impacted by the shortage of drivers referenced in Action 5.

Anticipated Outcome D Communal Bins Reduced complaints relating to missed and overflowing communal bin collections. Bins are located in the right areas with reductions in inappropriate use and according reductions in landfill waste.

Page 2 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

306 sites were visited with the top three root causes identified as access issues, contamination and resourcing/routes not running. As highlighted in previous update reports to committee the frequency of uplifts was found to contribute to the issue of overflowing communal bins. As a result of this a review of this collection service has been proposed and is undergoing a feasibility Achieved ‐ Undertake a rapid improvement event to identify the most missed study; this will be reported to this committee later in the year. with additional D.1 13 Nov‐16 n/a ‐ complete Technical Team communal bins by stream and resolve the root cause of the misses. In addition to this a new Stage 2 investigation process has been developed under activities Action 59 which will see full, detailed, investigations carried out on all Stage 2 underway complaints. The reporting process is being reviewed under Action 59 and consideration will be made as to how regularly missed properties can be escalated for investigation quicker improving the chances of identifying the root cause and putting a solution in place.

Increase supervision resource within the communal bin collection Achieved ‐ Supervision within the communal bin collection service has increased from one D.1 14 services to improve service quality and resolve customer issues Nov‐16 n/a ‐ complete Waste Operations monitor supervisor per shift to two per shift covering the east and west of the city. more effectively effectiveness

Initial campaign phase in the Leith Walk area has showed positive results with increased donations to the Reuse hotline and increased visits to relevant trade waste pages on the Council's website. There has been positive feedback on social media and positive media coverage. The next phase focused on the Gorgie/Dalry area which took Achieved ‐ Develop a communications campaign to make residents in place for four weeks over February with a focus on resident behaviour/issues such as with additional D.1 15 communal areas aware of how to manage their waste and recycling Jan‐17 n/a ‐ complete Communications dumping and dog fouling (along with trade waste abuse). Following these two activities effectively campaigns a toolkit has been developed for the Locality Teams to use for any future underway campaigns within their area. Further targeted communication in communal areas is being progressed, including consultation to better understand areas of the city, the specific issues in that area and identify approaches to take.

Focused compliance visits took place in the Leith Walk area between 14 and 25 November with further visits in the Gorgie/Dalry area during February as part of the 'Our Edinburgh' campaign. This has had positive results with a number of businesses found to be non‐compliant since the campaigns there has been an increase to the relevant trade waste pages on the Council's website. Achieved ‐ Communal bins reported by the public; Elected Members or operations (as well as Develop a communications campaign to ensure that businesses are with additional D.1 16 Nov‐16 n/a ‐ complete Communications those identified through the sensor trial as having unusual fill levels) are also being aware of their legal responsibilities when disposing of their waste activities searched for potential trade waste abuse with appropriate action being taken against underway identified businesses. Contact has been made with Business Gateway to help raise business awareness of their legal responsibilities as part of the support framework they have in place for businesses. A trade waste leaflet was also included in the annual business rates statement sent to all businesses within the city.

The boards used on the side loading bins have proved successful and represents a significant, and high visibility improvement, on labelling of these bins before. This Achieved ‐ Improve the labelling and information on communal bins to approach cannot be replicated on the standard communal bins. The stickers with additional D.1 17 illustrate the types of waste the bin can receive and how and where Jan‐17 n/a ‐ complete Communications purchased for Phase 1 of the 'Our Edinburgh' campaign were not of a durable activities to dispose of bulky items standard, these were altered for Phase 2 and feedback has been positive. These will underway be used as and when stickers are refreshed on bins.

Page 3 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

The practicality of using QR codes has been assessed and found to require a high level Investigate the use of QR codes to allow residents to easily report D.1 18 Nov‐16 n/a ‐ complete Technical Team of administration to maintain; however the improved web forms and responsive Achieved missed or overflowing communal bins and locate collection dates website should make it easier for people to report issues.

All 120 streets included in this action have been assessed for the viability of placing Achieved ‐ bins through a desktop exercise. Those more challenging streets are receiving a site Assess options for the containerisation of those streets that remain with additional D.1 19 Jan‐17 n/a ‐ complete Technical Team visit to further assess options. on gull proof sack or sack collections activities Should containerisation be assessed as a possibility this will be investigated further as underway part of the review of the wider communal bin collections referenced in Action 13.

Discussions are underway with Parking Services to trial extending double yellow lines in front of communal bins at a few selected sites. Should this prove successful it will be rolled out wider as part of the communal bin review referenced in Action 13. Work with Parking Services to implement enforceable TROs to In addition to this, problematic sites are trialling a reflective 'No Parking' sign to D.2 20 Mar‐17 Dec‐17 Waste Operations Open protect communal bins wherever possible encourage residents to leave access to the bin clear. Other local authorities have also been contacted to identify the approaches taken to protect communal bins and capture best practice and any lessons they have learnt that we can incorporate.

Ensure access to communal bins for residents and waste collection Guidance circulated by Network Management to all Locality Teams and the Central Achieved ‐ D.2 21 staff is accounted for in traffic management arrangements when Oct‐16 n/a ‐ complete Transport Roads Network team to ensure that waste collections are factored into roadworks monitor road works take place planning and applications. effectiveness

A discussions paper with options has been drafted, including approaches taken by Develop a policy on holiday lets and party flats to identify whether other Local Authorities and input from wider Council services to ensure a consistent D.2 22 Jan‐17 Early 2018 Technical Team Open this waste should be treated as commercial waste approach is taken for these types of properties. The proposals have been reviewed by Legal Services and the advise is being considered by management.

Sites identified as being misused/potential misuse are being assessed and Environment Wardens involved. If the relocation of the bin is determined as Identify those communal bin sites where bins can be moved to Closed ‐ D.2 23 Jan‐17 n/a ‐ complete Technical Team necessary and simple to carry out these are being progressed. Should the relocation improved locations where there is less opportunity for misuse Ongoing of the bin be more complex to arrange these will be addressed through the review of the wider communal bin collections referenced in Action 13.

Costs have been identified to fit key containers to bin stores. Whilst progressing this action, and Action 25, other potential options have been identified that may address this issue more effectively than key containers. Further consideration is being made Achieved ‐ Identify costs to fit key containers to all bin stores (where into the wider issues with bin stores and the options available before moving to with additional D.2 24 applicable) to ensure that all crews have access to the required key Dec‐16 n/a ‐ complete Building Services implementation. activities therefore avoiding missed collections due to access issues Future property developments will be encourages to consider bin huts over internal underway bin stores due to their flexibility to be adjusted should any future legislative changes be made to materials to be separated or the collection/storage methods.

Amendments to the Instructions for Architects and Developers is complete. Officers Achieved ‐ Ensure that a standard lock specification for bin stores is enforced D.2 25 Jan‐17 n/a ‐ complete Planning are working closely with developers throughout the design and build process to monitor for new developments as part of the planning process ensure that the standard lock is incorporated. effectiveness

Page 4 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

Due to the quantity of communal properties with individual bins, and the upcoming review of communal bin collections referenced in Action 13, this action will be split into two phases. Achieved ‐ Identify those communal properties where there are multiple The first phase has been focusing on problematic sites initially putting a communal with additional D.2 26 individual bins and provide an alternative communal bin solution Feb‐17 n/a ‐ complete Technical Team bin solution in place to try rectify the issues. activities where this is required and appropriate The second phase, which covers the remaining communal properties, will be underway considered as part of the communal bin review due to the scale of properties and the impact the review could have on what is put in place.

The appearance and cleanliness of our communal bins is not in line with that which we should expect on Edinburgh’s streets. Improving the appearance of our communal waste and recycling bins will contribute to fostering Maintenance of greater care and ownership in our communities. E Communal Bins Anticipated Outcome An improvement in the appearance of our communal bin stock with reductions in complaints regarding bin maintenance and cleanliness.

Research has identified that there is market interest and ability to deliver this service Achieved ‐ Identify potential solutions to procure a contract for the supply Corporate on behalf of the Council. with additional E.2 27 and/or maintenance (repair, cleaning and renewal) of all communal Mar‐17 n/a ‐ complete Procurement The service specification will be developed and progressed through procurement with activities bins and quantify the cost implications of these solutions the aim of having a contract put in place during 2017/18. underway

Discussions have taken place with the Criminal Justice team however due to the Work with Criminal Justice and other partners to build communal limitations they are bound by they cannot support the proposed restorative work. E.2 28 Apr‐17 n/a ‐ complete Criminal Justice Closed bin maintenance and painting into programmes for restorative work However, positive work is being undertaken in partnership with Police Scotland and the North East Locality to remove graffiti tags referred by the police.

Achieved ‐ The Leith Walk Improvement Project is funding the use of bin housings/screens as Investigate the potential to install bin housings around wheeled with additional E.2 29 Dec‐16 n/a ‐ complete Technical Team part of their project. This will act as a trial which, should this prove successful, will be communal bins to create more attractive and formal sites activities rolled out wider as part of the review of communal bin collections. underway

Seasonal We need to deliver a service that is responsive to the changing demands of the city that our student and tourist population bring and ensures that Edinburgh is portrayed in the best possible way. F Anticipated Outcome Resourcing Reduced complaints relating to Waste and Cleansing Services during peak seasons. A reduction in the amount of waste that is sent to landfill in areas containing high levels of student housing.

Agreement reached with the Edinburgh University Students' Association to further analyse information, survey students and identify drivers before fully approving proposals and implementing agreed actions (this will take place next year). Work with Universities, landlords and letting agents to ensure In the interim, the Rapid Response service incorporated high student‐populated areas Technical Team F.3 30 students and tenants are aware of how to dispose of waste Jan‐17 Early 2018 into its daily work during May reducing the impact on communal bins and the Open /Changeworks appropriately surrounding areas. Discussions underway with the relevant Council services and Changeworks to identify landlords and letting agents, and work in partnership, to engage and inform tenants.

Achieved ‐ Work with the Universities to investigate the potential for mini‐CRCs with additional F.3 31 in areas of higher student population around the beginning and end Mar‐17 n/a ‐ complete Technical Team Links to the action above with the potential for mini‐CRCs included in the proposal. activities of the academic year underway

Page 5 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

A number of actions took place across the festival period, incorporating best practice from previous years. This includes 40 additional Cleansing staff on barrow beats (in addition to the existing 11 barrow beat staff within the city centre); using last year's bin fill rate sensor information to forecast how often to empty litter bins; Waste and Conduct a review of Waste and Cleansing resource requirements for Achieved ‐ Waste and Cleansing Cleansing teams briefed to remove side waste, litter and spillage as soon as it is F.3 32 the Edinburgh Festival and Fringe and implement the new Jul‐17 n/a ‐ complete monitor Operations observed, and that they proactively report any issues (as set out in Action 9); 6 requirements effectiveness Environmental Wardens dedicated to the Festival footprint carrying out patrols, and in conjunction with the Waste Compliance Team dealing with any trade waste infringements; promoting the 'Our Edinburgh' campaign; and the introduction of Street Ambassadors and Festival City Volunteers.

Work with Parks, Greenspace and Cemeteries colleagues to allocate Cleansing and Parks, Greenspaces and Cemeteries coordinated resources to Achieved ‐ F.3 33 staff and mechanical sweepers to tackle leaf fall during the Nov‐16 n/a ‐ complete Cleansing Operations concentrate on leaf fall for winter 2016 and 2017. Leaf routes will be developed in monitor autumn/winter months Routesmart to ensure leaf fall clearance is effectively managed in future years. effectiveness

The Waste and Cleansing service removes dead weeds and detritus (the usual growth medium) in streets and other hard‐surface locations as part of its cleansing Work with Parks, Greenspace and Cemeteries to allocate resources Achieved ‐ operations. Where time and resources permit, the Waste and Cleansing service will F.3 34 to undertake a clearance of street weeds to allow for an effective Nov‐16 n/a ‐ complete Cleansing Operations monitor also attempt to remove weeds that have not yet been treated. This is more likely to base level to be treated going forward effectiveness take place in 'barrow beat' areas. The Parks, Greenspace & Cemeteries service also controls weeds in public parks, cemeteries, and other green spaces, as required.

Waste Composition Analyses have shown that there is still a significant amount of food waste that is being sent to landfill. However, our success in recycling around 10,000 tonnes of food waste has placed strain on our current vehicles and meant that we need to equip our workforce to ensure that we can continue provide the best quality service to encourage increased use of this service. The procurement of new larger vehicles will assist with this G Food Waste aim. Anticipated Outcome Reduced missed collections and uncompleted food waste routes as of a result in increased productive time that has been created by a reduced need to tip midway through the shift.

Replace the existing 7.5 tonne vehicles with the purchase of 12 8 new food waste vehicles have been delivered and in service increasing the collection G.3 35 tonne vehicles to increase collection capacity and reduce the need May‐17 n/a ‐ complete Fleet Services Achieved capacity and reducing the need for trips to tipping facilities. for trips to tipping facilities

Replace the existing 7.5 tonne vehicles with hired 10 tonne vehicles Hire vehicles were in place as an interim solution until the new vehicles outlined in G.3 36 Oct‐16 n/a ‐ complete Fleet Services Achieved as an interim solution pending the arrival of the 12 tonne vehicles Action 35 were delivered and operating.

Our manual street cleansing resource needs to be visible and effective and focussed on those areas where it is needed most at an appropriate frequency. We need to move to a model where brushes are used as the norm and Manual Street there is less of a reliance on litter pickers. H Cleansing Anticipated Outcome A reduction in litter complaints and an improvement in our LEAMS score as a result of more effective manual sweeping in those areas where it is most required.

Page 6 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

An interim review of the manual sweeping routes has been carried out and routes re‐ aligned as appropriate. Achieved ‐ Conduct a review of all resources available to undertake manual A full routing review will be undertaking as part of the wider roll‐out of the revised with additional H.3 37 sweeping and the current areas of deployment. Re‐align routes to Jan‐17 n/a ‐ complete Cleansing Operations Code of Practice of Litter and Refuse (COPLAR) and the associated rezoning exercise activities address hotspot areas where appropriate that will take place across Scotland (which impacts the cleanliness standard and underway response times for different types of areas). This rezoning exercise will be supported by Zero Waste Scotland and the timescales for this are still to be confirmed.

Achieved ‐ Identify options for the deployment of barrow beat staff and Routes have been identified for barrow beats, along with potential accommodation with additional H.3 38 suitable accommodation for the employees and barrows in the Nov‐16 n/a ‐ complete Cleansing Operations options. Additional barrow beats have been implemented as part of the additional activities immediate area funded received by the service for 2017/18. underway

Dependant on Work underway with Fleet Services to confirm the replacement requirements of all Procure replacement street cleansing vans that will allow crews to Fleet Cleansing vehicles. This has concentrated on the specialist vehicles first due to the H.3 39 be properly equipped to be able to tackle all issues that they face May‐17 Fleet Services Open Replacement additional lead time required for delivery and the annual financial limitations in place during the working day Programme for vehicle procurement Council‐wide.

Supervisors are now undertaking daily post‐work inspections of street cleansing with up to 25 a day carried out across the city with action taken to address those that do Achieved ‐ Introduce an effective post‐work inspection regime to ensure that not meet the required standard. with additional H.4 40 Nov‐16 n/a ‐ complete Cleansing Operations street cleansing is being delivered to the required standard These are currently carried out using a paper‐based system until the Code of Practice activities of Litter and Refuse (COPLAR) toolkit (including inspection forms) is put in place as underway part of the review of the Code of Practice referred to in Action 37.

We have a significant amount of funding invested in large mechanical sweepers that can not access the areas where we need them. We need to reconfigure this fleet to provide more small mechanical sweepers that can Mechanical Street operate on footpaths and in areas around parked cars. I Cleansing Anticipated Outcome An increase in small and medium mechanical sweepers will contribute to an improvement in our LEAMS score as well as improved customer satisfaction in recognition of the increased visibility of service.

Data gathered on the routes is complete, such as vehicle size to utilise in different areas and the frequency to sweep. The number of routes still needs to be established and the implementation of these routes is dependant on the procuring the smaller Re‐design mechanical sweeper routes to ensure that the fleet is Dependant on I.41 41 Mar‐17 Technical Team sized sweepers (as outlined in Action 42) and uploading these to Routesmart. As these Open being effectively utilised Actions 2 and 42 are new routes (rather than revised routes) the timescales of unloading these to Routesmart is unknown until the task is started; this has been held up by delays to the Routesmart project. Investigating longer‐term hires options with Fleet Services which allows the service to retain an element of flexibility to adjust the fleet requirements at the end of the Reduce the fleet of large mechanical sweepers and procure Dependant on leasing period that purchasing vehicles would not allow. A trial of different medium I.42 42 additional small and medium sized sweepers to focus on pavement Mar‐17 Cleansing Operations Open Actions 2 and 41 sweepers is underway to assess the products available and identify requirements areas and streets with limited access ahead of the procurement exercise however the number of sweepers required is impacted on the number of routes identified in action 41.

Reconfigure the current fleet to place additional mechanical Achieved ‐ Two nightshift staff members have been trained on the mechanical sweeper and I.43 43 sweeping resource into the night shift to make a more significant Nov‐16 n/a ‐ complete Cleansing Operations monitor allocated additional mechanical sweeping duties. impact on those areas that can not be accessed during the day effectiveness

Litter Bin There are around 3000 litter bins in the city. We regularly receive complaints from members of the public regarding overflowing litter bins. We need to employ effective collection schedules that minimise complaints. J Anticipated Outcome Emptying A reduction in the number of complaints regarding overflowing litter bins.

Page 7 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

A major review of bins in city centre has been carried out and a number of bins Adopt a standard of providing larger capacity litter bins where changed to larger capacity litter bins with housings. Closed ‐ J.44 44 Oct‐16 n/a ‐ complete Cleansing Operations locations allow Protocol agreed to assess whether a larger bin would be suitable for the location Ongoing when placing bins.

Continue with the trial of fill sensors to identify optimal collection The trial of fill sensors continues . As outlined in Action 16, communal bins with Closed ‐ J.45 45 Mar‐17 n/a ‐ complete Technical Team schedules and trends relating to overflowing bins unusual fill rates are being investigated for potential commercial waste abuse. Ongoing

Due to problems with the initial tendering exercise this had to be stopped and Achieved ‐ Procure replacement mini‐RCVs for litter bin emptying to allow for a undertaken again. Due to the timescale required to undertake a tendering exercise with additional J.46 46 May‐17 n/a ‐ complete Fleet Services more reliable collection service and the vehicles are manufactured hired vehicles are being brought in as an interim activities solution. underway

Provide a more joined up service in relation to the emptying of bins Achieved ‐ Agreement reached that Cleansing will be notified when events are taking place in J.47 47 in parks, open spaces and cemeteries alongside street litter bins Dec‐16 n/a ‐ complete Cleansing Operations monitor cemeteries and parks and will require the emptying of bins at weekends. where appropriate effectiveness We have problems with many levels of fly‐tipping, ranging from serious incidents as a result of organised crime through to dumped items of furniture around communal bins. We need to be better at removing this waste Fly‐tipping and quicker and preventing future recurrences through engagement and enforcement efforts. Anticipated Outcome K Dumped Bulky A reduction in the number of fly‐tipping incidents reported by members of the public, and increase in the number of fly‐tipping incidents reported by our own staff and an improvement in response times when removing fly‐ Waste tipping. An improved special uplift service that encourages compliance with the law and not fly‐tipping and an effective enforcement resource that gets positive results where required.

Charging: Change to £5 per item was implemented 23 January. The waiting time between booking an appointment and the uplift taking place is being regularly monitored and currently sits at 3 to 4 days on average. A report on the impact of the charging change will be presented to this Committee in March. Voluntary sector: The feasibility study into the opportunities to work with the Undertake a review of the special uplift service with particular focus voluntary sector to undertake collections has been carried out by AEA Ricardo via being placed on the charging structure (e.g. moving to a service that funding from Zero Waste Scotland. The report suggests that there is interest from the K.4 48 Jan‐17 Mar‐18 Technical Team Open charges £5 per item) and opportunities to work with the voluntary voluntary sector to undertake collections. It should however be noted that no one sector to undertake collections voluntary sector organisation has the available capacity to deliver the service on a City‐wide scale. Following approval at October’s Transport and Environment Committee, a request has been submitted to Procurement to publish a request for notes of interest from suppliers to co‐produce the service design and delivery model. This could include the involvement of the voluntary sector however it cannot be stipulated within the procurement process that this is a requirement.

The use of lamp post wraps in areas targeted through the 'Our Edinburgh' campaign and an increase in social media/media engagement continues to provide information Achieved ‐ to residents on disposing of their bulky items correctly. Improve information to residents on the disposal of bulky items and with additional K.4 49 Dec‐16 n/a ‐ complete Communications Results from the 'Our Edinburgh' phase in Leith indicate that although special uplift the opportunities for reuse and recycling activities bookings across the city have decreased by 7% citywide (24% in Leith Walk ward) underway during the campaign compared to the previous month, contacts to the National Reuse helpline have increased by 16% citywide (39% in Leith Walk ward).

A review of current resources, and allocation of available appointments, for special uplifts has identified capacity to increase appointments to 25 per day per crew Achieved ‐ Add additional resources into the existing special uplift service to (resulting in a total of 50 appointments a day across the city). Additional resources K.5 50 Oct‐16 n/a ‐ complete Waste Operations monitor minimise waiting times for residents were temporary added following the introduction of the £5 per item charge effectiveness implemented through Action 48 to manage any increases in demand and the service is currently operating at approximately 75 uplifts a day.

Page 8 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status Add additional resources into Street Cleansing teams to focus on Achieved ‐ Additional staff have been added to clearing fly‐tipping activities until the end of the K.5 51 responding to fly‐tipping complaints and removing waste in a more Oct‐16 n/a ‐ complete Cleansing Operations monitor financial year. timely manner effectiveness

Frontline staff have been advised to report issues they come across if this cannot be dealt with immediately. Due to changes within the Council’s Corporate ICT contract it is no longer possible to Achieved ‐ Place a focus on increasing the number of incidents of fly‐tipping use the ‘Love Clean Streets’ app and an alternative reporting method(s) is being with additional K.5 52 that are proactively reported by Council employees versus those Oct‐16 n/a ‐ complete Cleansing Operations investigated including the potential to use ‘Confirm Connect’ as part of the wider activities reported by members of the public Confirm system review. However, as illustrated in the graphs under 3.17 in the main underway report, proactive reporting has generally been increasing with the highest percentage of proactive reports being received in October since 2015 at 27%.

Focus resources from the Environment Warden and Waste Achieved ‐ Local Transport and Environment Managers to focus Environment Wardens on Compliance Teams on regularly investigating those incidents of fly‐ Environmental with additional K.5 53 Nov‐16 n/a ‐ complete investigating fly‐tipping. Refresher training will be arranged once a number of tipping where there is evidence to pursue and investigate options to Wardens activities vacancies within the warden service are recruited into. use CCTV to enhance evidence gathering underway

Branding and Our service needs to be visible and recognisable so that we are noticed for the good work that we do and not for failings in services. It is essential that residents and businesses know how to access our service and what we do. L Anticipated Outcome Visibility Increased customer satisfaction in reflection of the improved visibility of our staff and vehicles.

Achieved ‐ Ensure all staff are consistently wearing the correct PPE/uniform Waste and Cleansing Specification of PPE has been outlined in the risk assessments. This is being enforced with additional L.5 54 Oct‐16 n/a ‐ complete and area easily identifiable as Council employees Operations by management with any issues being actively addressed. activities underway

Brand all newly purchased Waste and Cleansing vehicles so that This is standard practice now when procuring new fleet, however branding Closed ‐ L.5 55 May‐17 n/a ‐ complete Fleet Services members of the public can identify them easily requirements will also be built into the specifications for the new fleet. Ongoing

Review of reporting options has been undertaken. Website information revised where appropriate. Members waste account is in place and staffed by Customer Services Ensure that all contact channels that can be used to access the Achieved ‐ staff. L.5 56 Waste and Cleansing service are well advertised and effectively Oct‐16 n/a ‐ complete Customer Services monitor The IVR (interactive voice response) on the Environmental phone line is being monitored effectiveness amended to reflect customer feedback and expected to be in place in the coming weeks following a customer trial of the changes. The current customer journey is frustrating for residents and Elected Members. We need to ensure that we minimise failures in service, but when we can’t then our customers need to be able to report issues easily and receive timely and relevant feedback. M Customer Service Anticipated Outcome Improved response times to enquiries and an increase in the percentage of contacts that are resolved at the point of contact by Customer Services colleagues. Simpler but more effective customer journeys that allow customers to report issues easily and receive timely updates. Co‐locate staff from Customer Services and Waste and Cleansing Achieved ‐ Waste and Cleansing Two Waste & Cleansing Officers now co‐located, alongside a Support Officer, within M. 57 Services to allow for quicker customer resolutions and reduced Nov‐16 n/a ‐ complete monitor / Customer Services the Contact Centre. duplication effectiveness Provide Elected Members with key local contacts from the Waste Waste and Cleansing M. 58 and Cleansing service to allow to issues to be resolved routinely as Oct‐16 n/a ‐ complete Circulated as part of the wider Locality Directory. Achieved Manager required

Page 9 of 10 Str Action Point Action Target Date Forecasted Date Lead Team Comments Status

New Stage 2 complaint investigation protocol established to ensure root cause is identified. A review of the process for addressing missed bins complaints has been carried out by Carry out a review of the existing reporting processes and make Dependant on the Transformation Team and an action plan is now being delivered by the service. M. 59 improvements to allow for quick resolutions and accurate customer Jan‐17 Customer Services Open wider changes This plan will be implemented in three phases with phase one now complete and the feedback remaining two phases including actions that are dependent on wider changes across the service and the Council (for example Routesmart, Channel Shift, and the Corporate Complaints Review).

Communications Notwithstanding the importance of getting our operational services right, we need to engage the wider population of Edinburgh in playing a role in maintaining the quality of our local environment. N and Behaviour Anticipated Outcome Change Increased advertising and media coverage of our campaigns alongside increased resident and business awareness of the importance of maintaining our local environment and how they can assist in doing so.

Initial focus was on litter in the festival, message testing in Leith to tackle trade abuse and latterly focusing on dog fouling and dumping in Gorgie/Dalry. A toolkit has since Continue to develop the ‘Our Edinburgh’ campaign to focus on been developed to allow Locality teams to identify, and lead, further areas of Closed ‐ N.6 60 Ongoing Ongoing Communications social responsibility and community participation engagement. Ongoing The campaign was also awarded LEQ Awards (Local Environmental Quality Awards) Programme of the Year. Develop improved links with key partners such as the Business Waste and Cleansing Officers continue to develop working relationships with key Improvement Districts, Commerce Groups and Community Groups Technical Team partners including Business Improvement Districts, Commerce Groups, Community Closed ‐ N.6 61 Ongoing Ongoing to share key messages and raise awareness around waste /Localities Groups, Housing and Environment Wardens to share key messages and raise Ongoing management and street cleanliness awareness around waste management and street cleanliness.

Establish a consultative forum with representatives from groups A consultative forum with a focus group of individual residents and Community Waste and Cleansing Closed ‐ N.6 62 whom have an interest in the local environment to discuss current Oct‐16 n/a ‐ complete Council representatives has been convened and meets on a quarterly basis. The next Manager Ongoing performance and customer perceptions and frustrations meeting is scheduled to take place mid‐January.

We need to establish and maximise partnerships where there is the shared aim of improving the quality of Edinburgh’s local environment and reducing the amount of waste sent to landfill. Partnership Anticipated Outcome O Working We exploit more opportunities for external or joint funding for local environment improvement initiatives. We continue to work at a local level to understand the needs of our communities and accommodate these needs into service delivery schedules.

Clarify roles and remits for environmental issues with Locality Achieved ‐ Agreement reached on roles and responsibilities for central and locality services and O.6 63 Teams. Establish mechanisms for ensuring responsiveness to local Nov‐16 n/a ‐ complete Technical Team monitor the two teams are actively working together to resolve issues across the city. priorities and hotspots and accountability for levels of service effectiveness

Registered Social Landlords contacted to clarify responsibilities in regards to the Initiate dialogue with Registered Social Landlords regarding public Closed ‐ O.6 64 Feb‐17 n/a ‐ complete Housing Services management and maintenance of the public realm and discuss potential partnering realm management partnering arrangements Ongoing arrangements.

A bid to access ZWS funding for food waste communications was not progressed. As an alternative discussions are underway with the Council's food waste recycling Continue to work with organisations such as Keep Scotland partner to assist in funding communications activities to build on the positive Beautiful, APSE and Zero Waste Scotland to explore opportunities Closed ‐ O.6 65 Ongoing Ongoing Technical Team performance improvements that the food waste service is showing. for external funding and keep abreast of best practice within the Ongoing Continue to review opportunities for funding from Zero Waste Scotland and other sector bodies. Using Waste Managers network effectively to benchmark new initiatives and existing levels of service.

Page 10 of 10

Transport and Environment Committee

10.00am, Thursday 7 December 2017

Nuke Watch Report “Unready Scotland the Critical gap in our response to the transport of nuclear weapons”

Item number 7.6 Report number Executive/routine Wards All Council Commitments

Executive Summary

This report relates to a report by the campaign group “Nukewatch” entitled:

“Unready Scotland the critical gap in our response to the transport of nuclear weapons”.

The report addresses a commitment made by the Convener at the meeting of the Council on 21 September 2017, in response to a question by Councillor Burgess on some of the issues highlighted in the document and the subsequent discussion. The original question and subsequent responses are contained in the minute of the meeting, attached as Appendix 1 for ease of reference.

Report

Nuke Watch Report “Unready Scotland the Critical gap in our response to the transport of nuclear weapons”

1. Recommendations

1.1 It is recommended that the Committee: 1.1.1 Note the contents of this report. 1.1.2 Instruct that any significant changes or developments are to be reported to future meetings of the Committee. 2. Background

2.1 Nukewatch UK, is a campaign group that monitors nuclear weapons movements. The group published a report ‘Unready Scotland’ http://www.nukewatch.org.uk/?p=683 which states that none of the 15 Scottish local authorities through which nuclear weapon convoys travel by road, including Edinburgh, have conducted risk assessments of the convoy process. The report also advises that the same local authorities have not informed the public of the potential dangers of a serious radiological incident. Nukewatch UK contend that this perceived lack breaches the Civil Contingencies Act 2004 (Contingency Planning) (Scotland) Regulations 2005 because Councils are failing in their duties to safeguard the public. 2.2 The Nukewatch publication also criticises the Scottish Government stating that “local authorities are failing in their duties under the Act in respect of nuclear weapon convoys and the Scottish Government is in turn failing to ensure compliance”. The report further advises that Councils and the government are "wholly unprepared" to discharge that responsibilities under the Act. The Nukewatch document calls on the Scottish Government to launch an urgent review of the civil authority response to the threat of an incident or accident involving the nuclear weapons convoys. 3. Main Report

3.1 Successive UK Governments have maintained a nuclear defence capability and a civil nuclear programme. Policy matters related to nuclear weapons and the nuclear energy industry are reserved to the UK Government.

3.2 The Office for Nuclear Regulation (ONR) is the safety regulator for the civil nuclear industry in the United Kingdom. The ONR is an independent statutory corporation whose costs are met by charging fees to the nuclear industry. Transport and Environment Committee – 7 December 2017 Page 2 3.3 Military nuclear-related sites and activities are exempt from aspects of ONR regulation as they are under the control of the Crown (MoD). On MoD installations, nuclear and radiation safety is regulated jointly by the Defence Nuclear Safety Regulator (DSNR) and ONR

3.5 The arrangements for responding to any incidents with military nuclear materials in transit that may result in potential radiological consequences is exercised through the Director Nuclear Movements & Nuclear Accident Response Group.

3.6 Police Scotland is responsible for coordinating the multi-agency, emergency response to a nuclear weapons transport incident in Scotland.

3.7 The Scottish Government is responsible for consequence management following an incident involving the transport of nuclear weapons.

3.8 As with any serious incident, the City of Edinburgh Council has a statutory duty to support the multi-agency, emergency response as required. The Council may also be expected to lead the longer term, recovery and rehabilitation phase of an incident affecting Edinburgh. The City of Edinburgh Council, in conjunction with partner and stakeholder organisations, regularly practises its arrangements for responding to a range of serious emergencies that may affect the area. 3.9 In the emergency phase of an incident, the Council role will be to support the Emergency and Health Services and other agencies involved in managing the response. The Council Emergency Plan, maintained by the Resilience service, sets out the Council’s generic structure, organization, resources and facilities available for responding to various potential incidents. The Council Emergency Plan forms part of a suite of plans and arrangements, supported by training and exercising programmes, intended to enhance the Council’s ability to respond to any serious emergency, irrespective of cause. (Note: The Council Emergency Plan is under review and a draft version was validated as part of the Council’s participation in the recent UK Counter Terrorism Exercise (Border Reiver, 3-5 October 2017. Copies of the latest draft can be made available via the Resilience service.) 3.10 The Ministry of Defence leads a rolling programme of multi-agency, nuclear response exercises. Exercises in the Senator programme of events, aimed at testing the response to a nuclear weapons transport incident, are held on a regular basis involving different parts of the United Kingdom. The last major Senator exercise in Scotland centred on North Lanarkshire in 2011. The City of Edinburgh Council was the lead Local Authority for Exercise Senator in 2005. 3.11 The 2005 Senator exercise involved over 800 military personnel and was, at the time, one of the largest exercises of its kind ever held in the UK. The exercise scenario involved an unlikely and extreme chain of events that resulted in simulated damage to a convoy vehicle transporting a nuclear warhead whilst travelling on the Edinburgh City Bypass. The postulated, catastrophic incident resulted in a theoretical release of radiological materials over a wide area of Edinburgh resulting in a full scale, multi agency response from all the agencies that would have a role in an actual incident, including the City of Edinburgh Council. 3.12 Torness nuclear power station is situated in the East Lothian Council area. Amongst other agencies, East Lothian Council consults with the City of Edinburgh, Scottish Transport and Environment Committee – 7 December 2017 Page 3 Borders and Midlothian Councils regarding planning training and exercising initiatives relating to the power station. The most recent large-scale exercise took place on 27 September 2017. The Council’s Resilience, Communications Services, Customer and Scientific and Environmental Services took part in the Off Site Exercise “Magpie” a UK Level 2 exercise, evaluated by the Office of the Nuclear Regulator (ONR). The ONR have a duty to assess that adequate contingency arrangements are in place to manage the response to an incident at Torness Power Station with potential off site, radiological consequences. 3.13 Torness Power Station has a Local Liaison Committee (LLC). In addition to East Lothian Council representatives and members of local interest groups, the LLC includes representation from Elected Members and appropriate officials from the City of Edinburgh Council. The LLC normally meets annually in March or April but can be convened at other times as required. 3.14 The Scottish Government promotes the concept of Community Resilience which aims to equip local communities with information, contacts, training and other resources to improve the areas ability to react and recover from a variety of incidents. The City of Edinburgh Council has completed a community resilience pilot project in two areas of the City and following evaluation of the results, is examining how best to develop this work stream in other areas of the City. 3.15 The Council, along with other designated Category 1 Responder Organizations, works through Resilience Partnerships (Local and Regional) to examine the potential impacts, outcomes, response arrangements and mitigation measures related to the range of risks that might impact on the local area. This work is led by the Scottish Fire and Rescue Service and the information is published in Community Risk Registers available on the SFRS web site at: http://www.firescotland.gov.uk/your-safety/community-risk- register.aspx Community Risk Registers provide information on the methodology, evaluation and analysis of the key risks that may impact on the local population. Measures of success ______4.1 That the Council has staff, plans and arrangements together with training and exercise initiatives to facilitate an effective response to any form of serious incident affecting the area. Financial impact ______- 5.1 There are no significant, new financial implications arising from this report. Risk, policy, compliance and governance impact ______6.1 The actions and outputs described in this report adhere to the risk compliance policy and governance arrangements. In addition the recommendations in the report do not impact on any existing policies of the Council. Equalities impact ______Transport and Environment Committee – 7 December 2017 Page 4 7.1 There are no significant equalities implications arising from this report.

Sustainability impact ______8.1 There are no significant sustainability implications arising from this report.

Consultation and engagement ______9.1 Resilience is a statutory, cross-Council activity involving internal consultation and engagement. There is a resilience structure in place across the organisation.

Background reading / external references ______• The Civil Contingencies Act 2004; • The Civil Contingencies Act 2004 (Contingency Planning) (Scotland) Regulations 2005 (as amended 2013); and • Preparing Scotland: Scottish Guidance on Resilience published by Scottish Government

Andrew Kerr Chief Executive Contact: Mary-Ellen Lang, Resilience Manager E-mail: [email protected] | Tel: 0131 529 4686

11. Appendices

1. Extract from Minute of the City of Edinburgh Council meeting of 21 September 2017, Question No 19

Transport and Environment Committee – 7 December 2017 Page 5 Appendix 1

QUESTION NO 19 By Councillor Burgess for answer by the Convener of the Transport and Environment Committee at a meeting of the Council on 21 September 2017

Question As a category one responder, expected to be among the first to deal with any incident, has the Council assessed the possible impact of a release of radioactive material from 1) military convoys carrying nuclear warheads and high explosives by road, and 2) radioactive waste transports by rail, that pass through or near to the City?

Answer The City of Edinburgh Council works through Resilience Partnerships, in conjunction with other designated Category 1 Responder Organisations, including the Emergency and Health Services and the Scottish Environment Protection Agency (SEPA) to examine the potential impacts, outcomes, response arrangements and mitigation measures related to a range of risks that might impact on the local area. This work is led by multi agency groups, chaired by the Scottish Fire and Rescue Service (SFRS) and the information is published in Community Risk Registers available on the SFRS web site at: http://www.firescotland.gov.uk/your- safety/community-risk-register.aspx

Transport and Environment Committee – 7 December 2017 Page 6

Supplementary Question Thanks very much and I thank the Convener for her written answer. My written question was about planning in the event of an incident involving radioactive material that is transported near or through Edinburgh on a regular basis such as military convoys and nuclear power station waste from Torness. The answer provided pointed me to the East of Scotland Community Risk Register. I’m not sure if the Convener has had a chance to look at the Register but I could find no mention of radioactive material on the Register at all which is surprising and perhaps confirms a report by NukeWatch and Green MSP Mark Ruskell that Edinburgh has not conducted risk assessments on weapons convoys and has not planned how the Council would respond to an incident nor inform the public about the risks. I would be happy to provide that research report to the Convener if she would be prepared to investigate the matter further perhaps with a view to bringing a report to a future Transport and Environment Committee.

Supplementary Answer Thank you Councillor Burgess for the supplementary questions. I think that’s a deal we can strike. You give me the report and we’ll come back okay? Thank you very much.

Transport and Environment Committee – 7 December 2017 Page 7

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Enhancing Communal Bin Collections

Item number 7.7 Report number Executive/routine Executive Wards All wards Council Commitments C23

Executive Summary

Across the city there are approximately 18,000 communal bins, ranging in size from 500 litres to 3,200 litres. The frequency of collection varies but typically communal bins are serviced on a twice per week frequency. There are a number of locations across the city where bins for residents to dispose of waste to landfill are prevalent but there is a lack of recycling infrastructure and this has a subsequent impact upon the city’s recycling performance. There is a clear lack of public confidence in the communal collection system. Some locations clearly have particular ongoing issues in respect of overflowing bins and this is typically assumed to be due to failures in collection. Whilst on occasion this can be the case, there are numerous other factors that can result in overflowing bins. Issues such as trade waste abuse due to Waste Scotland Regulations and bin locations, double parking, the increasing proliferation of Air BnB, holiday lets/party flats, and a highly transient population with a lack of information on waste management expectations are all additional factors. In order to alleviate these issues Waste and Cleansing Services have developed an outline project which intends to improve the service provided to residents. In order to achieve an enhanced level of service it is proposed that collections of on-street communal bins for landfill and packaging (cardboard, cans, plastics) wastes will increase to an every other day collection service.

Increasing the frequency of collection reduces the potential for bin overflows between collections and has the potential to reduce the number of bins, and therefore maintenance and replacement requirements, by approximately 25%. In addition, and over a twelve-month period, every communal bin location across the city will be reviewed with the intention of creating a more formalised waste and recycling point for bins. This will inevitably require Traffic Regulation Orders and potentially capital works to alter the existing streetscape and is intended to be taken forward in conjunction with Roads and Active Travel colleagues. It is anticipated the project as whole may take three to five years to fully deliver.

Transport and Environment Committee – 7 December 2017 Page 2

Report

Enhancing Communal Bin Collections

1. Recommendations

It is recommended that Committee: 1.1 Approves a project to redesign the existing communal bin service; 1.2 Notes that, as part of the project, an assessment of alternative communal collection systems will be undertaken; 1.3 Approves a trial to implement every other day collection for on-street communal bins within a selected area from Ward 12 (Leith Walk); and 1.4 Agrees to receive a detailed progress report within six months.

2. Background

2.1 There are approximately 18,000 communal bins across the city, the majority of which are located on-street. Although the frequency of collection varies the majority are collected on a twice per week frequency; one of Monday/Thursday, Tuesday/Friday, or Wednesday/Saturday. 2.2 Of the total number of communal bins 1,800 of these are the large side loading static bins. Edinburgh is only one of two Councils, the other being Brighton, that use these types of bins. Although considered efficient from an operational perspective these bins do have specific problems due to their size (more prone to fly tips/house clearance) and their lack of mobility (to manoeuvre around double parked cars/vans). Additionally, if the servicing vehicles are unavailable due to breakdown then they cannot be replaced using the normal hire market and results in service disruption. 2.3 All communal bin services operate from the Seafield depot, in the East of the city. Collections are undertaken seven days per week, from 0600 to 1700 hours. 2.4 Communal bins started to be introduced as part of the containerisation project which commenced around 1997. The project initially focused upon containers for landfill and the number of bins was derived from an assumption that every resident would receive 240 litres capacity each week. Since the initial introduction many streets have subsequently changed; properties may have been turned into Houses of Multiple Occupation, gap sites may have been developed, and the number of bins has increased as the requirement to provide recycling has evolved.

Transport and Environment Committee – 7 December 2017 Page 3

2.5 It is not however always possible to provide recycling bins alongside landfill bins due to existing parking restrictions or available space on the street. In many cases the bins themselves demonstrate their age and have a detrimental impact on the local environment. 2.6 The communal bin service, over the course of 2017, January excepted, attracts between 1,000 and 1,500 complaints per month. The individual bin service, in comparison, attracts more complaints per month but the number of bins this covers is vastly more and so has substantially less of a ‘failure’ rate. It should however be noted that the number of complaints against communal bins do not necessarily reflect a failed collection. The number of individual collections per month amounts to in the region of 1.6m collections, so 0.094% of potential collections attract a complaint. With regard to communal bins, the number of collections carried out is approximately 100,000 per month so 1 – 1.5% attract a complaint, ten times the number on individual collections.

2.7 Failed collections can occur as a result of a number of factors. The introduction of the Waste Scotland Regulations placed a legal duty on businesses to separate out waste into a number of different streams. As previous surveys have demonstrated around 49% of businesses in Edinburgh do not have a complete trade waste contract in place. This inevitably leads to commercial waste in domestic bins and resultant overflows. Double parking across bins, particularly side loading bins, results in failed collections and although access will be attempted later on the scheduled collection day this does not guarantee bins will be emptied. Increases in the number of holiday lets/party flats and increasing numbers of Air BnB type properties place increasing strain on existing communal bins and inappropriate use inevitably leads to overflowing bins.

Transport and Environment Committee – 7 December 2017 Page 4

3. Main report

3.1 Officers believe that an increase in the frequency of collection for on-street communal bins will reduce the opportunity for instances of overflows. As a result of increasing the frequency of collection the number of bins required on-street could reduce by up to 25%. A review of all communal bin locations and types also allows for the opportunity to ensure that recycling bins are co-located with landfill bins wherever possible to further increase the city’s recycling rate. Project Design 3.2 In order to deliver a project of this complexity a number of stages will be undertaken. 3.2.1 An outline modelling exercise is being undertaken to analyse bin numbers, locations, routes and current productivity to confirm required resources. It is anticipated that this exercise will be complete by the end of February 2018. 3.2.2 As the detailed analysis is being undertaken a trial will also be delivered. The purpose of the trial will be to verify the number of bins able to be serviced on individual shifts and will be undertaken within existing resources. The measures of success of the trial will focus on three performance indicators; missed bins, street cleansing requests, and fly tipping requests. 3.2.3 Should approval be granted for this project Officers from the service will start reviewing existing locations across the city. Each location review will focus on the optimum location(s) within a street for a formalised waste and recycling point. It is intended part of the assessment criteria will include walking distance for residents and the flow of pedestrians within a street and any impact on parking provision. This stage of the project will also consider whether the use of bin housings (such as those examples in the pictures below) is feasible.

Transport and Environment Committee – 7 December 2017 Page 5

3.2.4 This stage of the project will be undertaken in conjunction with Locality and Roads colleagues as Officers are aware of possible duplication. Potential to co-locate bin storage and cycle storage will be investigated with Active Travel colleagues and the integration of electric vehicle charging points will be considered. The roll out of new bins sites will also consider existing parking zones. It is anticipated that this stage of the project will take twelve months. 3.2.5 Following the motion to Council on 21 September 2017 research will be undertaken on alternative communal collection methods. As part of this project it proposed that the use of large side loading bins will be reviewed. The results of this exercise will be reported within six months. Project Rollout 3.3 Following the review of existing and future provision within each street Traffic Regulation Orders (TROs) will require to be submitted to alter sites and undertake any site works. Locations requiring site works will be cross referenced with scheduled road and footpath investment within Place Management to minimise disruption to residents. TROs can take anything between twelve and eighteen months to determine and implement changes and as a result of this, and the review of individual locations, it is anticipated the overall project may take three to five years to fully deliver. Communication and Consultation 3.4 As changes are made within each street each resident will receive an information pack introducing the new site and containing information on materials to be deposited in each bin, how to manage their waste effectively, and how to appropriately dispose of bulk items. Continuing actions from the Waste and Cleansing Improvement Plan the service will continue to work with private and social landlords and universities to ensure new tenants have access to the information. 3.5 As Members will be aware the service recently commissioned Changeworks to host an online survey to better understand resident’s attitudes to communal bins and recycling. Initial findings will be shared with members when available.

Transport and Environment Committee – 7 December 2017 Page 6

4. Measures of success

4.1 The number of complaints about communal collection services, fly tipping reports, and street cleansing complaints will reduce. 4.2 Customer satisfaction with waste and cleansing, as measured by the Edinburgh People’s Survey, will increase. 4.3 Recycling performance will increase. This can be measured through comparison of tonnages collected from communal services prior to, during, and after the project is delivered.

5. Financial impact

5.1 There will inevitably be financial implications by increasing the frequency of collections. As the project matures the financial impact will be better defined as a reduction in the number of bins on-street will have associated financial benefits in reducing maintenance requirements. 5.2 Outline financial and performance modelling will be undertaken as part of the review and any requirement for additional funding will be quantified. 5.3 The detailed financial implications will be outlined following detailed modelling and the bin location review and will subsequently be reported to Committee at a future date.

6. Risk, policy, compliance and governance impact

6.1 There are no perceived governance, policy or risk implications associated with this report or the project itself. Where policy changes may be required as a result of the actions within the communal bin project, these matters will be taken forward by way of a separate report to the relevant committee for approval.

7. Equalities impact

7.1 There are no identified equalities impacts resulting from this report.

8. Sustainability impact

Transport and Environment Committee – 7 December 2017 Page 7

9. Consultation and engagement

9.1 Changeworks were commissioned by the Council to undertake a consultation exercise on communal bin collections. The purpose of this consultation was to better understand how residents currently use the services and some of the barriers towards using the service, particularly recycling. 9.2 The consultation closed on the 23 October 2017. 9.3 The findings from the Consultation will be circulated to Committee Members when available.

10. Background reading/external references

10.1 None.

Paul Lawrence Executive Director of Place Contact: Andy Williams, Waste and Cleansing Manager E-mail: [email protected] Tel: 0131 469 5660

11. Appendices

None

Transport and Environment Committee – 7 December 2017 Page 8 Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Place Directorate - Revenue Monitoring 2017/18 –

month five position

Item number 7.8 Report number Executive/routine Executive Wards All Council Commitments None

Executive summary

The report sets out the projected month five revenue budget monitoring position for Place Directorate. Operational cost pressures are being faced by the service, predominantly within the Waste and Cleansing and Roads service areas. At month five, management actions had been identified and delivered to address some of the continuing structural budget deficit, in year operational pressures and approved savings. This left a projected unfunded budget pressure of £4.430m. A corresponding set of management actions has been developed to fully offset these pressures and while a number of risks remain around their subsequent delivery, a break-even position is being forecast at this time. Place Directorate remains fully committed to making all efforts to deliver identified mitigations. This will be realised by enforcing reductions in discretionary spend, augmentations to existing improvement plans and seeking to accelerate action planned for 2018/19. Progress will continue to be reported in respect of mitigation delivery.

Report

Place Directorate - Revenue Monitoring 2017/18 – month five position

1. Recommendations

1.1 It is recommended that the Transport and Environment Committee notes: 1.1.1 that Place Directorate has now identified proposed remedial measures to fully address existing budget pressures and while a number of risks remain around delivery of these mitigating actions, a break-even position is now being forecast. 1.1.2 that approved savings in 2017/18 totalling £7.323m are currently 81% on target to be delivered; £5.916m. Place identified remedial measures include management plans to deliver the remaining savings.

2. Background

2.1 The total 2017/18 approved gross budget for Place Directorate is £197.800m. The net budget is £63.920m after adjusting for income from other parts of the Council, external grants and other income. 2.2 This report sets out the projected overall position for the Place Directorate revenue expenditure budget for 2017/18 at month five of the financial year.

3. Main report

Month Five Position 3.1 Place Directorate faces significant budget pressures in 2017/18 in respect of continuing structural budget deficits, identified in year pressures and approved 2017/18 savings. Management action has already been successfully delivered to address elements of this, leaving an unfunded budget pressure at month five of £4.430m. A corresponding set of management actions has now been developed to fully offset pressures and while a number of risks remains around their subsequent delivery, a break-even position is being forecast at this time. 3.2 The suite of management actions includes examination of opportunities to develop the supporting detail of the improvement plans for Roads and Waste and Cleansing service areas with a view to offsetting in year pressures and re-

Transport and Environment Committee – 7 December 2017 Page 2 attaining financial sustainability in these areas over the medium term. Improvements towards achieving a balanced budget have materialised month on month and we expect this to continue. 3.3 An analysis of the projected budget pressures with quantification of further planned management action to be delivered to deliver a balanced budget is provided in Appendix 1.

Savings Implementation Plans 3.4 The revenue budget approved by Council on February 2017 requires Place Directorate to achieve incremental savings of £7.323m in 2017/18. These are detailed in Appendix 2. 3.5 A red, amber, green (RAG) analysis is undertaken in consultation with Heads of Service. Delivery of all savings is monitored monthly by the Place Senior Management Team. At month five this indicated that 81% of these savings, £5.916m were assessed as green or amber. The RAG analysis is shown graphically in the following chart:

3.6 Actions have been identified to deliver the remainder of the savings within the wider management action planned by the Directorate. Progress in the delivery of the savings programme is reviewed regularly.

Risks 3.7 Whilst, a break-even position is forecast, at month five, projected unfunded budget pressures of £4.430m were identified with corresponding mitigations. The most significant financial risks in the Place Directorate revenue budget for 2017/18 are: 3.7.1 The main budget pressure and therefore risk resides within Waste Services. There is a continuing structural budget issue in this area. To address this there is a four year plan spanning 2017-2020 to bring the collective Environment service into a balanced budget position. Within the mitigations referred to in 3.1 to deliver a balanced budget, £2.980m refer to Environment and relate to cost efficiencies from full implementation of transformation savings, planned de-fleeting of vehicles and the winding down of current rail haulage arrangements.

Transport and Environment Committee – 7 December 2017 Page 3 3.7.2 As with the Waste and Cleansing service, there is an improvement plan to bring the Roads service into a balanced budget position. £1.000m of the mitigations referred to are in respect of planned improvements in this service. 3.7.3 It is the responsibility of the Executive Director of Place to deliver an overall balanced revenue budget and all areas of the Directorate have been tasked with delivering challenging efficiency targets and bringing forward initiatives to assist. Whilst there is evidence of significant progress towards the delivery of savings targets and mitigating measures identified where savings targets are not being fully achieved during 2017/18, full realisation of savings targets will continue to be tracked and reported to service management teams. Alternative savings measures will be developed, where a risk emerges as to the achievement of existing proposals. 3.7.4 Some of the management actions that have already been identified are one-off in nature, meaning that, although they assist in addressing the immediate challenge in 2017/18, a permanent sustainable solution still needs to be identified. Work is ongoing to identify options to achieve a permanent solution. 3.7.5 Place Directorate is committed to delivering mitigating management action to address identified budget pressures on an ongoing basis and will continue to report on progress towards the delivery of a balance budget in 2017/18.

4. Measures of success

4.1 The measure of success is the achievement of a balanced revenue budget position for Place Directorate. Place Directorate has been working to identify, as a priority, proposed remedial measures on an ongoing basis and, based on provisional month five monitoring, actions have now been developed to address identified unfunded pressures.

5. Financial impact

5.1 The report projects that Place Directorate expenditure and income will be within approved budget once identified mitigations are delivered. Attainment of this position is subject to the active management of financial risks and, where appropriate the taking of timely remedial action.

6. Risk, policy, compliance and governance impact

6.1 The delivery of a balanced budget outturn for the year is the key target, monthly progress has been made in the identification and delivery of mitigation actions

Transport and Environment Committee – 7 December 2017 Page 4 on both a one off and recurring basis. This approach will continue to be complied with. The risks associated with cost pressures, and savings delivery targets are regularly monitored and reviewed by the Place Senior Management Team, and management action is taken as appropriate.

7. Equalities impact

7.1 There are no negative equality or human rights impacts arising from this report.

8. Sustainability impact

8.1 There are no impacts on carbon, adaptation to climate change or sustainable development arising from this report.

9. Consultation and engagement

9.1 As is the norm, there has been no external consultation or engagement in producing this report.

10. Background reading/external references

None

Paul Lawrence Executive Director of Place Contact: Susan Hamilton, Principal Accountant E-mail: [email protected] Tel: 0131 469 3718

11. Appendices

1 – Place Directorate Revenue Budget Monitoring 2017/18 – Month Five position. 2 – Place Directorate – Approved Revenue Budget Savings 2017/18.

Transport and Environment Committee – 7 December 2017 Page 5 Appendix 1

Place Directorate Revenue Budget Monitoring 2017/18 Month Five position

Forecast Revenue Outturn by Service Area

Service Area Realigned Projected Projected Planned Adjusted 2017/18 2017/18 2017/18 2017/18 2017/18 Budget Outturn Variance Mitigations Outturn £m £m £m £m* £m Place Management 51.320 55.770 4.450 (3.980) 0.470 Place 3.998 3.998 0.00 (0.450) (0.450) Development Culture 8.602 8.582 (0.020) 0.000 (0.020) Total Net 63.920 68.350 4.430 (4.430) 0.000 Expenditure

*Planned Mitigations Include –

• Waste haulage efficiencies. • Implementation of Roads improvement plan initiatives. • Further implementation of Environment transformation programme including reduction of overtime and agency usage. • De-fleeting cost efficiencies.

Transport and Environment Committee – 7 December 2017 Page 6 Appendix 2

Place Directorate Approved Revenue Budget Savings 2017/18

Savings 2017/18 Area Division £m Management Environment -0.089 Management Housing and Regulatory Services 0.322 Management Planning and Transport 0.311 Culture Third Party Payments Culture 0.155 Culture service restructure Culture 0.123 Review funding arrangements for Winter Festivals Culture 0.400 Develop workforce plans and review staffing mix Culture 0.076

Assembly Rooms - additional income each year until 2017/18 Culture 0.050 Usher Hall - additional income each year until 2017/18 Culture 0.036 Museums - additional income each year until 2017/18 Culture 0.032 Increased income for Scott and Nelson Monuments Culture 0.010 Additional income from Assembly Rooms, Usher Hall and Museums Culture 0.184 Workforce savings Economy 0.010 Economy Third Party Payments Economy 0.154 Public Health Environment 0.154 Parks and Greenspace Environment 0.236 Task Force Environment 0.383 Waste Services Environment 0.364 Efficiencies in the Waste Service Environment 0.000 Reduce internal transport Environment 0.100 In-source - efficient use of vehicles Environment 0.050 Additional savings through internal improvement plan Environment 0.009 Passenger Operations Environment 0.063 Licensing and Trading Standards Housing and Regulatory Services 0.040 Stop Repairs and Maintenance of Stair Lighting Service in Housing and Regulatory Services 0.250 TransportTenements Planning and Transport 0.324 Increase parking charges by an average of 4.5% per year over Planning and Transport 1.050 four years Sub-total agreeing to CEC Business Plan 4.797 Place allocation of Council Wide Savings Reduce use of agency staffing by 20% by 2017/18 Environment 0.492 Reduce use of agency staffing by 20% by 2017/18 Housing and Regulatory Services 0.071 Reduce use of agency staffing by 20% by 2017/18 Planning and Transport 0.086 Reduce use of overtime Environment 0.268 Place allocation of 2017/18 Corporate Savings Agency Contract 0.221 Fees and Charges Increase 0.991 Performance Factor 0.397 Total Place savings 7.323

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Policies – Assurance Statement

Item number 8.1 Report number Executive/routine Executive Wards All Council Commitments

Executive summary

Council policies are key governance tools. They help realise the Council’s vision, values, pledges and outcomes, and are critical to the Council’s operations, ensuring that statutory and regulatory obligations are met in an efficient and accountable manner. To strengthen governance arrangements a policy framework has been developed to ensure that all current Council policies are easily accessible, and are created, revised and renewed in a consistent manner and to an agreed standard. To ensure that Council policies remain current and relevant, all Council directorates are required to review policies on annual basis.

Report

Policies – Assurance Statement

1. Recommendations

1.1 To note that the Council policies detailed in this report have been reviewed and are considered as being current, relevant and fit for purpose.

2. Background

2.1 Council policies are key governance tools. They help realise the Council’s vision, values, pledges and outcomes, and are critical to the Council’s operations, ensuring that statutory and regulatory obligations are met in an efficient and accountable manner. 2.2 To strengthen governance arrangements a policy framework has been developed to ensure that all current Council policies are easily accessible, and are created, revised and renewed in a consistent manner and to an agreed standard. This included the development of a comprehensive register of Council policies and introduction of a policy template to provide the Council with a standardised format in terms of content and style. 2.3 The Corporate Policy and Strategy Committee agreed the approach detailed above on 3 September 2013 and assurance was last provided to this committee on 17 January 2017.

3. Main report

3.1 A critical element of the policy framework is to ensure that all Council policies are fit for purpose. This requires each directorate to review, on an annual basis, all policies relevant to their services, and to provide the necessary level of assurance that these policies are current and relevant. 3.2 This report confirms that the transport and environment policies listed in the appendix have been reviewed by directorate senior management and are still considered fit for purpose. 3.3 Some policies require minor adjustments to ensure on-going currency and accuracy (for example, change in legislation). Any changes are noted and detailed, where appropriate. 3.4 All Council policies are available through an interactive directory on the Council’s website. 3.5 The Council Policies definition guide confirms what is considered a policy and what would be a strategy, procedures or guidelines. A number of documents Transport and Environment Committee – 7 December 2017 Page 2

Councillors may be familiar with such as the Waste Prevention Strategy, would not fall under the definition of a policy and would therefore not be included specifically on the Policy Register. Policies that are revised or new policies that are developed will be reported to the relevant committee using the new policy template. 3.6 At present, whilst there are adopted practices relating to service provision in Waste and Cleansing Services, there is no clear trail of governance to show the approval process for these practices. As such, a suite of policies will be brought forward to Transport and Environment Committee during the course of the coming year. Consultation on these policies will take place with members prior to submission to committee, with the policies covering:

• Kerbside Waste Collection Policies (Household Waste); • Communal Bin Collections (Household Waste); • Special Uplift Policy; • Community Recycling Centres; • Collection and Disposal of Waste from Places of Worship; • Collection and Disposal of Waste from Charities; • Trade Waste Disposal; • Waste from Council Premises; and • Provision of Service to New Housing Developments.

4. Measures of success

4.1 Access to up-to-date and relevant Council policies, for internal and external stakeholders, which are quality assured and reviewed on an annual basis.

5. Financial impact

5.1 There are no direct financial impacts as a result of this report.

6. Risk, policy, compliance and governance impact

6.1 Increased accountability, transparency and efficiencies concerning Council actions and operations.

7. Equalities impact

7.1 There are no equalities impacts as a result of this report.

Transport and Environment Committee – 7 December 2017 Page 3

8. Sustainability impact

8.1 There is no sustainability impact as a result of this report.

9. Consultation and engagement

9.1 Consultation was undertaken with directorates and service areas as part of the development of a policy framework for the Council.

10. Background reading/external references

10.1 Corporate Policy and Strategy Committee Report 3 September 2013 – Review of Council Policy

10.2 Governance, Risk and Best Value Committee Report 22 May 2014 – Review of Council Policy: up-date

Paul Lawrence Executive Director of Place Contact: Gareth Barwell, Head of Place Management E-mail: [email protected] | Tel: 0131 529 5844 Contact: Michael Thain, Head of Place Development E-mail: [email protected] | Tel: 0131 529 2426

11. Appendices

Appendix 1 - Assured Policies

Transport and Environment Committee – 7 December 2017 Page 4

Appendix 1 – Assured Policies

Policy title: Edinburgh Park Events Manifesto

Approval date: 26 August 2014

Approval body: Transport & Environment Committee

Review process: Reviewed in February 2015 by Parks & Greenspace Manager as fit for purpose. Annual Review of Events in Parks reported to Transport and Environment Committee (next report due in March 2017)

Change details: Changes required

Policy title: Allotment Strategy

Approval date: 2 August 2011

Approval body: Transport & Environment Committee

Review process: Scottish Government Guidance was issued in 2015 and the Strategy is currently under review, including consultation with relevant stakeholders. A revised strategy will be brought to committee for approval in early 2017.

Change details: No changes to approved policy

Policy title: Play Area Action Plan

Approval date: 12 June 2012

Approval body: Transport & Environment Committee

Review process: Reviewed in February 2016 by Parks & Greenspace Manager as fit for purpose. Formal Review in 2017

Change details: No changes to approved Policy

Transport and Environment Committee – 7 December 2017 Page 5

Policy title: Presentation Seats Policy

Approval date: 9 February 2010

Approval body: Transport & Environment Committee

Review process: Fees are reviewed annually at Full Council budget meeting. Reviewed in February 2015 by Parks & Greenspace Manager as fit for purpose.

Change details: No changes to approved policy

Policy title: Parks & Greenspaces - Management Rules

Approval date: 31 January 2013

Approval body: Transport & Environment Committee

Review process: Formal review in 2023. Reviewed in February 2015 by Parks and Green Space Manager as fit for purpose.

Change details: No changes to approved policy

Policy title: Storage and Presentation of Trade Waste on Roads and

Other Public Land

Approval date 28 October 2014

Approval body: Transport & Environment Committee

Review process: City wide implementation subject to regular update reports to Transport and Environment Committee.

Change details: No changes to approved policy

Policy title: Local Transport Strategy 2014 - 2019

Approval date 14 January 2014

Approval body: Transport & Environment Committee

Transport and Environment Committee – 7 December 2017 Page 6

Review process: To be reviewed 2019, the Strategy will then be amended and reported to committee.

Change details: No changes to approved policy

Transport and Environment Committee – 7 December 2017 Page 7

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Review of Edinburgh Design Guidance - referral from the Planning Committee

Item number Report number Executive/routine Wards Council Commitments

Executive Summary

On 12 October 2017 the Planning Committee considered a report by the Executive Director of Place on the consultation responses to the draft revised Edinburgh Design Guidance.

Terms of Referral

Review of Edinburgh Design Guidance

Terms of Referral

1.1 On 12 October 2017 the Planning Committee considered the attached report by the Executive Director of Place on the consultation responses to the draft revised Edinburgh Design Guidance.

1.2 The Edinburgh Design Guidance (the Guidance) was approved by Planning Committee in May 2013. As detailed in the 2 March 2017 report to Planning Committee, although the Guidance is viewed as having been effective in promoting good design, it was considered a revision could strengthen it through integration and simplification of the Parking Standards for Development Management (Parking Standards) which are viewed as overly complex, and aligning the three interlinked guidance documents of the Guidance, the Edinburgh Street Design Guidance (ESDG), and Parking Standards.

1.3 The entire draft revised Guidance was the focus of the consultation exercise, this included a consultation survey focussing on the key changes proposed, namely key views to the Forth Bridge World Heritage Site, new guidance for Build to Rent housing, and revised Parking Standards.

1.4 The Council’s Parking Standards, approved by Planning Committee in December 2009, are a tool for controlling parking numbers and managing the levels of traffic associated with new development. As the Parking Standards were developed eight years ago, a review was required to, build on experience ascertained through their use in practice, respond to National Policy developments that have subsequently arisen; consider the relationship of the Standards with public transport accessibility; consider best practice elsewhere; and reflect on the increased priority given to cycling and walking in Edinburgh, and the advent and growth of electric vehicles.

1.5 Some of the key propositions were explored through the consultation survey, which demonstrated general support for the propositions. Support ranges from over half the respondents to over three-quarters of respondents, whilst levels of those non- supportive range from one-tenth to one-third, with the exception being 38% of respondents not supporting the removal of the minimum level requirement for car parking in new developments. The concern being that if insufficient parking is provided by a development there will be over-spill parking onto surrounding streets.

1.6 This was previously explored through the Parking Standards working group and a clear process has been established in the Guidance to determine and address potential parking over-spill issues. Applicants must provide supporting transport information which should include walking, cycling, public transport and car club considerations, as these alternative modes can help to offset journeys by private

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car and, in turn, the levels of car parking requirements. Additionally, the provision of parking surveys (undertaken both day and night), will be required to provide location-specific information on parking pressures in surrounding streets. Collectively, this supporting information will help officers to determine appropriate parking levels for each development.

1.7 The Guidance also introduces a new parking standard for smaller format food retailer shops which have increased in prominence since the 2009 Parking Standards were created. By introducing a new standard, this provides a slightly higher level of parking provision (specifically in Zone 2) when compared with the values outlined in the 2009 Parking Standards. This slight increase will not create a situation where such shops have many more car parking spaces, as the reality over recent years was that actual levels of parking provision often exceeded parking levels outlined in the 2009 Parking Standards, due in-part to planning permission appeals, or site-specific reasons (i.e lack of on-street parking). Therefore, whilst the new standards themselves are slightly less stringent than previously, it is felt that they will better balance the needs of accommodating parking demand, whilst mitigating the potential issue of over-spill parking.

1.8 In addition to the specific points raised through the consultation exercise, a number of unrelated comments were made regarding the broader proposals to remove minimum standards, as well as the provision of maximum standards. A review of cities across the UK (and indeed overseas) that have developed Parking Standards in more recent years confirms that parking minimums are rarely proposed.

1.9 Edinburgh seeks to promote better placemaking, walking, cycling and public transport and is aligning itself with current practice elsewhere.

1.10 For points raised relating to electric vehicles, in addition to introducing a minimum requirement for Electric Vehicle charge point provision, the Guidance provides technical details regarding charge point infrastructure.

1.11 With regard to cycle standards for visitors, whilst the 2009 Parking Standards asked for both visitor and employee parking spaces for the majority of developments, the two types of provision rarely materialised. The revised draft Guidance sets out the need for two types of cycle parking provision as well as the number of spaces required. For the majority of developments, this continues to be a two level requirement, covering long (employee) and short-stay (customer) parking. Another important aspect covered in the Guidance is the quality of provision, and details will be provided in the Street Design Technical Manual factsheets ‘Cycle parking in new developments’ later in 2017/18.

1.12 In terms of the provision for disabled motorists, accessible car parking spaces are supported by minimum parking requirements (as with cycling and electric vehicle provision). In most instances, the minimum requirement for accessible parking provision has increased, reflecting British Standards BS8300:2009 (Changing Places). The specific section in the Guidance has been updated to provide more detail regarding accessible parking.

1.13 Critically, the draft revised Guidance also emphasised that where car parking is needed its visual impact can be significantly reduced through design-led and place

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specific approaches. Such a design led approach which integrates parking within developments to ensure places for people and not cars, was advocated by the Edinburgh Urban Design Panel. Following the overall consultation, it was established, however, that more was required to demonstrate what is meant by design-led approaches. Technical guidance including diagrams has therefore now been provided to emphasise a range of parking solutions that put placemaking first.

1.14 The remit of Transport and Environment Committee is to oversee the Council’s responsibilities under roads and transport legislation, so the alignment of the ESDG into the finalised Guidance needs to be considered. Once approved and merged with the existing ESDG, the Guidance will be published online and the 2009 Parking Standards for Development Management document will be superseded and removed from the Council’s website The Planning Committee agreed: 1. The response to the issues raised from the consultation on the draft revised Edinburgh Design Guidance;

2. To approve the revisions to parts 1, 2 and 3 of the finalised Edinburgh Design Guidance;

3. To note that the Edinburgh Street Design Guidance (ESDG) will be embedded as a new part 4 of the Edinburgh Design Guidance following consideration by the Transport and Environment Committee; and

4. To refer the report to the Transport and Environment Committee for noting in respect of revised standards for car parking

2. For Decision/Action

2.1 The Transport and Environment Committee is asked to note the revised standards for car parking

Background reading/external references

Planning Committee, 12 October 2017

Laurence Rockey Head of Strategy and Insight Contact: Stephen Broughton, Committee Services E-mail: [email protected] | Tel: 0131 529 4261

Appendices

Appendix 1 - Housing Land Audit and Delivery Programme 2017 – report by the Executive Director of Place

Transport and Environment Committee – 7 December 2017 Page 4

Planning Committee

10.00am, Thursday, 12 October 2017

Review of Edinburgh Design Guidance

Item number Report number Executive/routine Executive Wards All Council Commitments

Executive Summary

The purpose of this report is for the Committee to consider the consultation responses to the draft revised Edinburgh Design Guidance, note the inclusion of the Edinburgh Street Design Guidance (ESDG) into the finalised Edinburgh Design Guidance, and to seek approval for the finalised Edinburgh Design Guidance.

The report also seeks approval for the referral of the finalised Edinburgh Design Guidance to the Transport and Environment Committee for information.

Report

Review of Edinburgh Design Guidance

1. Recommendations

1.1 It is recommended that the Planning Committee: 1.1.1 agrees the response to the issues raised from the consultation on the draft revised Edinburgh Design Guidance; 1.1.2 approves the revisions to parts 1, 2 and 3 of the finalised Edinburgh Design Guidance; 1.1.3 notes that the Edinburgh Street Design Guidance (ESDG) will be embedded as a new part 4 of the Edinburgh Design Guidance following consideration by the Transport and Environment Committee; and 1.1.4 refers this report to the Transport and Environment Committee for noting in respect of revised standards for car parking.

2. Background

2.1 Scottish Planning Policy (SPP, 2014) states that Planning’s purpose is to create better places and Planning should take every opportunity to create high quality places by taking a design-led approach. This directly links the idea of placemaking with good design. The Edinburgh Design Guidance is the Council’s key policy document which addresses placemaking and design. 2.2 On 2 March 2017, Planning Committee approved the draft revised Edinburgh Design Guidance for consultation. The outcomes of the various consultation exercises and proposed amendments to the Guidance are detailed through this report.

3. Main Report

3.1 The Edinburgh Design Guidance (the Guidance) was approved by Planning Committee in May 2013. As detailed in the 2 March 2017 report to Planning Committee, although the Guidance is viewed has been effective in promoting good design, a revision could strengthen it through: 3.1.1 a greater emphasis on placemaking; 3.1.2 recognising and reflecting changes to policy and guidance nationally, Placemaking (2014) and Low Emissions (2015), and locally, Local Development Plan (2016);

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3.1.3 integration and simplification of the Parking Standards for Development Management (Parking Standards) which are viewed as overly complex; 3.1.4 aligning the three interlinked guidance documents of the Guidance, the ESDG, and Parking Standards; 3.1.5 introducing new content covering Parking Standards, Build to Rent housing, views to the Forth Bridge World Heritage Site, and environmental protection; and 3.1.6 updating content in some sections, notably the water environment section. 3.2 The entire draft revised Guidance was the focus of the consultation exercise (detailed under section 9 of this report Consultation and Engagement). This included a consultation survey (see Appendix 1) focussing on the key changes proposed, namely key views to the Forth Bridge World Heritage Site1, new guidance for Build to Rent housing, and revised Parking Standards. 3.3 While a diverse range of consultation feedback was received covering the broader document/topic areas, feedback tended to concentrate on the revised Parking Standards, and new Guidance for Build to Rent housing. Due, however, to the varying nature of responses received, specific feedback points (see Appendix 2) that were cited by three or more respondents are explored further. Parking Standards for Development Management (Parking Standards) 3.4 The Council’s Parking Standards, approved by Planning Committee in December 2009, are a tool for controlling parking numbers and managing the levels of traffic associated with new development. As the Parking Standards were developed eight years ago, a review was required to: 3.4.1 build on experience ascertained through their use in practice; 3.4.2 respond to National Policy developments that have subsequently arisen; 3.4.3 consider the relationship of the Standards with public transport accessibility; 3.4.4 consider best practice elsewhere; and 3.4.5 reflect on the increased priority given to cycling and walking in Edinburgh, and the advent and growth of electric vehicles. 3.5 Some of the key propositions were explored through the consultation survey, which demonstrated that: 3.5.1 two-thirds of respondents agreed (40% of these strongly agreed) that where a new development is well served by public transport, there is less need for car parking spaces, whilst 28% disagreed (6% of these strongly disagreed);

1 87% of respondents agreed with the four new protected views to the Firth Bridge from Edinburgh (47% of these strongly agreed). No new views were suggested, that are not already protected in the Guidance.

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3.5.2 just over half (54%) agreed that the removal of a minimum level requirement for car parking in new developments will help to manage the number of parked cars (almost one-third strongly agreed: 31%), whilst over one-third disagreed (38%, 15% of these strongly disagreed); 3.5.3 60% agreed that the provision of a maximum level requirement for car parking in new developments will help to manage the number of parked cars (28% strongly agreed), whilst one-quarter of respondents disagreed (4% of these strongly disagreed); 3.5.4 over three-quarters agreed (77%, 29% of these strongly agreed) that the provision of electric charge point provision in new developments will increase the use of electric vehicles, whilst one-tenth disagreed (nobody strongly disagreed); and 3.5.5 57% agreed that there is less need for private parking spaces if a new development contains designated car club vehicles and spaces (just over one-quarter strongly agreed: 26%), whilst almost one-third disagreed (31%, 4% of these strongly disagreed). 3.6 The survey results show that there is general support for the propositions. Support ranges from over half the respondents to over three-quarters of respondents, whilst levels of those non-supportive range from one-tenth to one-third, with the exception being 38% of respondents not supporting the removal of the minimum level requirement for car parking in new developments. 3.7 The key points (cited by three or more respondents) relating to Parking Standards raised through the broader consultation exercise are provided in Appendix 2, and are explored as follows. 3.8 A relatively high level of concern was expressed at the removal of the parking minimum. The concern being is that if insufficient parking is provided by a development there will be over-spill parking onto surrounding streets. This was previously explored through the Parking Standards working group as detailed in 2 March report to Planning Committee and a clear process has been established in the Guidance to determine and address potential parking over-spill issues. Applicants must provide supporting transport information which should include walking, cycling, public transport and car club considerations, as these alternative modes can help to offset journeys by private car and, in turn, the levels of car parking requirements. Additionally, the provision of parking surveys (undertaken both day and night), will be required to provide location-specific information on parking pressures in surrounding streets. Collectively, this supporting information will help officers to determine appropriate parking levels for each development. 3.9 The Guidance also introduces a new parking standard for smaller format food retailer shops which have increased in prominence since the 2009 Parking Standards were created. By introducing a new standard, this provides a slightly higher level of parking provision (specifically in Zone 2) when compared with the values outlined in the 2009 Parking Standards. This slight increase will not create a situation where such shops have many more car parking spaces, as the reality over recent years was that actual

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levels of parking provision often exceeded parking levels outlined in the 2009 Parking Standards, due in-part to planning permission appeals, or site-specific reasons (i.e. lack of on-street parking). Therefore, whilst the new standards themselves are slightly less stringent than previously, it is felt that they will better balance the needs of accommodating parking demand, whilst mitigating the potential issue of over-spill parking. 3.10 In addition to the specific points raised through the consultation exercise, a number of unrelated comments were made regarding the broader proposals to remove minimum standards, as well as the provision of maximum standards. A review of cities across the UK (and indeed overseas) that have developed Parking Standards in more recent years confirms that parking minimums are rarely proposed. Edinburgh seeks to promote better placemaking, walking, cycling and public transport and is aligning itself with current practice elsewhere. 3.11 For points raised relating to electric vehicles, in addition to introducing a minimum requirement for Electric Vehicle charge point provision, the Guidance provides technical details regarding charge point infrastructure. 3.12 With regard to cycle standards for visitors, whilst the 2009 Parking Standards asked for both visitor and employee parking spaces for the majority of developments, the two types of provision rarely materialised. The revised draft Guidance sets out the need for two types of cycle parking provision as well as the number of spaces required. For the majority of developments, this continues to be a two level requirement, covering long (employee) and short-stay (customer) parking. Another important aspect covered in the Guidance is the quality of provision, and details will be provided in the Street Design Technical Manual factsheets ‘Cycle parking in new developments’ later in 2017/18. 3.13 In terms of the provision for disabled motorists, accessible car parking spaces are supported by minimum parking requirements (as with cycling and electric vehicle provision). In most instances, the minimum requirement for accessible parking provision has increased, reflecting British Standards BS8300:2009 (Changing Places). The specific section in the Guidance has been updated to provide more detail regarding accessible parking. 3.14 Critically, the draft revised Guidance also emphasised that where car parking is needed its visual impact can be significantly reduced through design-led and place specific approaches. Such a design led approach which integrates parking within developments to ensure places for people and not cars, was advocated by the Edinburgh Urban Design Panel (see section 9 of this report Consultation and Engagement, and Appendix 3). Following the overall consultation, it was established, however, that more was required to demonstrate what is meant by design-led approaches. Technical guidance including diagrams has therefore now been provided to emphasise a range of parking solutions that put placemaking first. Housing mix and size 3.15 Feedback on the housing mix and size section of the Guidance related to the residential floorspace standards.

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3.16 A number of respondents sought amendments to the standards so that they referred to the number of persons staying within a dwelling as opposed to solely referring to bedroom numbers. However, the number of persons staying in a dwelling cannot be controlled and does not directly determine a unit size in the same way that bedroom numbers do. 3.17 It is considered that the range of unit sizes based on the number of bedrooms covers a wide range of options from single person dwellings to those for growing families. The Guidance therefore meets the terms of Local Development Plan Policy Hou 2 ‘Housing Mix’ and no changes are proposed. Build to Rent 3.18 A new section in the draft revised Guidance addresses recent innovations in the Private Rented Sector (PRS), and the growth in proposals by major operators for the development and long-term management of housing for rent. This is commonly referred to as Build to Rent (BTR). The draft revised Guidance acknowledged the role that BTR development can have in expanding Edinburgh’s housing mix and set out the key characteristics of BTR housing, as informed by recent experiences in Scotland and England. The draft revised Guidance also emphasised that BTR is mainstream housing and therefore relevant Local Development Plan policies and guidance will apply. 3.19 In terms of design, the draft revised Guidance suggested that a level of flexibility against amenity standards relating to floorspace and the percentage of single aspect units may be applied in certain circumstances where evidence of the quality of the accommodation and particularly, the provision of high quality shared facilities, justifies an exception. The draft revised Guidance noted that any deviations from the Council’s standards will require to be fully justified on a case by case basis. 3.20 The principle of BTR housing and the proposed approach to design flexibility were explored through consultation survey questions which demonstrated that: 3.20.1 three quarters (75%) of respondents agreed (23% of these strongly agreed) that BTR housing can make a positive contribution to the housing mix in Edinburgh, whilst 23% disagreed (9% of these strongly disagreed). 14% of respondents neither agreed nor disagreed; and 3.20.2 just over half (52%) agreed with the design approach which suggested flexibility to some amenity standards subject to the quality of the development (4% strongly agreed), whilst a quarter disagreed (25%, 7% of these strongly disagreed). 23% of respondents neither agreed nor disagreed. 3.21 The overall consensus from the consultation survey is that there is support for the principle that BTR can make a positive contribution to the housing mix in Edinburgh. However, the consequential flexibility in the design approach presented a number of concerns among respondents and views were less supportive on this issue. 3.22 When consulting the Edinburgh Urban Design Panel (see section 9 of this report Consultation and Engagement, and Appendix 3), BTR discussions centred on

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adaptability, amenity, layout, and design quality, as well as good practice examples from elsewhere. 3.23 The key points relating to BTR developments raised through the broader consultation exercise are provided in Appendix 2, and are explored as follows. 3.24 In terms of concerns raised regarding the longevity of individual tenures, this cannot be controlled through the Planning system. However, research suggests that BTR schemes will, as a norm, offer longer tenancy agreements of three years or more compared to traditional private rented sector properties where tenancies offered are usually no longer than 12 months at a time. No change to the Guidance is therefore proposed with regard to this matter. 3.25 With respect to maintaining BTR schemes in the private rented sector, emerging practice in England has seen local authorities enter into a covenant with developers to ensure they remain in rental use for the longer term e.g. 15 years or more. The use of a covenant would be particularly relevant where flexibility has been applied to the amenity standards in response to the delivery of the BTR model e.g. shared facilities to be professionally managed by a single landlord, as there is concern these facilities would not be available/maintained if the units were sold individually. This mechanism would be delivered through a legal agreement and can be explored further in practice on a case by case basis. Further clarification has been added to the draft revised Guidance in response to this. 3.26 With respect to concerns that BTR developments will be used for short stay commercial visitor accommodation, both the Council (cross-service working group of officers) and Scottish Government are exploring how this type of use can be made distinctive from mainstream housing through legislation. Currently there is limited scope to control such matters as the Planning system can only intervene where there has been a material change in use (e.g. from residential to hotel). No change to the Guidance is proposed with regard to this matter. 3.27 With regard to concern over BTR developments reverting to student accommodation, the Planning system has no power to control whether a student or non-student resides in a residential development once built, as student housing is classed as mainstream housing. New purpose-built student accommodation will continue to be controlled though Local Development Plan Policy Hou 8 ‘Student Accommodation’, while the primary market for BTR developments appears to gear more towards young professionals. No change to the Guidance is therefore proposed with regard to this issue. 3.28 Due to concerns raised over the relaxation of amenity standards, changes to the Guidance include a statement confirming that flexibility in the standards will be applied only in exceptional circumstances; comparative floorplan diagrams to demonstrate that even if overall floorspace is reduced, it does not have to result in a reduction in habitable space or internal storage; acknowledgment that the creation of more open plan units relates in part to the removal of non-habitable space such as lobbies; and confirmation that the retention of the homes for rent for a specified time period is particularly relevant where flexibility has been applied to amenity standards.

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3.29 Concerns raised regarding the standard of communal facilities are addressed through the emphasis that they should be high quality, accessible and safe. The Planning system, however, has no power to ensure that these facilities are maintained to a high standard throughout the lifetime of the development. Proposals will be determined based on the information presented as part of applications for planning permission. No change to the Guidance is therefore proposed in this regard. 3.30 In response to concerns raised regarding the delivery of affordable housing, the Guidance expects compliance with the Local Development Plan affordable housing policy (policy Hou 6), and confirms that affordable homes should be tailored to meet the greatest housing need, and should preferably be owned or managed by a Registered Social Landlord (RSL). No change to the Guidance is therefore proposed in this regard. 3.31 With respect to concerns associated with the provision of accessible homes to meet the needs of people with disabilities, the Guidance similarly expects compliance with Local Development Plan housing mix policy (policy Hou 2) to meet a range of housing needs. No change to the Guidance is therefore proposed in this regard. 3.32 Overall the consultation exercise confirms support in principle for the delivery of BTR housing as a part of the housing mix in Edinburgh. Concerns raised relating to matters of detail, particularly with regard to the application of flexibility in the amenity standards, are now addressed in the Guidance through emphasising that flexibility will only be considered in exceptional circumstances on a case by case basis. Matters which fall outwith Planning control are highlighted and relate to all forms of housing development, and not solely BTR. Edinburgh Street Design Guidance (ESDG) 3.33 The committee report of 2 March 2017 regarding the draft revised Edinburgh Design Guidance, proposed the alignment of the ESDG with the finalised version of the Guidance. 3.34 The ESDG provides consolidated guidance on the design of projects that maintain, alter or construct streets (including urban paths) in Edinburgh, by adopting a design approach focused on placemaking and sustainable forms of transport. 3.35 The ESDG serves to ensure that new development proposals comply with planning policy objectives, while also ensuring the Council’s responsibilities under roads and transport legislation, including the delivery of public realm, comply with government policy. For this reason, the ESDG was approved by the Transport and Environment Committee on 25 August 2015 and Planning Committee on 3 October 2015. 3.36 The placemaking agenda and the outcome-focused approach of the Council provides clear value in bringing together the design oriented ESDG, and the Guidance, especially since new developments and their associated street environments have critical dependencies which collectively contribute to the creation of high quality places. 3.37 The existing text of the ESDG will form the new section 4 entitled ‘Designing places: streets’ in the Edinburgh Design Guidance. Minor editorial changes will ensure

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consistency with the remainder of the document but as no substantive changes from the approved ESDG are proposed, the consultation exercise did not include this subject area and committee approval is not required. This alignment will include signposting to the ESDG Technical Manual which is being developed and signed off in batches under delegated authority by the Executive Director of Place (see item 2 in section 10 of this report: ‘Background reading’) throughout 2017/18. 3.38 Appendix 5 contains the proposed finalised parts 1, 2 and 3 of the Edinburgh Design Guidance. The changes from the draft revised Edinburgh Design Guidance, approved for consultation by Planning Committee appended in for 2 March 2017, are marked in red text. Next steps 3.39 Once approved and merged with the existing ESDG, the Guidance will be published online and the 2009 Parking Standards for Development Management document will be superseded and removed from the Council’s website. 3.40 The remit of Transport and Environment Committee is to oversee the Council’s responsibilities under roads and transport legislation, so the alignment of the ESDG into the finalised Guidance needs to be considered by that committee. 3.41 The approval of, and any subsequent significant changes to, the Technical Manual for streets has been delegated by the Transport and Environment Committee to the Executive Director of Place. 3.42 Once the Technical Manual factsheets are completed later in 2017/18 they will be published online, and once published, clear links will be established to the online version of the Guidance.

4. Measures of success

4.1 Measures of success will include: 4.1.1 rationalisation of non-statutory guidance; 4.1.2 planning guidance is kept up-to-date and relevant, and ensures that a high quality of development is delivered through the planning application process; 4.1.3 planning guidance is easier to understand for applicants and other stakeholders; and 4.1.4 adoption of the Finalised Edinburgh Design Guidance.

5. Financial impact

5.1 The draft revised Guidance involves no additional financial commitment, with the costs of publishing any updated guidance being met from existing budgets.

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6. Risk, policy, compliance and governance impact

6.1 This report does not raise any concern in relation to risk, policy, compliance and governance. Where possible, each section of the Guidance is clearly aligned to, and explicitly states, specific Local Development Plan policies. This helps to promote adherence to the policies, and rigour in-terms of the quality of design.

7. Equalities impact

7.1 The impact of this report in relation to the Public Sector Equalities Duty and the ten key areas of rights has been considered. The report has no predicted negative impacts on the delivery of the Council’s three equality duties. 7.2 The Guidance aims to raise the quality of the built environment in Edinburgh by enhancing accessibility and promoting the protection of the built and natural environment for future generations. 7.3 The guidance helps to enhance rights to health by supporting the creation of attractive urban environments with access to good quality private and public green space, and sustainable modes of transport. The guidance helps to enhance rights to a good standard of living, including rights to individual, family and social life through supporting the creation of attractive mixed use environments with a mix of housing types that are well designed and have reasonable levels of day/sunlight. 7.4 The guidance is primarily concerned with the physical environment. In this regard, the protected characteristics which are most impacted by the guidance are Age and Disability. It has the potential to impact positively on these protected characteristics by promoting adaptable housing and tenures to meet their varying needs, as well as better use of materials, layouts and legibility of public streets and spaces. The guidance has the potential to impact positively to reduce socio-economic disadvantage by promoting accessibility, provision of open space and affordable housing. The guidance helps to reduce living costs through reduced energy demands. The guidance also aims to improve personal security by ensuring natural surveillance in all new developments.

8. Sustainability impact

8.1 The impacts of this report in relation to the three elements of the Climate Change (Scotland) Act 2009 Public Bodies Duties have been considered, and the outcomes are summarised below: 8.2 The updated Guidance will help to reduce carbon emissions and other air borne pollutants (i.e. Nitrogen Dioxide) by setting a cap on parking numbers across the city, encouraging developers to provide electric vehicle charging infrastructure and car club spaces, and also through the provision of guidance covering air quality considerations as part of the building design process. The Guidance also reflects last years update to the ‘Open Space 2021’ strategy to reflect green network

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improvements for walking and cycling, encouraging use of green space for food growing and by reaffirming quality standards that include environmentally sustainable management practices. 8.3 This report's proposals will increase the city’s resilience to climate change impacts through the use of natural materials and sources that are local to the area, protection of existing green space/planning of new provision as the city grows, helping to conserve soils, wildlife habitats, and by increasing tree and woodland cover to intercept and absorb rainfall. 8.4 The proposals in this report will also help achieve a sustainable Edinburgh by improving access to quality green space for all, reflecting a range of recreational needs that contribute to wellbeing, providing inclusive places to meet and participate in socially cohesive activities involving local decision making. In addition, improvements to streets and places are recognised as being critical to economic wellbeing. 8.5 The proposals in this report will assist in improving social justice by improving places to cater for all users and increasing accessibility for all.

9. Consultation and engagement

9.1 Between April 2017 and July 2017 consultation on the draft revised Guidance was undertaken. A consultation survey was created and hosted on the Council’s Consultation Hub along with the draft revised Guidance, inviting comments between 10 April 2017 and 16 June 2017. A consultation description including the survey website link, and an invitation to attend one of two consultation workshops was sent to approximately 2000 stakeholders including community and amenity groups, Neighbourhood Partnerships, MSPs, MPs, local councillors, statutory consultees, architects, landscape architects, developers, agents, and consultants. 9.2 The same consultation information was advertised on Planning’s Twitter account, as well as via posters that were issued to libraries across the city. Printed copies of the draft revised Guidance were also made available upon request. 9.3 Two ‘external’ consultation events were held on 15 May 2017, with one in the afternoon, and one in the evening, to provide flexibility for professionals wishing to attend. Twenty five groups or organisations were represented at the events. The focus of both was the two main changes proposed in the draft revised Guidance – Build to Rent Housing and Parking Standards. Both workshops entailed a short presentation for both topics, followed by question and answer and discussion, while a practical group-work exercise explored the key principles of the new approach to Parking Standards for two indicative development proposals. Positive feedback was received in-terms of the workshop approach. 9.4 Two consultation events were also held at the City Chambers, on 15 May 2017 and 25 May 2017, to engage officers from a variety of Council services. The officer workshops followed the same format as the external workshops, and ascertained the views of those who regularly use the Guidance and Parking Standards).

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9.5 Over the course of the consultation period several internal discussions were held with officers from across the Council's Place Directorate. 9.6 Presentations were given to, and advice received from, the Edinburgh Urban Design Panel (31 May 2017- reported in Appendix 3) and the Transport Forum (13 April 2017), both of whom were supportive of the approach the review of Guidance has taken. A presentation and discussion with the Edinburgh Civic Forum was also undertaken on 6 June 2017, focusing on the two main changes highlighted above. This was a useful opportunity to understand some of the issues, especially from the perspective of Community Councils. 9.7 On 7 August 2017, a design workshop was held with members of the Planning Committee and led by David Page of Page\Park Architects. Members of the Transport and Environment Committee and the Housing and Economy Committee were also invited. This provided the opportunity to discuss the principles of good design and the benefits of coordinated guidance in helping to create better places. The workshop reinforced the value of good design guidance and the role that the Committee has in helping to deliver better outcomes. 9.8 In addition to comments, issues and opportunities received directly through these consultation events, all attendees were also directed towards the consultation survey, or the Spatial Policy team email address, to provide specific detailed feedback. The workshops not only help to raise awareness, but they also ensure feedback, as the success of the Guidance will depend upon the extent to which the users have confidence in it. 9.9 In total, 51 survey responses and 21 written submissions were received in response to the consultation exercise. The groups or organisations that provided feedback are listed in Appendix 4. 9.10 The Guidance has therefore been subject to robust consultation in advance of Committee consideration, both in March 2017 and between April and July 2017. These processes enabled amendments and refinements to be made to the structure and content of the Guidance based on understanding the needs of a broad range of stakeholders with interests ranging from urban design, transport planning, development management, and community planning.

10. Background reading/external references

Relevant Committee Reports: 1. Review of Edinburgh Design Guidance for consultation, Report to Planning Committee (2 March 2017) 2. Edinburgh Street Design Guidance – Process for Approving Part C Detailed Design Manual, Report to Transport and Environment Committee (17 January 2017) 3. Parking Standards – Finalised for Approval, Report to Planning Committee (3 December 2009)

Planning Committee - 12 October 2017 Page 12

4. Edinburgh Street Design Guidance - FINAL, Report to Transport and Environment Committee (25 August 2015) 5. Annual Review of Guidance, Report to Planning Committee (25 February 2016)

Paul Lawrence Executive Director of Place Contact: David Leslie, Service Manager and Chief Planning Officer E-mail: [email protected] | Tel: 0131 529 3948

11. Appendices

Appendix 1 Online Survey Summary Appendix 2 Key points emerging from the consultation Appendix 3 Edinburgh Urban Design Panel Report Appendix 4 Stakeholders who responded through the consultation Appendix 5 Edinburgh Design Guidance

Planning Committee - 12 October 2017 Page 13 Appendix 1 Online Survey Summary Protected Views

Edinburgh’s four strategic views to the Forth Bridge are shown above. To what Neither Disagree agree nor 2% extent do you agree with these disagree protected views? ‐ Section 1:2 ‐ Please 11% select Strongly agree 21 Strongly Agree 18 agree Neither agree nor disagree 5 Agree 47% Disagree 1 40%

Are there any other public views to the Forth Bridge from the City of Edinburgh Council boundary area that have been missed? Don't Yes Yes 7 Know/Other 37% No 6 32% Don't Know/Other 6

No 31%

Parking

If a new development is well served by Strongly public transport, there is less need for disagree car parking spaces. 6% Strongly agree 20 Agree 13 Disagree Neither agree nor disagree 3 22% Strongly Disagree 11 agree Strongly disagree 3 40% Neither agree nor disagree 6% Agree 26%

The removal of a minimum level requirement for car parking in new Strongly disagree developments will help to manage the 15% number of parked cars. Strongly Strongly agree 15 agree Agree 11 31% Neither agree nor disagree 4 Disagree 23% Disagree 11 Strongly disagree 7 Agree Neither 23% agree nor disagree 8%

Appendix 1 Online Survey Summary The provision of a maximum level requirement for car parking in new Strongly disagree developments will help to manage the 4% number of parked cars. Strongly agree 13 Disagree Agree 15 21% Strongly agree Neither agree nor disagree 7 28% Disagree 10 Strongly disagree 2 Neither agree Agree nor disagree 32% 15%

If a new development contains Strongly designated car club vehicles and spaces, disagree there is less need for private car parking 4% spaces Strongly agree 13 Disagree Agree 15 Strongly 27% agree Neither agree nor disagree 6 26% Disagree 13 Strongly disagree 2 Agree Neither agree 31% nor disagree 12%

The provision of electric vehicle charge Strongly points in new developments will disagree encourage an increase in the use of 0% Disagree electric vehicles. Neither agree nor 10% Strongly agree 14 disagree Agree 23 13% Strongly agree Neither agree nor disagree 6 29% Disagree 5 Strongly disagree 0 Agree 48%

Appendix 1 Online Survey Summary Build to Rent

To what extent do you agree that Build to Rent (BTR) housing can make a Strongly Disagree disagree 9% positive contribution to the housing 2% mix in Edinburgh? Neither agree Strongly agree 10 nor disagree 14% Strongly Agree 23 agree Neither agree nor disagree 6 23% Disagree 4 Strongly disagree 1 Agree 52%

To what extent do you agree with the Strongly Strongly design approach outlined in this section disagree agree of the draft Guidance? 7% 4% Strongly agree 2 Agree 21 Disagree Neither agree nor disagree 10 18% Disagree 8 Neither Agree Strongly disagree 3 agree nor 48% disagree 23%

Appendix 1 Online Survey Summary Appendix 2 Key points emerging from the consultation

Specific ‘key points’ that emerged from the consultation, which were cited by three or more respondents, are detailed as follows:

Comments regarding 2.4 Design, Integration and Quantity of Parking  12 raised concerns in relation to the issue of potential over‐spill parking or the pressure inadequate levels of parking provision may have on surrounding streets;

1. Inadequate parking provision will put pressure on on‐street parking in surrounding communities 2. If new developments have less parking people are forced on to nearby streets causing more problems 3. Vision of CEC transport department is unrealistic and contributing to choking of on street parking in suburbs 4. It simply isn't so that not providing car parking spaces reduces car use, people simply park cars all over the road, causing an unattractive obstruction 5. In residential areas out with the CPZ if parking is restricted in developments local streets are “awash” with overspill parking, therefore the parking standards aren’t doing their job. 6. Concern that the guidance does not sufficiently consider the implications for on‐street parking if not enough parking spaces are provided. In many city centre streets additional parking pressures cannot be accommodated on‐street. 7. Provision of a maximum level of parking on new developments may also just transfer the problem onto the surrounding streets. 8. Concern regarding overspill onto surrounding streets – guidance needs to be clear about process of ensuring overspill will not have negative impact 9. Standards need to provide for at least one car per dwelling otherwise parking on streets will continue to be out of hand 10. The lack of available parking in new developments can lead to parking problems not only in adjacent streets but on other public places around the development itself 11. Can be over‐spill within development, diminishing place aspect 12. New housing developments need to have sufficient parking included in the design, the alternatives being suggested by this questionnaire and at Monday's meeting are delusional; people will (in the main) continue to use cars whether they are catered for and will only contribute to further choking the existing road transport infrastructure system

 4 commented on minimum parking standards, favouring their retention;

1. No minimum standard leaves parking provision open to exploitation; still need a minimum standard 2. No minimum provision raises concern; logic understandable but this proposed change is open to exploitation by opportunist developers seeking to maximise financial return and minimise the cost of on‐site amenities and facilities, to the detriment of good place‐making 3. People will still have cars at home even if using public transport for city travel. Anything else is irresponsible and I urge that the removal of minimum standards does not go further. 4. Still need a minimum standard

 4 comments were made suggesting standards for electric vehicle charging infrastructure should apply to all new developments;

1. At the very least all parking spaces should have provision for charge points, whatever the final ratio adopted, since by 2030 or whenever we shouldn’t be running carbon fuelled vehicles anyway. 2. EVC Infrastructure; should be for all new development not just individual dwellings 3. All new developments should have electric charging points for public use or contribute towards them. 4. It is questioned why the passive provision of EV charging infrastructure should only apply to individual dwellings, it is suggested that this should apply to all developments. Furthermore, scaleable provision of charging points (future proofing) is advisable.

 4 comments were made in relation to the need to better specify visitor cycle standards;

1. The section on provision of cycle parking should be much stronger, e.g. rather than "long stay (cycle), parking is likely to be required", should be "will be required". Cycle parking long and short must be provided and the document should reflect this, e.g. why should it not be possible to provide visitor cycle parking on site? as suggested in the document, and it is not suitable to have it "in the vicinity", it must be very convenient for the place the cyclist is visiting or working. 2. While the text recognises the importance for both long stay and short stay bike parking, Sustrans recommends that there may be scope to specify targets for visitor bike parking to a greater degree. For residential developments, other cities require 1 visitor space per 4 units (Glasgow) or 1 short stay space per 40 units (London). Other areas that could be further developed include parking provision for scooters / buggies / special bikes and bike trailers at primary schools. Cycle parking standards could also be included for Universities and Colleges, and other public uses such as art galleries or sports stadia. 3. Do we differentiate between resident and visitor cycle parking? How will that work if we want resident cycle parking to be covered and secure? 4. Need for adequate cycle parking at small supermarkets usually run as branches of the main ones, with names like'Metro', 'Local' etc. These are rapidly increasing in number but often have no cycle parking at all. The reason given is that they arise as 'changes of use' and are therefore not subject to the regulations for cycle parking. If this is so, the regulations need to be changed so that Planning can insist on the addition of cycle parking, possibly provided by the Council (in the street) but at the developers' expense.

 3 comments were made suggesting more detail is needed regarding the provision of accessible parking spaces;

1. It's disappointing that no mention has been made of blue badge (bb) spaces. Perhaps this will come up later. The standards for minimum bb spaces must be complied with. And in new developments where there are accessible flats or houses, the bb spaces must be near them 2. No minimum means no parking at all? What about disabled parking spaces (a requirement in terms of Building Standards and DDA compliance? 3. Disabled car parking is insufficient, especially in resident parking zones where disabled people cannot park unless they themselves are residents. There are several one‐off specialist shops located in resident parking areas and I simply cannot ever go to these. The distance disabled people can mobilise is often severely over‐estimated, the guideline for the issue of a blue badge being 50m, that for PIP being only 20m, yet disabled parking is often more than 100m from any doorway. Disabled parking provision has to be enforceable and regularly enforced, otherwise it is pointless. A residential development in Leith almost always has a vehicle belonging to the letting agency parked in BOTH disabled bays, and when it's not there a cone is left saying that parking is for the lettings manager vehicle only. The bays are near to an NHS dental practice, and the road carries double hashed double yellow lines so there is nowhere else accessible to park. Developers think they own the disabled bays and can decide who gets to use them.

 3 respondents commented on the current maximum parking standards;  Use of maximum parking spaces should be guide rather than requirement  The maximum allocation for housing is too restrictive.  Providing a maximum cap won’t stop people having cars

 3 raised general concerns about reduced parking provision; 1. Car is still regarded as a social necessity even where public transport is available, which is why suitable capacity for car parking is important 2. Have to maintain design based on normal car usage 3. It simply isn't so that not providing car parking spaces reduces car use

Comments regarding 2.11 Housing mix and size  3 comments were made regarding the space standard provided in EDG for a two‐person flat, suggesting;

1. A space standard to be listed for a 3 person and a 4 person, two bedroom flat. Currently the standard is for a 3 person flat only. 2. Developers at present prepare affordable proposals to comply with the Edinburgh Design Guide and as such two bed flats are designed to 66m2. Properties of this size are a 3 person flat. RSLs generally prefer a 4 person 2 bed flat as this offers greater flexibility from a letting perspective. Due to the way the design standard is presented the size of property preferred by RSLs is rarely provided by developers in their proposals. To ensure appropriate affordable housing is provided minimal internal floor areas should be set out in terms of number of persons per dwelling – i.e. 2 apartment 2 person, 3 apartment 3 person, 3 apartment 4 person. 3. Do not think it is helpful to only provide one minimum floor area for all two bedroom dwellings (i.e. 66m2). Port of Leith Association has two minimum sizes for two bedroom flats, one for 3 persons (63m2) and one for 4 persons (76.5m2). The problem with having a single minimum area for all two bedroom flats is that private developers will generally only provide the minimum requirement, and will show their 66m2 flat layouts as being 4 person dwellings, with two ‘double’ bedrooms. Flats of this size are not Housing for Varying Needs (HfVN) compliant for 4 person households and we would not allocate them as such, as they are 10m2 below our own minimum (HfVN compliant) area. The effect of this is that, as section 75 housing takes an increasing share of the Council’s affordable housing supply programme, the number of genuine four person dwellings (as opposed to private developers’ interpretation of four person) will continue to reduce in number over the coming years unless the Council specifies a minimum floor area requirement for four person dwellings and requires a certain percentage of units to be of this size. Comments regarding 2.12 Purpose Built Homes for Rent  10 respondent’s questioned what controls there would be over security of tenure/ change of use for BTR developments;

1. BTR provision should find ways to allow long‐term tenancy 2. Due to the nature of these developments, the retention of the homes for rent for a specified time period is critical 3. What are controls over tenure? 4. As long as they are not purely more student accommodation. That type of rented accommodation is too concentrated and contributes nothing to council tax. 5. What’s to stop a property being built as build to rent then handed over to something like Air BnB? 6. CEC has no control over short term lets 7. Can these not just be turned into student housing / holiday flats / HMO? 8. Far too little control of designation and enforcement has resulted in far too much short term rental and not enough long term rental. eg. too many rental flats are in fact rented by air serial BnB operators. There must be proper differentiation and enforcement between a flats rented to families etc, and those let to students and often out of term used as holiday lets 9. Having large quantities of homes/flats owned by a single person or entity is not a fair way to proceed. That works well for students, and as a city with multiple universities and colleges, is probably necessary to some extent. But it isn't only students that live in Edinburgh. 10. Why wouldn’t developers build a development as BTR to benefit from “relaxed standards” then change use when development is complete.

 8 concerns were raised in regards to the problems that may arise when the market/ demand for this type of accommodation becomes saturated or changes, causing future problems with potentially unadaptable, single person units;

1. Problems arise when a market becomes saturated or changes, with as a consequence applications for change of use to normal market housing possibly creating the slums of tomorrow. It is suggested that this emphasis on the acceptability of a flexible approach to standards in the draft Guidance is not itself acceptable and must be rejected. 2. Application should show how what is proposed could be changed to meet normal housing market standards if market conditions change. The planning system must be responsive to changes in housing tenure as set out in the draft Guidance, but additional safeguards in respect of BTR are required to protect future occupants and the wider community 3. Longevity of the proposed single planning unit including communal services etc? 4. Accepting that there is market demand for this type of development, what happens when the market reaches saturation point, the bubble bursts and demand falls away. 5. The market for this type of housing in Edinburgh is untested and the build form is inflexible. It may not be attractive to potential home owners. There is a risk that, over time and as the market changes, homes can only be let as student accommodation or short term lets rather than sold or rented as permanent housing. Edinburgh needs more permanent housing 6. This could fall into dilapidation when the demand for student flats projects around Edinburgh bursts like the bubble that it will be and we have a glut of single bed units with no parking 7. The idea of small units, little parking and shared facilities will result in enormous complexes (re dilute the cost of facilities) that may go well at first initially but will likely become a headache for future generations. 8. Should the bottom fall out of the BTR market in later years, Edinburgh would then be left with a legacy of a large number of small, single aspect studio flats which may require expensive adaptation to meet the needs of future generations

 7 comments/ concerns were raised over the relaxation of standards or a flexible approach to be adopted for the BTR sector;

1. The design guide space standards should not be relaxed for this sector. 2. Concern over having different standards 3. We do not feel that people renting privately should have to put up with lower design standards than affordable housing tenants or owner occupiers, and we would be concerned that a relaxation of standards may encourage a reduction in design quality in the BTR sector. 4. While the concept [of BTR] is commendable there are dangers in allowing reduced standards. 5. 3 references to the acceptability of a “flexible approach to current space and amenity standards” in BTR schemes and this acceptability could be used by developers to justify the omission of proper standards of open space, amenity for residents, parking and waste and recycling facilities. This would be to the detriment of good place‐making and although the draft states that “deviations from the standards need to be fully justified” it is difficult to see how hard‐pressed case officers will be able to withstand the pressure to widen the scope of this “flexibility”. There is already a worrying lowering of standards of provision in the now highly speculative purpose built student housing market, compared with the normal housing market requirements. why should there be lower standards in the BTR market compared with normal housing standards? 6. Relaxation on design standards concerning ‐ result in sub‐standard accommodation 7. Flexibility on floor space standards concerning if results in sub‐standard accommodation

 6 concerns were raised over how communal facilities will be guaranteed, managed and enforced in BTR developments;

1. There should be something about the council guaranteeing that the developers maintain the properties and the shared facilities and do not charge too much for it. 2. CEC must guarantee developers maintain properties and shared facilities, not charging too much to do so 3. Planning approval should therefore only be agreed where high standards of communal facilities are guaranteed to prevent increased density of development being unintentionally approved. 4. This section states that a range of high quality, well‐managed and accessible on‐site shared facilities will be provided in BTR housing. However, presumably this will be market driven, and unless these facilities are required as a planning condition, they will be omitted if market conditions (i.e. demand for private rented housing at the levels of rents that will be required to service these areas) do not favour them. We would have concerns about the planning system reducing its standards for BTR housing (i.e. allowing reduced floor areas and relaxing the rules on single aspect flats) where there is no guarantee that these additional areas will be provided, or, where they may be provided in the first instance and then designed out at a later stage when market conditions change. 5. The planning system cannot ensure that “professional on‐site management” will be employed over time and communal facilities properly and safely maintained, so an additional requirement has to be introduced, as is hinted at in the draft Guidance but not clarified. We suggest that for this type of housing there should also be a licensing system set up similar to that for HMO to ensure on‐site management and maintenance standards are maintained and action taken if necessary. 6. CEC has no power to enforce if applicant doesn’t follow through with elements of a proposal (eg deciding not to provide concierge

 5 respondents commented on affordable housing provision, advising they would prefer affordable housing to be delivered on site by a Registered Social Landlord to ensure standards required for housing association housing elsewhere/ grant funding are achieved etc;

1. BTR developers appear to favour pepper potting “affordable” housing across the site managed by a company appointed by the developer/investor, with tenants required to pay for additional services such as parking, ground maintenance etc. Our preference is for affordable housing to be delivered on site by a Registered Social Landlord and at rents that are affordable to people on low to moderate incomes. 2. We are concerned and doubt that development of BTR would be able to provide affordable housing on site to the standards required for grant funding, or to provide housing that is flexible enough to meet peoples changing needs. 3. Specification requirements for the 25% affordable housing could usefully be added to the document including for example: ‐ external drying facilities, enclosed backgreen for flatted developments, wheelchair parking provision private to wheelchair adapted properties, proportion of wheelchair adapted properties, meeting grant requirement of Housing for Varying Needs. 4. While we welcome the fact that BTR housing will have a 25% affordable housing requirement, we would want to ensure that the standards for the design and layout of the 25% affordable element are maintained at the levels required for housing association housing elsewhere. 5. BTR should be delivering affordable housing as per LDP Policy ‐ preferably through RSL but recognition that mid‐ market rent suits the BTR model

 4 comments made relating to the need for BTR properties to be suitable for disabled users, particularly for them to be fully accessible for occupation or able to be retrospectively adapted;

1. Need to make sure there are enough fully accessible rented houses for disabled people especially homes with level access and walk in showers 2. Provide mix of housing suitable for disabled people 3. I'd like to see design guidance on making BTRs conducive to occupation by disabled people. 4. BTR properties need to be accessible for disabled tenants. Consider: a target percentage designed for accessibility; a larger percentage designed to be conducive to retrospective adaptation for accessibility. See previous comment re accessible BTRs. This applies to housing developments in general.

 3 comments suggested that the design and space quality of BTR developments should be compatible with buy to sell/any new build;

1. The design quality of BTR should be at least compatible with new Buy to Sell developments 2. Where the buildings are intended as long term lets, shouldn't the same space and layout regulations apply as for any new build? 3. We would like to see minimum building standards raised to be closer to best practice

REPORT EDINBURGH URBAN DESIGN PANEL of meeting held at Edinburgh Design Guidance the City Chambers on 31 May 2017

Presenters Steven Murrell City of Edinburgh Council Greg McDougall City of Edinburgh Council

Panel Emily Peel Yates Chair - Landscape Institute Scotland Ben Rainger EAA Adam Thomson RTPI in Scotland Ken Lochrie EAA EAA Ola Uduku ESALA Irene Barkley EAA Lila Angelaka Historic Environment Scotland Susan Horner Secretariat – City of Edinburgh Council

Observer Kofi Appial City of Edinburgh Council

1 Summary

1.1 This report relates to the current review of the Edinburgh Design Guidance, 2013. The Panel welcomes the opportunity to review the approach being taken.

2 Introduction

2.1 This report relates to the review of the Council’s Edinburgh Design Guidance, originally approved in May 2013. This guidance has set out the Council’s expectations for the design of new developments in Edinburgh.

2.2 A report was approved by Planning Committee, 25 February 2016 outlining the requirement to review and update the Edinburgh Design Guidance. A project was initiated to take forward the review process in August 2016.

2.3 An updated draft of the guidance is submitted to the Planning Committee in March 2017. Following draft consultation, the final version will be submitted in 2017.

2.4 The Design Panel have previously considered both the Edinburgh Design Guidance (25 April 2012, 30 May 2012 and 26 October 2016) and the Street Design Guidance (27 November 2013 and 30 April 2014).

2.5 No declarations of interest were made by any Panel members in relation to the review of the guidance.

2.6 This report should be read in conjunction with the presentation material.

2.7 This report is the view of the Panel and is not attributable to any one individual. The report does not prejudice any of the organisations who are represented at the Panel forming a differing view about the proposed design guidance at a later stage.

Edinburgh Urban Design Panel pg. 1

3 Build to Rent Housing

3.1 The Panel discussed this type of housing. Several Build to Rent developments have been reviewed by the Panel. They noted that this type of housing is aimed primarily at higher education leavers and company lets. Some of the Panel members have visited examples of Build to Rent buildings in Copenhagen. It was noted that these buildings generally are designed to a high standard and often include extensive shared facilities for the residents.

3.2 Adaptability in the future: Given the potential volume of this type of development within the city the Panel noted the importance of these buildings being flexible and easily adaptable for other uses in the future. Therefore, adaptability should be considered as part of the design process.

3.3 Amenity: The Panel advocated especially if the units are single aspect and designed to the minimum area standard that good levels of daylighting should be achieved. Shared amenity areas are also very important and like the examples in Copenhagen should be designed to a high quality while offering a wide range of uses.

3.4 Layout: The layout of the units are generally off a central corridor arrangement like a hotel. The Panel suggested that the design of these circulation areas require careful consideration for example it was suggested that they could be designed as a street.

3.5 Design Quality: The Panel advocated innovated and well designed developments which integrate with the city and help to reinforce the place.

3.6 The Panel were supportive of this type of housing forming part of the Edinburgh housing mix. However, expressed concern at the amount of Build to Rent and student accommodation coming forward in the city centre. The Panel advocated that a balance is require which should ensure that main stream housing is also delivered within the city centre.

4 Parking Standards

4.1 The Panel advocated a design led approach which integrates parking within developments to ensure places for people and not cars.

4.2 The Panel welcomed a simplification of the parking standards.

4.3 Public Realm and Landscape Design: Air pollution can be reduced by the introduction of hedging, trees, ie greening elements into the design of the public realm. Therefore, the Panel suggested that a landscape design with greening elements should be considered in the designing of urban spaces.

4.4 Sustainability: The Panel advocated a sustainability approach to all development proposals.

Edinburgh Urban Design Panel pg. 2 4.5 Ground Floor Uses: The Panel noted that in most urban sites the use of the ground floor for residential is not ideal. The Panel advocated that where possible car parking should be located below ground.

4.6 Case Study - Copenhagen: The Panel noted an example in Copenhagen where all of the car parking for a housing development has been contained within a 5 storey car park. This car park serves the entire site and has been designed as an integrated part of the site layout. This approach has allowed cars to be removed from the residential streets.

4.7 Slateford Green Development Edinburgh: This development, built several years ago is a ‘car free’ development. The Panel suggested that this could be considered by CEC as an example of a car free development in the city.

Edinburgh Urban Design Panel pg. 3 Appendix 4 Stakeholders who responded through the consultation

As well as representation received from individuals, the below tables identify organisations or groups who provided feedback via the consultation (where representation details were provided):

CONSULTATION SURVEY RESPONDENTS: Historic Environment Scotland Barratt Homes (East Scotland) LGBT Youth Scotland Broughton Spurtle (community paper/website) Living Streets Edinburgh Carplus Bikeplus McGregor Bowes Central Taxis Morgan McDonnell Architecture Ltd City of Edinburgh Council (various sections) New Town & Broughton Community Council Cockburn Association Old Town Community Council Community Land Advisory Service Places for People Corstorphine Community Council Port of Leith Housing Association Craiglockhart Community Council Scotland's Garden and landscape Heritage Dunedin Canmore Housing Scottish Natural Heritage Edinburgh Access Panel Scottish Wildlife Trust EGHT Residents' Association Scottish Wildlife Trust Lothians Local Group EMA Architects Valuation Office Agency Hackland + Dore Architects Whiteburn Projects Ltd

WRITTEN SUBMISSIONS RECEIVED FROM: Moda Living City of Edinburgh Council (various sections) Port of Leith Housing Association Cockburn Association Scottish Environmental Protection Agency Edinburgh Adapts Scottish Wildlife Trust Grange and Prestonfield Community Council Spokes GVA Grimley Sport Scotland Historic Environment Scotland Strange Associates Homes for Scotland SWECO

‘EXTERNAL’ WORKSHOP ATTENDEES: GVA Grimley Allan Murray Architects Ironside Farrar Car Plus J Smart & Co (Contractors) Charles Alexander Strang Associates Jones Lang LaSalle Comprehensive Design Architects NHS Lothian Craiglockhart Community Council Port of Leith Housing Association Dandara Rettie & Co Ltd. Dunedin Canmore Housing Spokes EDI Group SWECO ema Architects and Masterplanners Systra Enterprise Car Club Transport Planning Limited Format Design University of Edinburgh Graham Construction Whiteburn Projects

Edinburgh Design Guidance Foreword

Edinburgh Design Guidance - Raising the Bar Edinburgh is a unique city of extraordinary quality. Contained between the Pentland Hills in the south and the Firth of Forth to the north, our city has grown from the medieval form of the Old Town across the Waverley Valley to the classical layout of the New Town and beyond into the tenemented and terraced stone suburbs of the 19th and 20th century. Over the centuries architects, builders and developers have exploited the topography and the natural environment to create the stunning city we have today: a city with two world heritage sites that consistently ranks as one of the best places in the UK to live, work and study. The task facing us now is to ensure that future developers and builders reflect on the nature of the city and design with that enduring quality in mind. Some recent developments have failed to grasp this challenge resulting in bland, universal architecture. In the context of an expanding city, this is something we need to address – just good enough will no longer be good enough. We need to create developments that we are proud of, and not just add another suburban extension to the last one. We need to create new city suburbs and new employment areas, places which reflect and build upon the city’s rich architectural and design qualities, but are places in their own right. To achieve this we must all work with the same ambition. Councillors, planning officers and developers must all have the same aims for the city – to raise the bar, create great places and match the quality of our predecessors. The Edinburgh Design Guidance is a tool to help achieve this. It sets out the standards that must be met in the design of new buildings and spaces. The principles contained within the guidance are informed by the qualities that make Edinburgh special. For the first time, the guidance contains advice on parking standards and merges in the Edinburgh Street Design Guidance as a new Chapter 4. This ensures a holistic approach to new development covering buildings, open space and roads. As society changes, the city too is entering a new era of change and development. There is an opportunity for us all to play a part in creating an urban legacy for the future generations. This document has been strengthened, reviewed and amended as a result of the time and input from several individuals, groups and partners. I would like to thank everyone who has been involved in that process.

Councillor Lewis Ritchie Convener of Planning Contents

Foreword...... 2 2.6 Minimise energy use...... 64 2.7 Materials and detailing...... 65 Contents...... 3 2.8 Adaptability ...... 74 Edinburgh Design Guidance...... 4 2.9 Mix of uses...... 75 2.10 Daylight, sunlight, privacy and outlook...... 76 Introduction...... 5 2.11 Housing mix and size, and supporting facilities...... 79 Policy context...... 6 2.12 Purpose built homes for rent ...... 82 Edinburgh ...... 8 2.13 Community safety...... 84 The Challenge...... 10 Promoting good design...... 11 3. Designing places: landscape, biodiversity and the water environment...... 85 3.1 Green infrastructure and green networks ...... 86 1. Context, placemaking and design...... 12 3.2 Publicly accessible open space...... 89 1.1 Appraising the site and context...... 13 3.3 Private open space ...... 93 1.2 Protected views ...... 20 3.4 Biodiversity ...... 95 1.3 Assessments and statements...... 26 3.5 Trees...... 99 1.4 Coordinate development...... 28 3.6 Planting...... 101 1.5 Density...... 32 3.7 Hard landscape...... 104 1.6 Incorporate existing views ...... 36 3.8 Water environment...... 106 1.7 Incorporate natural and landscape features...... 37 Appendix A: Information required for submission with a planning application...... 111 1.8 Incorporate existing buildings and built features...... 39

2. Designing places: buildings...... 41 2.1 Height and form...... 42 2.2 Scale and proportions...... 44 2.3 Position of buildings on site...... 45 2.4 Design, integration and quantity of parking...... 50 2.5 Environmental protection ...... 62

Page 3 Edinburgh Design Guidance

How is it structured? How does it relate to other guidance? 2. Designing Buildings There are chapters on Context, placemaking and This document is part of a suite of non-statutory This chapter sets out the Council’s expectations for how features within the built form relate to its setting. The design; Designing places - buildings; and Designing overall composition of streets is shaped by how individual buildings work together, creating the unique visual planning guidance: character through repetition, variety and focal points within the street scene. places – landscape, biodiversity and the water The key aims are for new development to: • Have a positive impact on the immediate surroundings, wider environment, landscape and views through environment. its height and form, scale and proportions, materials and detailing, positioning of the buildings on site, integration of ancillary facilities, health and amenity of occupiers. • Repair the urban fabric, establish model forms of development and generate coherence and distinctiveness where the surrounding development is fragmented or of poor quality. The introduction to each chapter sets out over-arching • Achieve high standards of sustainability in building design, construction and use and be adaptable to future needs. aims and expectations for new development. • Support social sustainability by designing for different types of households. • Address the street in a positive way, to create or help reinforce sense of place, urban vitality and community safety. Each subject area has its own section. • Balance the needs of pedestrians, cyclists, public transport users and motorists effectively and minimise the impacts of car parking through a design-led and place specific approach. • Enhance the environment, manage exposure to pollution and reduce overall emissions. Main design principles introduce each section. Page 41 Explanatory text is included, where relevant to provide more detail. Technical guidance is contained in the grey pages. Local plan policy references are included. The navigation panel allows online users to interact with the document.

Edinburgh Street Design Guidance 1.1 Appraising the landscape and townscape Examples using some of these density measures follow. For these examples, car parking values were simply determined Technical guidance by establishing how many cars actually park on the relevant street. In relation to perpendicular on-street parking, a value of 2.5m is suggested, whilst for parallel parking, a length of 5m is suggested to accommodate cars. All design should begin with a site survey and area Survey and analyse the character of the wider Policy References appraisal. The scope and length of this survey and landscape and townscape surrounding a appraisal should be appropriate to the nature and Stockbridge colonies Marchmont tenements Lochrin Place tenements development site. • Edinburgh Local Development Plan - Des 1, Des 4 scale of the development proposed and its location 115 Dwellings / ha 99 Dwellings / ha 164 Dwellings / ha • Planning Advice Note 68 – Design Statements Survey the existing scope of visibility and the in the city. 0.96 GFA / site area 1.32 GFA / site area 1.89 GFA / site area amenity value of these views within the city and 0.34 Footprint / site area 0.33 Footprint / site area 0.35 Footprint / site area For a proposal to respond positively to its context, An appraisal should consider the wider context, as surrounding landscape. 2.8 Average number of storeys 4 Average number of storeys 5.3 Average number of storeys it is essential that it is designed with a good well as the immediate surroundings. Even small 0.5 Car parking / dwelling 0.8 Car parking / dwelling 1 Car parking / dwelling Evaluate changes to character and views that will understanding of its site and the surrounding area developments can have significant impacts when 179m² GFA per car parking space 170m² GFA per car parking space 115m² GFA per car parking space result from development and use the findings to and the wider city. This will help the development sited in sensitive locations. Jan 2015 inform design review and finalised proposals. of a sound concept around which the design is structured. The council expects a multi-disciplinary Where surroundings are of poor landscape or Survey and analyse the historic environment and team consisting of architect/urban designers, townscape quality, the appraisal should be used to use findings to inform design proposals. landscape architects and flood engineers (historic identify opportunities for how the proposal could experts if required) to be used to develop a concept make improvements. and bring forward a masterplan. Schemes with a poor understanding of context will be refused. Further information Information required in a site survey and appraisal Landscape Geology, topography, landform, existing vegetation, including Trees (section 3.5) ,use of landscape by people, historical /archaeological assets, description of local landscape character and key landscape characteristics of site and context and analysis of the above Extended Phase One Habitat Survey and Ecological Assessment, to identify habitats and Protected species within the site and opportunities for Ecology linkage with adjacent habitats. See Biodiversity (section 3.4) Locations of services and utilities (above and below ground). Water features and flood extents (including culverted river courses) See Water If you require any further information or clarification, Hydrology, drainage, services Environment (section 3.8) Townscape Listed buildings, focal points, landmarks, architectural style, feu pattern & building line, conservation area appraisals How the site relates to the wider network of streets, footways and cycle routes and how these streets and routes are used. Consideration at please visit our website at www.edinburgh.gov. Streets / Movement different scales: structural, layout and detail. Visual Assessment (see following pages) The extent to which the site is visible, whether the site is in a protected view or other important local or Views Survey city view. Whether there are views to landmark features or other important features from site. uk/planning or contact the Planning Helpdesk on Sunpaths for winter & summer, prevailing wind in terms of shelter of urban blocks and tree planting, aspect and micro-climate in relation to solar Microclimate /Air Quality gain & planting proposals. Existing air quality issues. Is the site in the World Heritage Site? The ariport exclusion zone? A site of importance for nature conservation? The extent to which it meets Planning / other designations 0131 529 3550. requirements of Council’s Open Space Strategy etc. Maps © Crown Copyright and database right 2012. All rights reserved. Ordnance Survey License number 100023420.

Page 15 Contents Previous Next Page 35 Contents Previous Next

Page 4 Introduction

This updated guidance sets out the Council’s This guidance is intended for all new buildings but development plans and other planning guidance expectations for the design of new development in also includes a revision to the parking standards depending on the type and location of development. Edinburgh. and will ultimately sit alongside a revised Street The Council’s design-related policies can be broadly Design Guidance. This will allow a holistic, place- Greater emphasis has now been placed on creating divided into themes relating to context, built form, based approach to design and development. The places that support the development of a compact, landscape and biodiversity. This is reflected in examples given show principles and concepts that sustainable city. Support for active travel and public the structure of the guidance. Where appropriate, apply to a range of different building types. These transport is reflected in revised parking controls in technical guidance is included. A fourth section, will also include examples of good street design, new developments. Landscape, biodiversity and related to streets, will be appended to the finalised once the Street Design Guidance has been aligned green infrastructure are given greater prominence guidance. with this guidance. to reflect the wider contribution they make to placemaking and wellbeing. Air quality, which is The guidance should be used as a point of reference, fundamental to public health and quality of life, is as a basis for the planning and design of new addressed through various mechanisms, including development proposals and will be a material the requirement to make provision for electric consideration in assessing planning applications. It charging points to support the use of vehicles that aims to: emit lower levels of emissions. • provide guidance on how to comply with the The Council wants new development to create great policies in local plans; places for people to live, work and enjoy. In order • support good placemaking by bringing together to do this, we need to achieve the highest quality of guidance for streets, spaces and buildings; design that integrates successfully with the existing city. • explain the key ideas which need to be considered during the design process; Many recent developments have achieved this aim and some are used as examples in the guidance. • give examples of good quality design; and These developments establish a standard for • set out the requirements for design and access the design quality of new development. Where statements. appropriate, the guidance includes examples from outwith Edinburgh. Each section provides guidance on specific topics that should be used as appropriate. It is important that it is read in conjunction with statutory

Page 5 Policy context

Scottish Government policy • safe and pleasant; EDINBURGH LOCAL DEVELOPMENT PLAN A Review of the Planning System, a new National • easy to move around; NOVEMBER 2016 Transport Strategy and Cleaner Air for Scotland – • welcoming; the Scottish Governments policy document on Air Quality, all reflect a changing policy context. A more • adaptable; and co-ordinated approach with outcomes that deliver • resource efficient. better places is a common theme. These guiding principles underpin the approach to

einn streets designing delivering good places. oiySaeetfrScotland for Statement Policy A

Policies

> Street design mustThe consider place before Society of Chief Officers for Transportation in movement. > Street design guidance, as set out in this The Development Plan document, can be a material consideration in determining planning applications and appeals. > Street design should meet the six qualities of successful places, asScotland’s set out in Designing Places. (SCOTS) National Roads Development > Street design should be based on balanced decision-making and must adopt a multidisciplinary collaborative approach. > Street design should run planning permission The SESplan Strategic Development Plan and the A Policy Statement for Scotland and Road ConstructionGuide Consent (RCC) processes provides technical guidance to support the in parallel. designingstreets design aspects of Designing Streets, by focusing on Edinburgh Local Development Plan make up the how to achieve Roads Construction Consent (RCC) Development Plan for Edinburgh. This guidance for all new or improved roads for a local authority to interprets and applies the policies set out in the adopt. Local Development Plan and provides more detailed advice.

ISBN: 978-0-7559-8264-6 RR Donnelley B63780 03/10 www.scotland.gov.uk S C O T S The Local Development Plan, which was adopted NATIONAL ROADS DEVELOPMENT GUIDE in November 2016, provides the main basis for Creating Places and Designing Streets are the two determining planning applications. planning policy documents for Scotland that relate Relationship to other guidance to design. They set out government aspirations for design and the role of the planning system This Design Guidance is one of a number of user- in delivering these. They are material planning focused pieces of guidance which interpret the considerations. policies set out in the Local Development Plan. It is important that, where applicable, these are read in Creating Places sets out the six qualities of conjunction with one another. For example, when successful places as: designing a new building in a conservation area, • distinctive; reference should be made to this guidance and the Guidance on Listed Buildings and Conservation Areas. Edinburgh also has a number of site/area specific planning guidance, including Development Briefs.

Page 6 Page 7 © Aerial Photography Solutions Ltd. Used with permission. View to the Pentland Hills from Edinburgh Castle Tightly packed buildings in the Old Town—Cowgate viewed from A New Town Street: Northumberland Street South Bridge Edinburgh

Edinburgh is a unique and beautiful city - recognised to be seen and understood from a series of different Throughout history, the city has evolved in response by the UNESCO inscription of its two world heritage vantage points. to changing needs and growth. In the 18th and 19th sites: the Old and New Towns of Edinburgh and centuries, bridges and streets were thrust into the The topography of hills, ridges and valleys have the Forth Bridge. Its distinct geography and rich medieval pattern of the Old Town to create links enabled the development of a series of distinct and varied heritage of buildings and urban design with the wider city and improve the environment areas that juxtapose with one another. Nowhere combine to create a unique cityscape. Edinburgh is by providing more air and light. Edinburgh has also is this interplay between landscape and buildings a city of startling contrast – between its landscape embraced change to meet current needs. clearer than in the city centre. Both the Old and New and buildings and in its streets and spaces. Town are designed around their landforms. In the Subsequent expansion of the city have has created Landscape is vitally important. Containment is Old Town, the Royal Mile slopes gently down the Old distinctive neighbourhoods with their own sense provided by the Firth of Forth to the North and the Town ridge; buildings are tightly packed together off of place but which also contribute to the character Pentland Hills to the South, but it is the hills within closes that run down to the Waverley and Cowgate of the city as a whole. Areas like the Grange, Edinburgh that create some of the most striking valleys. The New Town’s more undulating landscape Marchmont and Bruntsfield, Inverleith, Leith, Gorgie aspects of its setting. Castle Hill, Arthur’s Seat, is reflected in its spacious and geometrically and Dalry, have different building forms, but with Calton Hill and others create a three dimensional ordered streets. their consistent heights, sandstone walls, slate city. Not only do they dominate views throughout roofs, vertical windows and architectural motifs they the city, but they also create vistas, allowing the city feel very much part of Edinburgh.

Page 8 An Old Town Improvement Street: Cockburn Street Tenements in Marchmont—Warrender Park Terrace Suburban housing with view to Edinburgh Castle—Greenbank Crescent

Although the later post war suburban areas of the listed buildings in Scotland and has a much higher architectural character of the area. It can be seen as city are less distinct, their simple layouts knit well proportion of ‘A’ listed buildings than the national the glue that binds places together. into the wider city. Where streets align with the average. This combination of natural and built heritage city’s landmark features, their sense of belonging to Edinburgh has a total of 49 conservation areas should be maintained and enhanced. The principles Edinburgh is amplified. covering 25% of the urban area with a resident presented here are informed by qualities that Confident modern developments sit alongside some population of over 100,000. Each conservation make Edinburgh special. They seek to achieve new of the oldest buildings in the city. Ironically, this area has its own unique character and appearance. development that draws on and interprets the past; process of change means many parts of the Old The variation in character illustrates the history with an emphasis on creativity and innovation rather Town are younger than large swathes of the New of Edinburgh. They range from the internationally than prescription. Town. famous New Town, which is the largest conservation area in Scotland, to small villages which have been Edinburgh contains the greatest concentration absorbed as the city expanded. of built heritage assests in Scotland, with nearly 5,000 listed items comprising over 30,000 separate The public realm of Edinburgh offers a wealth buildings. These range in scale from the Forth Rail of streets, squares and spaces, gardens and Bridge to the statue of Greyfriars Bobby, and in pedestrian spaces, which act as gathering age from the 12th century to the late 20th century. places for people and settings for the historic The city accounts for about one-third of all the ‘A’ buildings making an important contribution to the

Page 9 The Challenge

The quality of our environment undoubtedly contributes towards Edinburgh’s success as an international city to which people and businesses are attracted. For this to remain the case, it is vitally important that we continue to respect the existing built fabric. In doing so, Edinburgh should not become a museum piece. Instead, the city must continue to embrace change so that it can adapt to its evolving needs. However, this sets up a possible tension—between preservation and change. As many of the examples used in this guidance demonstrate, design led solutions can resolve a range of competing needs. Where surrounding development is fragmented or of poor quality the aim is to establish a new context that better reflects the inherent character of Edinburgh. The Council encourages model forms of development that generate coherence and distinctiveness. Both the historic environment and the many modern developments shown in this guidance provide context of quality that should be reflected in these situations. We can reduce the impact of a changing climate through innovative placemaking. For example integrating greenspaces into new and existing developments can reduce the risk of flooding and act as a buffer against noise and air emissions from vehicles, whilst providing open spaces for walking, cycling and nature. Air quality has become a particular challenge in If the aims of this guidance are met, forthcoming cities across the world. Considered use of design developments will be more successful in the A design process that challenges conventional ways and placemaking can minimise the impacts of longer term - meeting the needs of all who use and of doing things will be key to creating successful pollution while, at the same time, promoting spaces experience the city. places, particularly for new and emerging suburban for walking, cycling and nature. areas.

Page 10 Promoting good design

It is important to achieve the highest quality of This process provides an opportunity to consider the Architectural quality and competitions design possible. This means committing to good development in principle and to influence its design, The Council’s policies and guidance aim to raise the quality at every stage of the design process. so that potential problems are resolved or reduced. urban design quality within the city. For particularly This will avoid the need for expensive and time- Well designed developments can actively enhance important or sensitive sites or for some nationally consuming retrospective re-design. the environment; manage exposure to air, noise important uses, architectural competitions may be and light pollution and reduce overall emissions. In Design review the best way of ensuring the highest architectural contrast, other new developments may increase the quality. The Council supports the process of design review. emission of pollutants that are harmful to human Depending on the size, complexity and sensitivity Community and place health and impact on the quality of life. of the site, proposals may be referred to either Good design needs to take account of community Architecture + Design Scotland (the Scottish Pre-application advice needs and community aspirations. The Review of the Government’s advisory body on urban design The Council encourages and promotes engagement Planning System and the Community Empowerment matters) or the Edinburgh Urban Design Panel. This on design issues through pre-application advice. Act require that the community become more should be done at the pre-application stage. Providing advice prior to the formal submission of involved in helping to deliver better places. Use of a planning application can ensure that the quality tools like The Place Standard show how local needs of a development is improved and certainty in the can be incorporated into development briefs and outcome can be increased for the applicant. other planning processes.

View from Meadows of new housing

Page 11 1. Context, placemaking and design

This chapter sets out the Council’s expectations for how new development should relate to its context; a key theme throughout this document. High quality design supports the creation of good places and has a positive impact on health and wellbeing. The highest standards of design can be achieved through the factors set out in the Scottish Government’s Creating Places and Designing Streets policies, to create new vibrant places which are distinctive, safe and pleasant, easy to move around, welcoming, adaptable and sustainable.

The key aims for new development are: • demonstrate an understanding of the unique characteristics of the city and the context within which it is located; • demonstrate an understanding of the historical development of the site; • reinforce its surroundings by conserving and enhancing the character and appearance of the landscape and townscape; including protecting the city’s skyline and locally important views; • ensure that adjacent development sites are not compromised and that there is a comprehensive approach to layout; • provide appropriate densities depending on their existing characteristics; • incorporate and use features worthy of retention, including natural features, buildings and views; and • demonstrate a good understanding of the existing water environment on site and provide a creative response to manage future surface water.

Page 12 1.1 Appraising the site and context

For a proposal to respond positively to its context, Survey the site and immediate context and Local Development Plan policies it is essential that it is designed with a good analyse the character of the wider landscape and • Des 1 - Design Quality and Context understanding of its site and the surrounding area townscape surrounding a development site. • Des 3 - Development Design and the wider city. This will help the development of Survey the existing scope of visibility and the • Des 4 - Development Design a sound and sustainable concept around which the amenity value of these views within the city and design is structured. The council expects a multi- • Des 11 - Tall Buildings surrounding landscape. disciplinary team consisting of architect/urban • Env 1 - World Heritage Site Evaluate changes to character and views that will designers, landscape architects, flood engineers, result from development and use the findings to • Env 6 - Conservation Areas historic experts to be involved in developing and inform design review and finalised proposals. • Env 7 - Historic Gardens and Designed Landscapes bringing forward a masterplan. Schemes with a poor understanding of context will be refused. Survey and analyse the historic environment and • Env 11 - Special Landscape Areas use findings to inform design proposals. • Env 17 - Pentland Hills Regional Park Contextual evaluation should consider the impact of the proposal in terms of its physical structure: mass, density, materials, height, as well as its function and uses. Consideration should be given to whether it has a positive impact on the local community and whether that impact is local or area-wide.

Information required in a site survey and appraisal Landscape Geology, topography, landform, existing vegetation, including Trees (section 3.5), use of landscape by people, historical /archaeological assets, description of local landscape character and key landscape characteristics of site and context and analysis of the above. Extended Phase One Habitat Survey and Ecological Assessment, to identify habitats and protected species within the site and opportunities for Ecology linkage with adjacent habitats. See 3.4 Biodiversity on page 95. Locations of services and utilities (above and below ground). Water features and flood extents (including culverted river courses). See 3.8 Hydrology, drainage, services Water environment on page 106. Townscape Listed buildings and their setting, focal points, landmarks, architectural style, feu pattern & building line, conservation area appraisals. How the site relates to the wider network of streets, footways and cycle routes and how these streets and routes are used. Consideration at Streets / Movement different scales: structural, layout and detail. Visual Assessment (see following pages) The extent to which the site is visible, whether the site is in a protected view or other important local or Views Survey city view. Whether there are views to landmark features or other important features from site. Sunpaths for winter & summer, prevailing wind in terms of shelter of urban blocks and tree planting, aspect and micro-climate in relation to solar Microclimate /Air Quality gain & planting proposals. Existing air quality issues. Is the site in the World Heritage Site? The airport exclusion zone? A site of importance for nature conservation? The extent to which it meets Planning / other designations requirements of Council’s Open Space Strategy etc.

Page 13 Much of the city’s built up area is defined by a Historic environment Historic Environment Scotland’s national traditional townscape character that creates a high Inventory of Gardens and Designed Landscapes The historic environment includes ancient quality, sustainable and vibrant urban environment. in Scotland describes landscapes of national monuments, archaeological sites and landscape, Consideration should be given to the way new importance. Proposals should assess the impact historic buildings, townscapes, parks, gardens, buildings are inserted into the framework of the the development will have on the Gardens and their designed landscapes and other features. existing townscape; respecting its scale and setting. Proposals that potentially will affect local producing architecture of the highest quality. Sites within the two World Heritage Sites (WHS), and regionally important landscapes also require The Old and New Towns of Edinburgh and the Forth assessment. Architectural form and building heights must, Bridge require particular consideration. Historic therefore, be appropriate to location and function. Environment Scotland’s ‘Managing Change in the Landscape character The objective is to preserve and enhance the existing Historic Environment: World Heritage’ provides advice. Characterisation is a way to describe and understand townscape character, and pursue the highest There are management systems in place for both of the distinct patterns of elements which combine architectural and urban design quality, incorporating the WHS. to create a ‘sense of place’, including geology, social; environmental and economic needs. landform, soils, vegetation, land use, urban form, The proposals should explain the impact on New development should be sensitive to historic architectural style and experiential qualities. the Outstanding Universal Values within the character, reflect and interpret the particular Environmental Impact Assessment. A landscape character assessment can assist in quality of its surroundings, and respond to and defining objectives to protect, manage or restructure reinforce locally distinctive patterns of development, It is also important to understand the setting of the landscape. townscape, landscape, scale, materials and quality. historic assets. Historic Environment Scotland’s New development should strengthen the context (HES) Managing Change in the Historic Environment Edinburgh’s unique and diverse landscape of existing conservation areas, respecting the Guidance provides advice on a range of subjects. contributes to the city’s identity and international topography, physical features, views and vistas. Their guidance on New Design in Historic Setting renown. The landscape context is described in the explains the process of design that can help deliver Lothians Landscape Character Assessment and in There is no simple prescription for good architecture exciting contemporary interventions that energise and more detail in the Edinburgh Landscape Character beyond the precepts of ‘commodity, firmness and enhance our historic areas. Assessment. Special Landscape Areas have been delight’. Good new buildings in historic settings identified as being of particular quality and their should not merely be fashionable, but should stand Conservation Area Character Appraisals explain the Statements of Importance also provide relevant the test of time. Conformity to restrictive formulae special architectural and historic interest for each information. or the dressing of modern structures in traditional of the City’s conservation areas. Edinburgh also has forms may fail to produce quality architecture. The a heritage of listed buildings. If these fall within or These should be referred to as part of a sites aim is to encourage development which reflects adjacent to proposed development their significance landscape appraisal, helping to ensure that and creatively interprets the past. Consistency and and setting should be surveyed and appraised. developments interact with their surroundings and continuity is important, and new buildings should aspire to shape high quality future landscapes. Where a site is of known or suspected archaeological not draw attention to themselves disproportionately. The urban edge for example should be designed to significance a programme of archaeological works conserve and enhance the special character of the will need to be agreed with the Council. As the city. See page 18 for technical information and archaeology may influence the extent of development, requirements. this should be done at the site appraisal stage. On some sites, excavations may be required. Page 14 Visual assessment Visual assessment is a method to help understand the changes to views that would be experienced by people in the short, medium and long term should the development go ahead. It is an essential tool to explore design options and assess the visibility of new proposals and how they will be viewed in relation to existing built and natural features. In some instances the use of tethered balloons or scaffolding structures will be required to allow people to understand the visual impact. Findings should be presented in Environmental Impact Assessments, Design Statements or Landscape and Visual Appraisals and follow the approaches set out by the document ‘Guidelines for Landscape and Visual Assessment’ (most recent edition). This process should identify all the views within the landscape or townscape from a range of distances and orientations from the proposed development and take into account how this will be viewed from particular vantage points. These include hill tops, paths and greenspaces, visual corridors along streets and roads, bridges and residential neighbourhoods. See page 22 -25 for technical information and requirements.

Page 15 Technical guidance

Site appraisal These drawings and images illustrate some of the ways a site can be be appraised—in this case the gap site next to the City Art Centre. Information like this helps build up an understanding of a site—it does not prescribe the way it should be developed.

Site shaded by Views to site from tall buildings Princes St Gardens, Roof to south, east Site sheltered and west of Princes Mall & North by buildings

Bridge to west t es w o Site sits within t t eas om herringbone pattern of Sun path fr Old Town streets and closes

Prevailing wind

N N N 0 100m 0 50m 0 50m Buildings and routes Views to site Microclimate Variety of building heights—generally falling from east to west

Vertical Cockburn Street Gable emphasis Site windows on to art centre windows

Market Site Street Station

Important nearby features Building heights and form Site section Page 16 Technical guidance

Historic Environment • Facades should respond to the rhythm, scale and In assessing whether or not unlisted buildings make proportion of neighbouring properties. a positive contribution to the special architectural or Development should relate to the historic context in historic interest of a conservation area, the following terms of the following principles: • Development should respect the established questions will be considered: building line. • New developments should be sensitive to historic • Does the age, style, materials or any other character and attain high standards in design, • The density and architectural style of new characteristics of the building reflect those of construction and materials. development should respect the scale, form and a substantial number of other buildings in the grain of the historic context. • New buildings should be designed for a long life conservation area? and soundly constructed of durable materials • Roof forms and materials should reflect the • Does it relate in age, style, materials or any other chosen to suit their context. They should be tradition of the locality. historically significant way to adjacent historic capable of alteration and adaptation in response • The use of materials should respect and buildings and contribute positively to their to changing needs in the future. strengthen local traditions, reflecting the naturally setting? • Historic settlement patterns, plot boundaries, predominant material. • Does it reflect the development of the pedestrian routes and enclosures should be • Traditional means of enclosure should be conservation area? respected, as should the form, texture, grain and provided, erecting either a wall sympathetic to the general character of the site as a whole. • Does it have significant historic associations with local context or railings of an appropriate design. the established features such as the road layout or • Most of Edinburgh’s conservation areas have a • Development should retain significant gaps or traditional plot sizes? predominantly consistent design, or one which is open spaces which contribute to the street scene layered and made up of diverse components, yet • Does it have landmark quality? or provide the setting for buildings of architectural with an overall integrity. The consistent use of a or historic importance. • Does it reflect the traditional functional character limited range of materials for roof coverings, walls, of the area? ground surfaces, and for other elements and • Development should retain trees which contribute details, can be vital to the integrity of an area. the character of the streetscape. • Does it have significant historic associations with local people or past events? • New buildings should be designed with due • In exceptional circumstances, where there is a regard to their site and surroundings using gap in a formal scheme, for example, it may be materials that will weather and age well and settle appropriate to rebuild or build to a pre-existing or into their place in the townscape. reconstructed design. • Development should remain within the range of heights of historic neighbouring properties.

Page 17 Technical guidance

Landscape Character

Technical checklist Determine the relevant study area in relation to the proposed development. Agree with planning authority. Describe and categorise the surrounding landscape and townscape based on the predominant topography, land use, eras of settlement and patterns of form, scale and enclosure. Refer to existing sources of information as necessary. Identify sensitive receptors within the study area, such as designated sites, listed buildings and scheduled sites, existing trees and woodland and describe key characteristics of site. Provide a succinct written appraisal assessing the landscape/townscape impact of the proposal. Describe and evaluate change to character by considering how aspects of the proposal relate to its surroundings and whether change will weaken or enhance existing character. Where relevant incorporate design mitigation measures. Additionally, designed landscapes will require a historic landscape assessment.

Lothians Landscape Character Assessment (1998). Edinburgh Landscape Character Assessment (2010) Historic Scotland – Conservation Plans – A Guide to the Preparation of Conservation Plans (2000)

A range of doucments and techniques can be used when preparing landscape character assessments

Page 18 Technical guidance

Visual Assessment The Landscape Institute’s ‘Guidelines for Landscape and Visual Impact Assessment’ sets out the recognised approach. It should be read in conjunction with the Landscape Institute Advice Protecting new views Limiting the height of buildings to maintain a view Note 01/11—Photography and Photomontage in The view from Edinburgh Park Station towards Arthur’s Seat The height of buildings in the Bio-Quarter has been limited to Landscape and Visual Assessment and Visual & the Castle (right) has similar qualities to the view towards maintain views towards the Edmonstone ridge. This helps to Representation of Wind Farms (Scottish Natural the Castle from Carrick Knowe railway footbridge. It should be reinforce the landscape setting of the city by providing visual protected. containment contributing to the sense that Edinburgh is a Heritage 2014) . The visual assessment should compact city. assess city and local views as well as protected Protecting an incidental view views. Views within any cultural heritage Although the assessments or assessments of setting should be to glimpsed view to the same standard as the visual assessment. They Edinburgh Castle from the West Port are likely to be the same views. is not a key view, The requirements set out in the technical checklist care should be taken to protect it. should be confirmed and agreed at an early stage. Limiting the height of buildings to maintain a view

Technical checklist Map the site’s visual envelope or prepare a computer generated Zone of Theoretical Visibility (ZTV). Identify viewpoints representing different visual receptors, from a range of distances and orientations from the proposed development. Any relevant protected views may be included. Confirm viewpoint location with planning authority. Identify night time views, if required.

Prepare baseline site photography using equivalent of a 50mm focal length, usually set at 1.8m level Zone of theoretical visibility It may be helpful to subsequently confirm site photography with planning authority Use of computer generated mapping to determine a site’s zone Present the proposals alongside baseline photography, by means of an accurately constructed 3d CAD model, of theoretical visibility i.e. the area across which a proposed development may have an effect on visual amenity, can inform including ‘wire line’ views and rendered photomontages. the selection of viewpoints for visual assessment. ‘Before’ and ‘after’ views should enable direct comparison in the field, and should, therefore, be printed at the appropriate perspective, resolution and size with details recorded on the title block. Provide a written appraisal assessing the visual effects of the proposal, and where relevant

Page 19 1.2 Protected views

The topography of Edinburgh has shaped the way Old and New Town recognised through the World Conserve the city’s skyline, by protecting views to the city has evolved. The setting of the city, between Heritage Site status. In order to protect this aspect of landmark buildings and topographical features. the open hills and the Firth of Forth, and the impact Edinburgh’s character, the city’s most striking visual Protect the setting of the Forth Bridge by of volcanic hills and ridges which define the built features and views to them from a number of public protecting the characteristics of the key views. form, create a very strong sense of place. This vantage points are identified. The landmark features establishes views to and from many key features which are to be protected include: Local Development Plan policies around the city and allows the city to be defined by • The Castle, Castle Rock and Tolbooth St John’s • Des 4 - Development Design its topography rather than the height of its buildings. Spire. • Des 11 - Tall Buildings The way buildings have used the topography of the • Calton Hill. city also defines what is special about Edinburgh; • Env 1 - World Heritage Sites • The Old Town spine. with the distinctive and contrasting patterns of the • Arthur’s Seat and the Crags. • The New Town. • Coastal backdrop and Firth of Forth. • Open Hills. • The Forth Bridges. • St Mary’s Cathedral Spires. • Fettes College. • Craigmillar Castle. One mechanism for protecting the views has evolved from a study of views and skylines undertaken for the Council. Essential to implementing the guidance is an understanding of the concept of ‘sky space’. Sky space is the space around the city’s landmark features that will protect their integrity. Once the sky space is ‘pierced’ by a development, it has started to impact on a protected view. Although there is a general presumption against breaking the sky space, if a development can demonstrate that it adds to the city’s skyline in a positive way and enhances the character of the city, it will be supported subject to it meeting other relevant policy considerations. It Protected skyline view of Calton Hill from west escarpment of Long Row, Whinny Hill (view no. E05)

Page 20 should also be noted that a development can have The four views of the Forth Bridge from within the Other important views an adverse effect on the skyline, not by breaking City of Edinburgh boundary are: It is important that other views to landmark features the sky space, but through being too large in its • 4 Mons Hill; and important views to landscape and built features, built form or by failing to recognise the importance including statues and monuments, in and around of rooftop detailing and modulation. Technical • 5 Dalmeny Water Tower; the city are also protected. guidance is provided on the following page. • 6 Bankhead, Dalmeny; and New views can be incorporated within new Forth Bridge • 7 Contact and Education Centre. development. The Forth Bridge and its setting are also recognised Click on the map arrows to reveal further details of The following pages set out the Council’s as creating a very strong sense of place. The the viewpoint. expectations for incorporating existing views. Bridge was inscribed as a World Heritage Site in July 2015, reflecting the innovation in engineering, construction and materials used to create the iconic 2 structure, which remains in its original use. The scale and power of the Forth Bridge creates a 3 visually dominant landmark and a number of designations around the bridge ensure that it is protected at an appropriate level. To help further safeguard its setting, a viewshed analysis identified a total of 10 key views; four of which lie within the City of Edinburgh. The protection 10 of these key views and their characteristics will be a key planning consideration. In general, development in the North West and 1 particularly in and around Queensferry and Port Edgar must take into account any possible impacts on the Forth Bridge.

9 4 7 8 6 5

TopographyAPPENDIX 3 considerations

Topography considerations

Technical guidance The concept of view cones and sky space This diagram shows that depending on a building’s position, its height Assessing the impact on key views and the topography surrounding, elements of a development (shown The bottom of the sky space can be measured and is in red) can impact on the sky space calculated from Ordnance Datum, so once the height around a landmark building or of any proposed development is known, it will be feature. Note that the sky space sits possible to assess its impact on any feature in the to the side, above and below the landmark feature. city by the extent to which it pierces the bottom of the sky space. Each feature listed has different sky space around it depending on the nature of the feature. The amount • In other areas, there may be scope for taller Environmental modelling that addresses pedestrian of sky space around a feature will be sufficient, not buildings but care needs to beDiagram taken showsthat how proposalswind in different safety issuesparts of relatedthe view to;cone might impact on a particular view. just to protect a view of the feature, but to protect impacts on key views are fully considered. For • Wind force (relative velocities related to a base example, some parts of the PortDiagram of Leith shows may how proposals in different parts of the view cone might impact on its context or setting. In some cases, the sky space a particular view. line study of surrounding area). can be accurately defined, whilst in others, it will have the capacity for buildings that will exceed • Wind safety (turbulence, suction, lift). be more of a matter of judgement. Views to the building heights typical of the immediate context. landmark features from any key view are in the form However, these areas may be very near parts • Thermal comfort (Wind chill). of view cones. The diagram to the right illustrates of the docks within which similar development • Noise level. how view cones take account of topography and how could have an adverse effect. An assessment • Air quality. proposals in different parts of the view cone might of the suitability of these or any other proposed impact on a particular view. locations for high buildings, in terms of their • Streetscape aesthetics (impact of any mitigating contribution to the strategic development of the measures). Impacts on key views will vary depending on the city, will be required. nature of what needs to be protected in the key view • Photomontages showing the impact of the itself, the location of the proposal and its height and Key views that are to be protected are set out on the proposal on key views. form. Explaining in detail all circumstances in which following pages. These are to be kept under review. • A helium balloon test may be required, where the key views can be affected is beyond the scope The design of any high building will be of exceptional the true height of the building is described by a of this guidance. However, it is possible to highlight quality and it must demonstrate an understanding series of markers attached to a cable suspended some issues; of its context and impact. This should be presented by a balloon filled with helium, so that a true • Some areas are more sensitive to even small in a townscape and visual impact assessment. The understanding of the impact on the surrounding increases in height in relation to existing application should be accompanied by: area can be gained. development due to their prominence in key views • Sight and height levels; • A statement demonstrating that there is an and exposure to sky space. An example of this is understanding of the impact of the development • An analysis of the context including a strategic development in the area between Princes Street and showing how the development enhances its justification for the proposed location; and Queen Street, where even the addition of an context. extra storey could impact upon views. Page 22 Page 23 Technical guidance W3c Telford Road, old railway bridge - St Mary’s spires S2f Blackford Hill Crest - Corstorphine Hill W3d Telford Road - Pentland Hills S3 Colinton Road - St Mary’s spires W4a Corstorphine Hill - Calton Hill and New Town Monuments S4a Craiglockhart Hills - St Mary’s spires List of Protected Skyline Views in the North, W4b Corstorphine Hill, south east end - Castle and Arthur’s Seat S4b Wester and Easter Craiglockhart Hills - Castle and Hub spire W5 Corstorphine Road, south of Zoo - Castle & St Mary’s spires S4c Wester Craiglockhart Hill - Salisbury Crags West, East and South of the City W6a Carrick Knowe railway footbridge - Corstorphine Hill S4d Wester Craiglockhart Hill - Arthur’s Seat and sea N1a Carrington Road - Arthur’s Seat W6b Carrick Knowe railway footbridge - St Mary’s spires S4e Craiglockhart Hills - Pentland Hills N1b Carrington Road - Charlotte Square dome, Castle & Hub spire W6c Carrick Knowe railway footbridge - Castle S5 Braidburn Valey Pentland Hills N2a Inverleith Park - Arthur’s Seat W6d Carrick Knowe railway footbridge - Arthur’s Seat S6 Braid Hills Drive West - Castle, Hub spire & Barclay Church N2b Inverleith Park - Charlotte Square dome, Castle & Hub spire W6e Carrick Knowe - Pentland Hills spire N2c Botanic Gardens, west gate - along Arboretum Place to Castle W7a Saughton Road south of railway bridge S7a Braid Hills Drive East - Castle, Hub spire & distant mountains N2d Inverleith Park - St Mary’s spires and west Edinburgh skyline W7b Saughton Road, south of railway - Castle and Hub spire S7b Braid Hills Drive, east end - Calton Hill N3a Botanic Gardens - Arthur’s Seat W7c Playing field east of Broomhouse Community Centre - Arthur’s S7c Braid Hills Drive, east end - the sea N3b Botanic Gardens, in front of Inverleith House - Castle, Hub Seat S7d Braid Hills Drive, east end - Arthur’s Seat and Salisbury Crags spire and Charlotte Square dome W8 Longstone - Pentland Hills S7e Braid Hills Drive, east end - Pentland Hills N3c Botanic Gardens - Pentland Hills W9 Sighthill and Broomhouse - Pentland Hills S8a Buckstone Snab - Castle, Firth of Forth and distant hills N3d Botanic Gardens, in front of Inverleith House - St Mary’s W10 Cramond foreshore looking east S8b Buckstone Snab - the sea spires E1a Pleasance - Salisbury Crags S8c Buckstone Snab - Arthur’s Seat N4a Eildon Road - Arthur’s Seat E1b Pleasance Calton Hill S8d Buckstone Snab - Corstorphine Hill N4b South Fort Street - Salisbury Crags E2a Salisbury Crags, south side - Pentland Hills S9 Liberton Drive along Alnwick Hill Road to Arthur’s Seat N4c Newhaven Road and Warriston Path - Calton Hill E2b Salisbury Crags, Radical Road - St Mary’s spires, Castle, Hub S10a Liberton Cemetery - Arthur’s Seat and Salisbury Crags N5a Pilrig Park and Pilrig Street - Arthur’s Street spire S10b Junction of Liberton Brae and Kirkgate - Castle N5b Pilrig Park - Calton Hill E2c Salisbury Crags, Radical Road - Corstorphine Hill S11a Old Dalkeith Road, by Craigmillar Castle - Castle N6a Ferry Road & Merchant Maiden Playing fields - Arthur’s Seat E2d Salisbury Crags, Radical Road - Calton Hill S11b Old Dalkeith Road, by Cameron Toll - Salisbury Crags N6b Ferry Road at Merchant Maiden Playing Fields - Castle, Hub E3 Queen’s Drive - Calton Hill S11c Old Dalkeith Road, south of Cameron Toll - Arthur’s Seat and spire and Charlotte Square dome E4a Queen’s Drive, Powderhouse Corner - St Mary’s spires Salisbury Crags N6c Ferry Road at Merchant Maiden Playing Fields - St Mary’s E4b Queen’s Drive, Powderhouse Corner - Castle and Hub spire S12a Craigmillar Castle - Inchkeith Island spires E5 Holyrood Park, Whinny Hill, Lonw Row - Calton Hill S12b Craigmillar Castle, upper battlements - Castle and Hub spire N7a Ferry Road at Goldenacre - Arthur’s Seat E6a Holyrood Park, Meadowbank Lawn - Castle and Old Town S12c Craigmillar Castle - Salisbury Crags N7b Ferry Road at Goldenacre - Salisbury Crags E6b Holyrood Park, St Anthony’s Chapel - Castle and Old Town S12d Craigmillar Castle - Arthur’s Seat N7c Ferry Road at Goldenacre - Pentland Hills E6c Holyrood Park, Meadowbank Lawn and St Anthony’s Chapel - S13a Lanark Road, Dovecot Park - St Mary’s spires N7d Ferry Road at Goldenacre - St Marys’ spires Calton Hill S13b Lanark Road, Dovecot Park - Castle and Hub spire N7e Ferry Road opposite Clark Road and Eildon Street - Castle and E7a Holyrood Park, Dunsapie Loch - the sea S14a Clovenstone Community Woodlands - Corstorphine Hill Old Town skyline E7b Holyrood Park, Dunsapie Loch - Inchkeith Island S14b Clovenstone Community Woodlands, west side - St Mary’s N8 Newhaven Road and Victoria Park - Arthur’s Seat E8 London Road, Meadowbank - Calton Hill spires N9 Constitution Street, north end - Calton Hill monuments E9a Lochend Park, upper level and Lochend Road South - Arthur’s S14c Clovenstone Community Woodlands, west side - Castle and N10a Inchkeith Island, Arthur’s Seat - Arthur’s Seat, Inchkeith Seat Hub spire Island E9b Lochend Park - Arthur’s Seat and Salisbury Crags S14d Clovenstone Community Woodlands - Pentland Hills N10b Leith Docks - Calton Hill E9c Lochend Park, upper level - Calton Hill S15 Captain’s Road - Pentland Hills N11a Leith Docks - Arthur’s Seat E10 Easter Road - Salisbury Crags S16a Hyvots Bank, Gilmerton Dykes - Castle and Hub spire N11b Leith Docks - Calton Hill and Hub spire E11 Seafield Road, Craigentinny - Arthur’s Seat S16b Gilmerton Dykes Street - Arthur’s Seat and Salisbury Crags N12a Leith Docks, west end - Castle and Hub spire E12 Magdalene Field - Arthur’s Seat S17a Gilmerton Road, near junction with Ferniehill Road - Castle N12b Leith Docks, west end - Forth Bridge S1a Bruntsfield Place - Castle and Hub spire W1a Western Approach Road raised bridge - St Mary’s spires S1b Bruntsfield Links, south side - Castle S17b Gilmerton Road - Salisbury Crags W1b Western Approach Road raised bridge - Castle S1c Bruntsfield Links and Meadows - Arthur’s Seat & Salisbury S17c Gilmerton Road - Arthur’s Seat W1c Western Approach Road raised bridge - Arthur’s Seat Crags S18a Junction of Old Dalkeith Road and Ferniehill Road and W2a Queensferry Road, west of Craigleith Road junction - Castle S2a Blackford Hill crest - Castle, spires and Firth of Forth Moredun Park Road - Castle and Hub spire and Arthur’s Seat S2b Blackford Hill, Royal Observatory - Castle, spires & Firth of S18b Moredun Park Road - Arthur’s Seat and Salisbury Crags W2b Queensferry Road, west of Craigleith Road junction - St Forth S18c Ferniehill Road, east end - Pentland Hills Mary’s spires S2c Blackford Hill - the sea with Inchkeith Island S19 A68, near Wester Cowden - Castle, Hub spire and Old Town W3a Telford Road, east of old railway bridge - Arthur’s Seat S2d Blackford Hill - Arthur’s Seat and Salisbury Crags S20 A68, near Wester Cowden - Arthur’s Seat W3b Telford Road, near old railway bridge - Castle and Hub spire S2e Midmar Drive - Arthur’s Seat and Salisbury Crags

Page 24 Technical guidance

List of Protected Skyline Views in and around the City Centre C1a Castle Ramparts - Calton Hill C1b Castle Ramparts - Inchkeith Island C1c Castle Ramparts - Arthur’s Seat C1d Castle Ramparts - Pentland Hills C2a Camera Obscura - Calton Hill C2b Camera Obscura and Castle Esplanade - Pentland Hills C2c Junction of Ramsay Lane and Castlehill - Firth of Forth C3a North Bank Street - Corstorphine Hill C3b Milne’s Close - Firth of Forth C4a Royal Mile, Lawnmarket - the sea C4b Royal Mile, North/South Bridge junction - the sea C5a North Bridge - Calton Hill C5b North Bridge - Firth of Forth C5c North Bridge - Salisbury Crags C6 Jeffrey Street and Cranston Street - Calton Burial Ground monuments C7a Waterloo Place and Regent Terrace - Arthur’s Seat and Salisbury Crags C7b Carlton Terrace Tron spire - along Regent Terrace C7c Royal Terrace, east end - Greenside church tower C8a Calton Hill - Arthur’s Seat and Salisbury Crags C8b Calton Hill - Pentlend Hills C8c Calton Hill - Castle, Hub spire, St Giles crown and Tron spire C8d Calton Hill - along Princes Street C9 Waterloo Place and Princes Street - St Mary’s spires

C11a Junction of Queen Street and North Castle Street - east along Queen Street C11b Junction of Queen Street and Dublin Street - west along Queen Street C11c Dublin Street - east along Albany Street C11d Junction of George Street and Frederick Street - east to St Andrew Square column C11e Junction of George Street and Frederick Street - west along George Street C12 East half of George Street - Firth of Forth Central C13 George Street at Charlotte Square - Firth of Forth C14 Princes Street - Calton Hill C15 Queensferry Street - along Melville Street to St Mary’s spires C16a Dean Bridge - north to Rhema church tower C16b Dean Bridge - Firth of Forth C16c Dean Bridge south-west view C16d Dean Bridge - Corstorphine Hill and Dean Gallery towers C17 West Maitland Street - along Palmerson Place C18 Queensferry - Road Fettes College

Page 25 1.3 Assessments and statements

alone document, in other cases this assessment will Design and Access Statements are expected for be within a design statement. Where Design and all major planning applications as well as other Access Statements are required the landscape and significant or complex proposals. visual information should normally be in a stand alone Design statements are expected for some local document. For development with a significant visual or planning applications. landscape/environmental impact, the findings should An Environmental Impact Assessment (EIA) will be presented in an Environmental Impact Assessment. be required for applications with significant The appraisal should show existing views, and existing environmental impacts. natural and built features. Sections 1.6, 1.7 and 1.8 set Landscape and visual Appraisal/Assessments will out the Council’s expectations for these matters. be required for most applications. The extent of Key townscape principles, such as height, form, scale, the assessment will be dependent on the scale spatial structure and use of materials are set out in the and location of the development. Designing Buildings chapter. A Conservation Plan, Historic Landscape Assessment and Assessment of the Setting The different appraisals include: of Listed Buildings, or Assessment on the Design Statements Outstanding Universal Value (OUV) of a World Heritage Site will be required when proposals Design statements are required for local developments include the historic environment. in the following areas: • the World Heritage Sites; Local Development Plan policies • a conservation area; • Des 1 - Design Quality and Context • a historic garden or designed landscape; • the site of a scheduled ancient monument; and • Env1 - World Heritage Sites • the curtilage of a category ‘A’ listed building. • Env 6 - Conservation Areas • Env 7 - Historic Gardens and Designed Landscapes Design Statements are not required for: • development of existing dwelling houses; • Env 8 - Protection of Important Remains • changes of use; and All development should communicate the visual • applications for planning permission in principle. and landscape / townscape change by the use of appraisals or assessments. The appraisal required Planning Advice Note (PAN) 68 - Design Statements depends on the scale and context of the change. shows how to prepare a design statement. Key headings In certain local applications this will be a stand are set out in the table overleaf.

Page 26 Design and Access Statements section about how issues relating to access to the The Edinburgh Access Panel advises on how to development for people with disabilities have been improve accessibility for people with disabilities in Design and Access Statements will be expected for addressed. The statement must explain the policy the built environment. Its advice should be sought all major planning applications as well as complex or or approach in relation to adopted access. The table early in the design process. significant local planning applications. below sets out the requirements. Proposals within a WHS will require an assessment. The Design and Access Statements are the same The extent of this should be agreed with the planning as a Design Statement except that they include a authority, however it will usually be within an EIA for Information required in a Design Statement large complex developments. Views presented to explain impacts on the Outstanding Universal Values Background information Name of scheme; Name of applicant; Name of architect / developer / urban designers / should follow the guidance in section 1.1 visual etc. Description of client brief; Date. assessment. Site details Location and site plan; Description; History including planning history; Ownership. Site and area appraisals See section 1.1 Sites which contain listed buildings will require an Policy context Relationship of proposal to national and local planning policies and guidance. assessment of the setting of the listed building. This should include an assessment of the landscape Public involvement Outcome of consultation and public involvement. setting if appropriate, identifying key characteristics Programme How will the project be phased? and views that create the character and define the Concept Diagrams illustrating key concepts and ideas that underpin the proposal. setting. This should be presented following Historic Design solution An explanation of the design solution, including site layout and parking provisions, and Environment Scotland’s advice. The location of the how the solution has taken account of factors above, including, site and area appraisal, assessment should be agreed with the Planning policy context, public involvement and concept. Authority. Section 1.1 sets out the Council’s Information required in an Access Statement expectations for positioning new development within Policies It must explain how policies relating to access in the Local Development Plan have been historic sites. taken into account. For sites listed in Historic Scotland’s national Specific issues Identify specific issues which might affect access to the development for disabled people. Inventory of Gardens and Designed Landscapes in This should explain how the applicant’s policy / approach adopted in relation to access fits Scotland, or the Council’s local survey records, a into the design process. historic landscape assessment written by a chartered Access to and through Developers should consider setting out in the statement how access arrangements make landscape architect should be submitted. the site provision both to and through the site to ensure users have equal and convenient access. Maintenance It must describe how features which ensure access to the development for disabled people Where a Conservation Plan is required these should will be maintained. The publication Designing Places notes that the arrangements for be written by an accredited Conservation Architect long-term management and maintenance are as important as the actual design. Therefore, or Architectural Historian and should set out the issues regarding maintenance will help inform the planning authority in coming to a important characteristics and evolution of the view on how best, possibly through agreements or conditions, such features are to be maintained in the longterm. buildings and the landscape. Consultation It must state what, if any, consultation has been undertaken on issues relating to access to the development for disabled people and what account has been taken of the outcome of any such consultation.

Page 27 1.4 Coordinate development

A comprehensive approach to development is Have a comprehensive approach to development important,if well designed and cohesive networks and regeneration. of streets and spaces (including the green network Comply with development frameworks or master (section 3.2) are to be created. This is particularly plans that have been approved by the Council. important on sites which could be large enough to become neighbourhoods in their own right. Develop masterplans with a multi-disciplinary team. It is also important with smaller developments, where there is a possibility that neighbouring sites On larger sites, prepare and adhere to master will be developed in the future. Applicants may plans that integrate with the surrounding network be asked to demonstrate sketch layouts of how of streets, spaces and services. neighbouring sites could be developed. This will help On smaller sites, make connections to ensure that the future development of neighbouring surrounding streets and spaces. sites is not compromised. It is expected that proposals will comply with the Local Development Plan policies principles in this guidance and be prepared by a multidisciplinary team of consultants including • Des 2 - Co-ordinated Development architects, urban designers, landscape architects • Des 7 - Layout Design and flood engineers. It requires that streets must consider place before movement—a key part of establishing suitable urban layouts. An important aspect of this is to create streets and spaces that reflect the unique character and distinctiveness of Edinburgh. The Council wants new development to provide streets and spaces that are attractive for all potential users of them. Opportunities for travel should be prioritised in the order of walking, cycling, public transport, then car, and should ensure equal access opportunities for people with disabilities. Design considerations should therefore reflect this user group hierarchy, Maintaining development potential by giving particular focus to the individual needs This new tenement housing development will allow the neighbouring land and buildings including the drive through of pedestrians, cyclists and disabled people, while restaurant to be redeveloped in a similar pattern. This will help avoiding a ‘one size fits all’ approach to design. create a cohesive network of streets.

Page 28 New cycle routes © Guthrie Aerial Photography and A new cycle route at West Granton Road helps connect this City of Edinburgh Council—Economic development into the wider area. It is designed so that in the Development Unit. Used with permission future, new development can overlook it. This is important to help make the route safe.

Creating a masterplan and following it A series of masterplans and frameworks were created to guide the development of the former industrial land and gas works site at Granton (pictured above). This allowed infrastructure - roads, cycle routes, avenues, parks and squares - to be put in place at the start of the project. All the new buildings that followed have fitted into this structure. This means it is likely that the aim of the masterplans to create a high quality new district for the city are more likely to be met. In addition, this development contains a mix of uses. These include housing, a new college, supermarket, and business space. Mixing uses within new development sites helps them to become more interesting, vibrant and sustainable places. This is because people will use them throughout the day and night. A greater mix of uses also helps to create more sustainable This new housing at Saltire Street in the masterplanned area has The office at Waterfront Avenue has a square in front and the transport options. a view to the sea. space for a future public transport hub.

Page 29 Shared surface for new student housing—Boroughloch Making connections to roads and cycle routes Bridge for pedestrians and cyclists—Westfield Avenue Because there is very little need for car parking and, therefore, This development was built on the site of a former suburban This new bridge connects the development to the Water of Leith access for cars, this development was able to be designed station. It makes connecdtions to the cycle route and the roads at Walkway and areas beyond. around a shared surface street. Due to the limited amount of each end of it. vehicles and the fact it is well overlooked, it is attractive for pedestrians and cyclists. Maps © Crown Copyright and database right 2012. All rights reserved. Ordnance Survey License number 100023420.

Page 30 Shared surface in housing—Cakemuir Gardens. Pedestrian route in the city centre—Multrees Walk Connections outside the city centre—Brandfield St. The houses come right up to the edge of the carriageway. The This shopping and office development creates an attractive An important new connection has been made through the tight space that results means that motor vehicles have to move street. The shops and little square within it make it an interesting former brewery site. It is made as accessible as possible by the around slowly. This helps make the space safe for pedestrians space to pass through. The Council will seek to make more inclusion of the ramp. Landscape and overlooking contribute to and children playing. routes like this where opportunities arise. its attractiveness.

Page 31 1.5 Density The appropriateness of high density housing to in building heights (and density) at nodes such Increased density can be achieved on sites where a particular site will depend on site context and as transport intersections of arterial and other the surrounding density is lower provided that: on the way in which the development addresses significant roads, as the change in height can help - there is a strong urban design rationale for the the issues of open space (including impacts on signal the importance of the location and assist increase in density; and landscape character and trees), unit mix, daylight, navigation. sunlight, privacy, outlook, house type, car parking - the increased density would not have an High density development is encouraged where requirements, waste management and the design adverse impact on neighbouring amenity or there is, or it is proposed to be, good access to a and site layout of the development itself. Density valuable natural heritage features. full range of neighbourhood facilities, including should be a product of design, rather than a immediate access to the public transport network determinant of design. Where there is a failure (i.e. within 500m of development). The map on the Local Development Plan policies to meet the Council’s expectations in relation following page illustrates where these areas are to these factors, this would indicate that the • Hou 4 - Housing Density within Edinburgh. proposed density is too high and that the quantity of development on the site should be reduced or the In new suburban developments, the Council High density development helps Edinburgh design re-configured. encourages the efficient use of land and a mix of be a compact and vibrant city. Having higher housing types. Introducing housing types such Where appropriate, higher density low rise building densities allows land to be used more efficiently, as flats, colonies, four in a block, terraces, mews types like colony housing, or terraced housing could helps regeneration and minimises the amount of houses and townhouses can help to increase be inserted into some low density/low rise areas Greenfield land being taken for development. Higher densities on sites that are otherwise designed for without adverse impact on amenity or character. densities also help maintain the vitality and viability detached and semi-detached housing. There can be a rationale for a modest increase of local services and facilities such as schools and local shops, and encourage the effective provision of public transport. New development should achieve a density that is appropriate to the immediate site conditions and to the neighbourhood. This is particularly important in Victorian and Edwardian villa areas. Here the form of any new building and its positioning should reflect the spatial characteristics, building forms and heights within the area. Back-land development must be designed to ensure that any proposed building is subservient to surrounding buildings Density in suburbia and it does not have an adverse impact on spatial In these examples, the street layout is similar. The left hand example has fewer houses and so is less dense. The Council encourages the approach on the right hand side where there is a mix of terraced and semi detached houses. The right hand layout is more likely to character. help sustain services such as shops and public transport since there will be more people to use them.

Page 32 Terraced housing—Wauchope Terrace Mixing houses and flats—Fala Place Flats in villa areas—Succoth Place Terraced housing is one way of delivering houses with front Having a mix of houses and flats helps to create a range of These flats integrate well into an existing villa area due to their doors and back gardens that makes efficient use of land. dwelling types—which improves social sustainability—and scale and refined architectural design. makes good use of land.

Page 33 Technical guidance Examples using some of these density measures follow. For these examples, car parking values were simply determined by establishing how many cars actually park on the relevant street. In relation to perpendicular on-street parking, a value of 2.5m is suggested, whilst for parallel parking, a length of 5m is suggested to accommodate cars.

Stockbridge colonies Marchmont tenements Lochrin Place tenements 115 Dwellings / ha 99 Dwellings / ha 164 Dwellings / ha 0.96 GFA / site area 1.32 GFA / site area 1.89 GFA / site area 0.34 Footprint / site area 0.33 Footprint / site area 0.35 Footprint / site area 2.8 Average number of storeys 4 Average number of storeys 5.3 Average number of storeys 0.5 Car parking / dwelling 0.8 Car parking / dwelling 1 Car parking / dwelling 179m² GFA per car parking space 170m² GFA per car parking space 115m² GFA per car parking space

Page 34 Technical guidance

Westfield Margaret Rose Avenue 21st Century Homes - Gracemount 172 Dwellings / ha 23.6 Dwellings / ha 69 Dwellings / ha 1.23 GFA / site area 0.43 GFA / site area 0.65 GFA / site area 0.24 Footprint / site area 0.20 Footprint / site area 0.23 Footprint / site area 5 Average number of storeys 2.1 Average number of storeys 2.9 Average number of storeys 0.4 Car parking / dwelling 1.7 Car parking / dwelling 0.8 Car parking / dwelling 165m² GFA per car parking space 106m² GFA per car parking space 119m² GFA per car parking space

Page 35 1.6 Incorporate existing views

Where views to interesting or landmark features exist, incorporate them into new development.

Local Development Plan policies • Des 3 - Development Design • Des 4 - Development Design

This is particularly important in public areas such as streets, squares and open space. View to Craigmillar Castle—Castlebrae Wynd Sometimes a potential outward view of the wider The street is lined up to create the view to the castle. landscape/townscape might not be apparent on a site, for example because there is a building in the way. Site analysis will help establish whether a new view can be secured through redevelopment. If it can, it should be incorporated into the design. Private views are not generally protected through the planning system. Notwithstanding this, there are some circumstances where views can be provided in new development and will contribute positively to the amenity of the scheme. Such circumstances include sites where Publicly accessible view Creating new views - Jackson’s Entry off Canongate it is unlikely that the view can be interrupted by A publicly accessible view to Edinburgh Castle was created from Views to Salisbury Crags are framed by the retained historic the roof level of the Museum of Scotland. buildings and the new development that resulted from the subsequent development and where the view is to a masterplan. landmark feature. The height and massing of buildings can have a significant impact on views. The section on height and form contains specific guidance on this matter.

Page 36 1.7 Incorporate natural and landscape features

Watercourses should be addressed positively by The design of the urban edge should form a clear Respond to existing variations in landform. incorporating them into accessible green networks, transition between the urban area and surrounding Protect and incorporate existing trees that are and ensuring security through natural surveillance countryside. The retention, enhancement and worthy of retention into the design of new open and appropriate design such as active frontages. integration of existing trees, shelterbelts and spaces. Waterside sites can present a unique opportunity for hedgerows helps integrate development with innovative design. Flooding issues should be fully the character of the surrounding countryside and Retain and incorporate other existing natural understood. provide opportunities to extend habitat networks features into the design to reinforce local identity, (see section 3.5). Existing trees should be located in landscape character, amenity and optimise value In some instances, public access is inappropriate in open space as opposed to residential gardens. of ecological networks. some areas because of the need to protect wildlife habitat. For example, the south side of the Union Where suitable landscape features do not exist it Address the coastal edge and watercourses Canal is of particular habitat value and care should may be necessary to create a substantial woodland positively and protect flood plains. be taken to ensure protection of its biodiversity edge. These should provide the necessary space De-culvert watercourses and integrate them with value. Similarly, the biodiversity of the Water of Leith for native woodland habitat to achieve maturity and the site layout and function. benefits from a lack of public access to some of its accommodate multi-user paths and links to the banks. In the redevelopment of sites along the Water wider countryside. Define the urban edge to conserve and enhance of Leith a 15m setback or substantial ecological the landscape setting and special character of the mitigation will be required to maintain the ecological city. potential of this strategic blue/green network. (see also section 3.1) Local Development Plan policies • Des 3 - Development Design • Des 7 - Layout Design • Des 9 - Urban Edge Development • Des 10 - Waterside Development • Env 12 - Trees • Env 21 - Flood Protection

Existing landscape features can contribute strongly to the quality of new development. The layout of proposals should integrate into the design. The Council will take particular interest in the retention Retaining trees Integrating trees—Glasgow Road New mature trees were planted alongside this retained Trees from the former Gogarburn Hospital site were carefully of historic features and existing habitat. tree in the Grassmarket. integrated into the development

Page 37 In some situations, where new residential and civic architecture will enhance the townscape, or the urban edge adjoins recreational facilities or greenspace, a permeable edge of parkland trees and active travel routes may be considered. Topographical features such as ridges and valleys also combine to provide natural barriers, which can help to direct development to the most appropriate locations whilst contributing to the setting and identity of the city.

Archaeological Interpretation New connections—Westfield Avenue The archaeological remains of the Flodden Wall are below these As well as providing an attractive frontage to the Water of Leith, markings in the hard landscape of the Grassmarket. Their this development provides a new footbridge over it. This greatly retention helps the understanding of the history of the city. improves access within the area.

A soft edge between development and landscape A strong edge between development and landscape Frontage onto the Union Canal—Fountainbridge By creating ‘fingers’ of buildings, landscape can be brought into Where development forms a strong urban edge it is important to As well as providing mooring space and so promoting the the development, blurring the edge between the two. create an equally robust landscape edge. Canal’s recreational use, the development at the end of the Canal provides an attractive frontage with bars and restaurants facing onto it.

Page 38 1.8 Incorporate existing buildings and built features

• proposed mass, scale, design and materials of the Incorporate existing buildings and boundary replacement building; and elements (even if they are not listed or in a conservation area) where they will contribute • the extent to which the replacement building will positively to new development. enhance the character and appearance of the street scene. Re-use elements from existing buildings, particularly where there is a historical interest. Where there are known or suspected archaeological remains within the landscape surveys, evaluation Protect and enhance existing archaeology. and desk top studies should be carried out in The incorporation of existing built features consultation with the Council’s Archaeological benefits place making , sustainability and Service. The evaluations may highlight features provides an identity for a development. to be considered in any design proposal and the Incorporating a boundary wall—Hart Street This stone wall was re-used and incorporated into the new formulation of future mitigation strategies. In house. Local Development Plan policies some cases this should be explained by the use of interpretation or an enhanced landscape setting. • Des 1 - Design Quality and Context (see section 3.2 - Open Space) • Des 3 - Development Design • Des 7 - Layout Design • Des 8 - Public Realm and Landscape Design • Env 8 - Protection of Important Remains • Env 9 - Development of Sites of Archaeological Significance

There is a strong presumption in favour of retaining Boundary walls in villa areas—Newbattle Terrace existing buildings which contribute to the special Boundary walls are extremely important to the character and interest of an area. However, the replacement of appearance of villa areas. The size and number of new openings individual buildings can sometimes be justified. The to them should be minimised. redevelopment of buildings, which are considered by their appearance and scale to be detrimental Reusing an existing building—East Market Street The shell of this building was transformed into a gallery. to the character of the area, will be encouraged. Development proposals will be assessed in relation to:

Page 39 Transforming a building’s use—Anderson Place This bond building was transformed into flats.

Reusing building materials—Holyrood Road Stone from the partially demolished Queensberry House was used in the walls on the exterior of the Scottish Parliament.

Page 40 2. Designing places: buildings

This chapter sets out the Council’s expectations for how features within the built form relate to its setting. The overall composition of streets is shaped by how individual buildings work together, creating the unique visual character through repetition, variety and focal points within the street scene.

The key aims are for new development to: • Have a positive impact on the immediate surroundings; wider environment; landscape and views, through its height and form; scale and proportions; materials and detailing; positioning of the buildings on site, integration of ancillary facilities; and the health and amenity of occupiers. • Repair the urban fabric, establish model forms of development and generate coherence and distinctiveness where the surrounding development is fragmented or of poor quality. • Achieve high standards of sustainability in building design, construction and use • Be adaptable to future needs and climate change. • Support social sustainability, by designing for different types of households. • Address the street in a positive way to create or help to reinforce a the sense of place, urban vitality and community safety. • Balance the needs of pedestrians, cyclists, public transport users and motorists effectively and minimise the impacts of car parking through a design-led and place specific approach. • Reduce exposure to pollution and where possible seek to reduce overall emissions.

Page 41 2.1 Height and form

The Council wants new development to integrate Match the general height and form of buildings well with existing buildings and spaces. This means prevailing in the surrounding area. new buildings that are clearly higher than their Where new developments exceed the height of neighbours should be avoided. This helps protect neighbouring buildings ensure they enhance the the visual character of areas where there are uniform skyline and surrounding townscape. building heights. It also helps protect key views. Ensure new high buildings conform to the section The height of the part of the building where the 1.2 on City skyline and views. external wall meets the roof (the eaves) is at least as important to the perception of height as the height of the top of the roof (the ridge). This means that Local Development Plan policies new buildings should sit within the form set by the • Des 4a - Development Design eaves and ridge of neighbouring buildings. This is particularly important in situations where there are • Des 11 - Tall Buildings established building heights, for example tenement streets, mews streets and villa areas. Well designed architectural features that rise above The right height—Fountainbridge this height, and which would contribute to the visual The height of the modern building is very similar to its historic interest of the city’s streets and skyline and not neighbour. This helps it integrate with its surroundings. adversely affect key views, may be acceptable in exceptional circumstances. Existing high and intrusive buildings will not be accepted as precedents for the future. They should be replaced with more sensitively scaled buildings, when their redevelopment is in prospect. The impacts of height in relation to aerodrome safety should be considered.

Too low—Pitt Street This recent development above could have been improved if its eaves height had matched those of it neighbours. The effect is that the building appears too small.

Page 42 A landmark for the wrong reasons—Walker Street The office tower has a negative impact on views from Villa—Merchiston Park surrounding streets due to its inharmonious height & form. The height and massing of this villa, which are similar to surrounding buildings, help to integrate it.

Matching heights in villa areas It is important that new buildings in villa areas have similar heights to their neighbours. In this example, the modern building in the middle of the image is designed so that the height of its main walls matches the eaves heights of the buildings on both sides.

Integrating into a street and key view The set back of the upper floors and the materials chosen help Matching the height of existing mews—Circus Lane integrate the buildings in the centre of the image into view from This newly built house matches the eaves and ridge heights of the Castle Esplanade. the adjacent historic mews buildings.

Page 43 2.2 Scale and proportions

A typical example of a difference in scale being Harmonise the scale of buildings including their problematic is where new tenements are located size and form, windows and doors and other next to older stone built tenements. Often the features by making them a similar size to those of windows on the new building are smaller and a their neighbours. different shape and because the floor-to-floor Where the scale of proposed new development is heights are lower than the older buildings there will different to that of surrounding buildings, ensure be an extra row of windows. This creates a visual there is a compelling reasoning for the difference. mismatch that can erode the character of the area. In sensitive sites, floor to floor heights of new buildings should match their neighbours. Local Development Plan policies Where elevations have large projections or recesses, • Des 4b - Development Design three dimensional views may be sought so that the Matching height, proportions and form—Hopetoun Crescent • Des 11b - Tall Buildings scale and proportions can be assessed. The housing either side of the historic townhouses above has been designed to match the scale originally intended for this street.

Modern development with a similar scale—Wester Coates Gardens Windows too small? This villa has large windows which help to integrate it with While five storey tenement has the same eaves height it has the scale of surrounding historic villas. The proportions of much smaller windows than those of neighbouring tenements. stonework help also. The small scale creates an inharmonious relationship.

Page 44 2.3 Position of buildings on site

Where back-land development would disrupt the Position new buildings to line up with the spatial character of an area, it must be avoided. building lines of neighbouring buildings. Layouts should be designed to be attractive for all Where building lines do not exist, position new users and particularly pedestrians, cyclists and development to engage positively with streets people with disabilities. and spaces and where the surrounding townscape character of the area is good, it should be Inserting buildings into the setting of listed buildings reflected in the layout. must be done in such a way as to ensure principal elevations of the listed building remain visible from Use the positioning of buildings to create main viewpoints and the relationship of the listed interesting and attractive streets and spaces. building and the street is not disrupted. Where locating buildings in a historic landscape, Inserting buildings into a historic landscape must ensure the essential characteristics of the be done without upsetting the landscape integrity landscape are protected. and with an understanding of the sensitive views The wrong position When locating buildings adjacent or close to a and characteristics, and the setting of any historic Positioning large buildings (coloured red) in the rear of villa plots can undermine the spatial character of the area. historic building ensure the key views to and from buildings, in order that these can be protected. the building and characteristics of the setting of Landscape, visual and setting appraisals (section the historic building are protected. 1.1) should be used to guide the process.

Position buildings carefully with a full understanding of the topography and environmental constraints of adjacent spaces and the site.

Local Development Plan policies • Des 4c - Development Design

In areas of the city where buildings do not line Infill development in a villa area: up (for example the Old Town), plans of the wider The proposed building (shown in red) is roughly the same size in context are extremely useful in helping to determine Infill development in a tenement area plan as its neighbours and is positioned so that its frontage is the how well the proposed position of buildings on site The proposed building completes a block of development. same distance from the road as its immediate neighbours. is likely to make a positive contribution to the spatial This will allow active frontages to be placed onto streets and allow private space for the development in the courtyard that is character of an area. formed between the buildings.

Page 45 Varied building positions—Cakemuir Gardens Creating contrasting spaces Courtyards—Brighouse Park Gait Varying the positions of the buildings in relation to the street Positioning the flats and houses close together, provides space Small groups of housing can be made to form courtyards. helps create an interesting sequence of streets and spaces in the for a green in the middle of the development. This large space development—contributing to its attractiveness as a whole. creates an interesting contrast with the streets around.

Page 46 Image courtesy of Steve Tiesdell Legacy Collection

15m wide street—Woolmet Place A village green—Muirhouses Square, Bo’ness Space within a space—Dublin Street Lane North By integrating the parking into the street and having small front The houses are arranged to form a space that is similar to a The buildings are positioned to create a range of spaces that gardens, the street has been made narrower than a typical village green. This can be used by residents for a range of uses contrast with the ordered streets of the New Town surrounding suburban street. and has good visual amenity. the site.

Page 47 Image © Tim Francey Image © Tim Francey Mews street—Donnybrook Quarter, London This development provides terraces at upper levels, allowing relatively high density housing to come close together and achieve good quality outdoor space Image courtesy of Steve Tiesdell Legacy Collection

A range of spaces—Accordia, Cambridge Image © Tim Francey Ordered frontage to Canal—Amsterdam In this development in Cambridge, the houses are placed 6m These houses are arranged to provide an attractive frontage to apart to create a mews street. Its narrowness means that cars the Canal. The moorings provided are set out to allow a relatively cannot be parked in the street so garages have to be used. This continuous strip of habitat for wildlife. helps the street be more pedestrian friendly and suitable for Image courtesy of Steve Tiesdell Legacy Collection play. The images above right show some of the open space within the development.

Page 48 1

3 2

1 Positioning trees carefully—Allerton Bywater, England New suburban developments Trees are an integral part of this housing development, lining the In new suburban developments it will be expected that a variety streets throughout the development. of different housing types will be provided and that these will be Image courtesy of Steve Tiesdell Legacy Collection laid out to give a variety of different types of streets and spaces. These should integrate with the hierarchy of the streets in the surrounding area. This layout shows that a range of different streets and spaces can be created using similar housing types: squares (1), narrow streets with garages to the side (2) and mews streets (3) can all be created with standardised house types.

Narrow street—Amsterdam Pedestrians, cyclists and cars are all considered in this narrow street. A key feature are the climbing plants which add visual softness. Image courtesy of Steve Tiesdell Legacy Collection 1 3

Page 49 2.4 Design, integration and quantity of parking

Sites which are within highly accessible locations Welcoming, attractive and sustainable places Local Development Plan policies close to amenities such as within the city centre or balance the needs of pedestrians, cyclists • Des 3 - Development Design town centres will require less, or in some cases zero, and motorists effectively with priority given car parking provision. It should be noted, however, to creating walkable and cycle friendly • Des 4 - Development Design that this does not mean that zero car parking provision environments. • Des 5 - Development Design will be acceptable in all cases - see page 58 ‘Parking Proposals for parking within new developments • Des 6 - Sustainable Buildings Standards’ for more information. should be design-led and reflect the positive • Des 7 - Layout Design In all new developments, car parking should be characteristics of the place. • Des 8 - Public Realm and Landscape Design designed to have a minimal visual impact on the Car parking within new developments should not site and surrounding area. Large expanses of • Tra 1 - Location of Major Development visually dominate the streetscene. uninterrupted car parking, particularly located to the • Tra 2 - Private Car Parking front of new developments, will not be acceptable as On larger developments a range of parking they have an adverse visual impact and encourage solutions should be explored that use land • Tra 3 - Private Cycle Parking non-essential car trips. efficiently and are set within a high quality public • Tra 4 - Design of Off-Street Car and Cycle Parking realm. Where car parking is required on larger developments, a range of solutions that use land efficiently and are Pedestrian desire lines within and adjacent to the The design, integration and quantity of parking well integrated within a high quality public realm site should be identified at the outset to inform associated with new development has a huge impact should be delivered. A number of these options are proposals which prioritise safe and convenient on the quality of our places and the way we use them. explored in the following Technical guidance. pedestrian movement. Proposals for new development should be design-led Safe, secure and convenient cycle and motorcycle and reflect the positive characteristics of the place parking facilities should be provided as part of with an emphasis on creating walkable and cycle new developments. friendly environments. Electric vehicle charge points should be provided Car parking in new developments for developments where 10 or more car parking Reducing the impact of the car will create more spaces are proposed. sustainable, attractive places to live and will help to Car club initiatives are encouraged to promote car address congestion, air pollution and noise. use as a shared resource and reduce pressure for The type, location and quantity of car parking in new parking. developments should be informed by the positive characteristics of the place and its accessibility by foot and bicycle to amenities and services, including Residential development at Hopetoun Crescent respects the public transport. character of the street and incorporates underground parking to assist in minimising parking pressures on the surrounding area

Page 50 Technical guidance Good examples of parking options within dwelling plots where dwellings are pushed forward to create defensible space and avoid parking within the front garden

Exploring options for car parking in new Semi detached plots example with parking to side & on street Terraced plots example with parking to rear and on street developments service lane High amenity residential areas generally have car parking located on the street, set to the side or optional concealed from public view within the site, such as garaging within underground or undercroft parking areas. optional single Many modern housing developments locate the car garaging in front of the dwelling thereby creating a streetscene which is dominated by the car. This guidance seeks to encourage sensitively located car parking and facilitate high quality places for all users.

Poor example showing the dwelling pushed back with parking in side drive- parking to the front of the plot way

3m defensible space defensible low boundary wall to 3m 3m pedestrian/ space front gardens cycle space

3m pedestrian/ on street cycle space parking

integral garage

front garden becomes car 5m park

Dwellings at Redhall House Drive pushed forward on the plot with strong boundary treatment and defensible space to the front

Page 51 Technical guidance Good mews plots examples with integral garage / on street parking

Alternative approaches Alternative approaches to accommodating car garden parking will be supported where hard and soft landscaping creates defensible private space and helps create high quality public realm, while minimising the visual impact of car parking. mews

roadspace incorporating Mix of integral garages and on-street parking within the mews parking development at Eyre Place

mews with integral single garaging

garden Strong boundary treatment and landscaping define plots and reduce the visual impact of parked cars at Wallace Gardens The use of integral garages and off-street parking to the front of buildings should generally be avoided. However, Grange Loan, Eyre Place and Wallace Gardens illustrate successful approaches which deliver high quality living environments including the use of boundary treatment to form Existing stone wall retained with parking area behind results in minimal visual impact of parked cars at Grange Loan defensible space. Where the use of integral garages is appropriate such as within mews-style developments where they are an established part of the character, they should be designed so as not to over-dominate the front elevation of the building or result in ‘dead frontages’. The inclusion of windows within garage doors can also assist activating the street frontage (see example at Eyre Place).

Page 52 Technical guidance Good flatted development example with undercroft parking & mews to rear

Rear parking courtyards should be minimised unless they are designed to help create well overlooked and attractive amenity spaces. The position and quantity of cars should not overdominate the space or reduce its usability. The use of good quality boundary treatments, landscaping and structures such as roof garden/deck garaging can help to avoid uninterrupted areas of parking.

Use of underground, undercroft and rooftop parking Rear courtyard parking within well overlooked landscaped Underground and undercroft parking should be amenity space off Gayfield Square implemented for larger developments where access ramps can be accommodated or topography permits its use. This type of parking arrangement allows buildings to be located forward on the plot creating a more active street environment and maximising space for amenity to the rear. 3m basement cycle space cycle pedestrian/ undercroft parking garden mews On larger developments, rooftop parking should also be explored to maximise the efficient use of space and avoid large areas of surface car parking where underground or undercroft parking cannot be delivered.

Mixed use developments For mixed use developments, parking areas should be shared between the uses provided this works without conflict, for example, where uses are populated at different times of day. This arrangement should therefore result in a reduction in the number of total parking spaces.

Rooftop car park for supermarket uses space efficiently and the Zero parking provided within the site for this accessible town centre building fully activates corner position along Morningside Road retail unit on Raeburn Place

Page 53 Open space and landscaping structures to ensure robust growth of trees should Accessible parking should be designed so that Car parking should not be provided at the expense be incorporated. Accidental damage to planting by drivers and passengers, either of whom may be of delivering open space required as a setting to vehicles should be avoided through careful siting disabled, can get in and out of the car easily and development. and design. should be located close to entrances with step-free access provided between them. Transport Scotland’s External car parking should be enhanced by a Parking spaces for people with disabilities Roads for All guidance (section 4.5.8) provides structure of tree and hedge planting arranged both Under the Equality Act 2010 it is the responsibility of design details for off and on street parking bays. All within the parking area and along its boundaries. site occupiers to ensure that adequate provision is road markings must be in accordance with Traffic It is expected that the quantity of planting within made for the needs of people with disabilities. Signs Regulations and General Directions car parks will correspond to the number of parking spaces. 50m2 of planting, incorporating four trees, is To ensure this, a proportion of all car parking For on-street accessible parking bays, in accordance required for every 20 car parking spaces, or 250m2 areas must be accessible for people with mobility with the Disabled Persons’ Parking Places (Scotland) of parking. For each 100 car spaces an additional impairments, including wheelchair users (whether Act 2009, developers are required to promote a 100m2 of planting will be required. driver or a passenger). Traffic Regulation Order, so that use of such spaces can be enforced by the Council. Developers are Where proposals justify larger areas of external This is achieved through a minimum accessible expected to pay for the necessary road marking, car parking, planting should be used to clarify parking requirement for all developments. signage and Traffic Regulation Order costs. pedestrian and vehicular circulation and be Accessible parking spaces should be created as subdivided into compartments of 50-100 cars for part of the overall car parking provision, and not ease or orientation. in addition to it. If it is known that there will be a disabled employee, spaces Tree planting in car parks should preferably be should be provided in addition to provided in linear trenches. If tree trenches are not the minimum accessible parking feasible, large treepits with underground support requirement. A larger number of spaces may be required at facilities where a high proportion of disabled users/visitors will be expected, for example health and care facilities.

Inclusion of robust landscape with trees and hedges helps to reduce the potentially negative visual impact of the car parking area Accessible off-street parking spaces (e.g. in rest area). ource:S Roads for All

Page 54 Parking spaces for bicycles accept additional long-stay provision, or as a last To ensure that cycle parking/storage is resort, contributions to provide cycle parking in an implemented, developers are expected to specify The Council is committed to increasing cycling’s appropriate location in the vicinity of the site. where the cycle parking/storage provision will be share of travel in the city in-line with the targets located (as agreed with the Council) and that they set-out in the Active Travel Action Plan. High quality Where it is not possible to provide adequate cycle will be fully implemented prior to the operation cycle parking, including secure storage, is essential parking within residential dwellings, the ‘Garages or occupation of the approved development. This in making cycling as attractive as possible. and Outbuildings’ section of Council’s Guidance for should be clearly stated on the relevant drawing(s) Householders should be referred to as it provides Cycle parking should be considered in terms of two prior to the determination of the application. links to practical cycle storage advice including on- provision types – long stay and short stay. Developers will also be expected to set out how the street and garden provision. facilities shall be retained throughout the lifetime of Long-stay parking will be required in residential Developers should include details of on-site cycle the development. developments, nurseries/schools, further education parking/storage on the relevant drawing(s) and early centres and places of employment, as cycles are All cycle parking should be consistent with consideration of the location and type of provision is generally parked for long periods of the day. Focus the design details set out in the forthcoming required to avoid retrofitting at the end of the design should, therefore, be on the location, security Technical Manual factsheet ‘Cycle Parking in New process. and weather protection aspects of cycle parking Developments’ and should also reflect section 8.3 design. It is recommended that associated facilities, of Cycling by Design which also details storage including lockers, showers and changing rooms facilities. are provided at land uses where long stay cyclists require them. Short-stay parking should, as a minimum, serve all other development types and should be available for customers and other visitors. Short-stay parking should be convenient and readily accessible, preferably with step-free access and located close to entrances. In many cases there will be a requirement for both long and short-stay provision to accommodate the differing needs of employees, residents and students, versus the requirements of customers or visitors to a site. Where it is not possible to provide suitable visitor parking within the curtilage of a development or in a suitable location in the vicinity agreed by the Long stay cycle parking, image c/o Paul Downie, Falco Short stay cycle parking, image c/o Paul Downie, Falco Council, the Council at their discretion may instead

Page 55 Parking spaces for motorcycles Electric vehicle charging infrastructure For individual dwellings with a driveway or garage, provision should be made for infrastructure to Parking provision for motorcycles is likely to be Edinburgh has made huge progress in encouraging enable simple installation and activation of a charge in demand around educational establishments, the adoption of electric/hybrid plug-in vehicles, point at a future date. This can include ducting and workplaces, shopping and leisure destinations, through deployment of extensive charging cabling as well as capacity in the connection to the and residential areas lacking in private car parking infrastructure. As plug-in vehicles make up an local electricity distribution network and electricity opportunities. If the demand for motorcycle parking increasing percentage of the vehicles on our roads, distribution board. To further meet increasing is unmet, it may disincentivise motorcycling and will their lack of fuel emissions will contribute to future demand for charging points, provision for potentially result in informal motorcycle parking. improving air quality, and their quieter operation will infrastructure enabling future installation should This could prove hazardous to pedestrians by mean that a major source of noise will decrease (see also be considered in developments where charging blocking footways, and may also inconvenience Section 2.5 - Environmental Protection). points are being provided. cyclists if cycle parking facilities are misused. The Sustainable Energy Action Plan is the main Plans detailing who will be responsible for managing In terms of convenience, flexibility and security, policy supporting the Council’s Electric Vehicle and maintaining charging infrastructure should motorcyclist requirements are akin to cyclists, with Framework. Increasing the number of plug-in be submitted with planning applications. Where good practice design stating that motorcycle parking vehicles and charging infrastructure in Edinburgh infrastructure is installed in areas to be adopted provision associated with new developments should will provide substantial reductions in road transport by the Council, management and maintenance be close by, clearly marked, secure and safe to use. emissions. arrangements are to be aligned according to Sites should have anchor points, quality non-slip To ensure that the infrastructure required by provisions detailed in the Council’s Electric Vehicle level surfacing, CCTV and/or natural surveillance. the growing number of electric vehicles users is framework. They should be located away from drain gratings and delivered, one of every six spaces should include Location and security of charging infrastructure protected from the elements, as well as having good a fully connected and ready to use electric vehicle needs to be carefully considered – charge points lighting. For long stay parking, such as workplaces, charging point, in developments where ten or more should be sited in convenient locations and CCTV lockers to allow storage of clothing and equipment car parking spaces are proposed. Electric vehicle or other security measures should be installed, and changing facilities should be provided. SCOTS parking spaces should be counted as part of the particularly near rapid chargers. Section 3.6.5 provides further design details for overall car parking provision and not in addition to motorcycle parking. it. For houses, provision could be in a garage or a Fast charging provision will be required for secure rear garden with suitable exterior access. For residential developments, whilst for all non- flatted developments, covered and secure facilities residential developments, rapid charging will be should be provided. required (information on fast and rapid chargers is detailed in the following Technical guidance). Information on the infrastructure being provided should be included in the supporting transport submission provided with an application.

Page 56 Technical guidance an installation where possible. AC charging at the above noted power outputs is performed at units which are wall or ground mounted, typically (but not Typical charging equipment tends to be in the form exclusively) with un-tethered cables specific to the of charging posts or wall mounted charging units vehicle. Charging of an electric vehicle’s drive battery can ‘Rapid charging’ is a term given to the fastest be performed in various ways by different charging current method of charging an electric vehicle’s equipment. The terms ‘charging post’, ‘charge battery and is performed by a much larger unit with point’ and ‘charger’ are not, strictly speaking, tethered cables and adapters. Rapid charging can interchangeable but are used broadly to describe the provide significantly higher power and output rates process. than described above. A typical rate of charge to 80% capacity of an electric vehicle’s battery can be performed in around 30 minutes. Guidance and advice on sourcing electric vehicle charging infrastructure is available from the following sources: UK Electric Vehicle Supply Equipment Association British Electrotechnical and Allied Manufacturers’ Association Fountain Park installation of underground car-park electric vehicle charging. Charging infrastructure has developed greatly over the last few years. Whereas the first generation of electric vehicles could be found charging at a slow rate from a standard household socket, the current minimum standard is a dedicated ‘Type 2’ socket/ single phase AC supply offering outputs of up to 7kW per hour. Where a three phase AC supply is available, an otherwise identical higher powered unit can be installed offering up to 22kW per hour. Although not all electric vehicles are currently capable of Source: Code of Practice on Electric Vehicle Charging Equipment accepting AC current at 22kW per hour, the trend has Installation (IET Standards, 2012) been for manufacturers to improve their vehicles AC charging ability. The highest power charge point should always be considered in order to future proof

Page 57 Provision for car club vehicles of this provision (refer to the Council’s Guidance on widths are sufficiently wide to safely accommodate Developer Contributions and Affordable Housing). on-street parking (the forthcoming Technical Manual factsheet ‘Carriageway Widths’ provides street For housing developments, prospective residents width details), and where it has been determined should be made aware of the car club facility as part by parking surveys that there are no existing or of a welcome pack associated with a Travel Plan. potential parking pressures on surrounding streets. Parking Standards Applications for new developments must include Parking Standards (the Standards) are a tool for reasoned justification for the parking provision managing the levels of parking associated with proposed. To enable this, comprehensive transport new developments. To encourage a shift from the information is required for all developments – this private car to more sustainable modes of travel, should detail the impacts of the development in the Standards help by setting maximum limits for terms of anticipated parking levels and all forms of Car club spaces, Quartermile general car parking to restrict excessive provision, access to the site. Transport information provided while setting minimum levels for accessible car must therefore include: Car clubs are well established and have been in parking, cycle parking, motorcycle parking and • type and scale of development (proposed use, operation in Edinburgh since 1999. Car clubs are electric vehicles. planning use class, number of units/rooms, gross membership based and provide access to pay- The zones and parking requirements in the floor area); as-you-go cars and vans parked in clearly marked Standards are aligned to public transport spaces in publicly accessible locations. • a detailed accommodation schedule, particularly accessibility levels, Controlled Parking Zones, and for residential developments, listing numbers of An increasing number of people find that using strategic development zones. The Standards for each size of unit; a car club is cheaper and more convenient than zones with good public transport accessibility will owning a car, and businesses may utilise this require comparatively less car parking than for zones • identification of existing transport infrastructure in facility to provide fleet vehicles for employees. LDP which are less accessible by public transport (see and around the site; Policy Tra 2 (Private Car Parking) states that where page 60). The Standards also align with Planning • details of proposed access to and through the site complementary measures can be put in place to Use Classes, and are shown for different classes of for pedestrians and cyclists, as well as links to make it more convenient for people not to own a car, development on page 61. footways, cycle paths, shared use and core paths such as access to a car club scheme, reduced car In all developments the level of parking proposed around the site; parking provision may be justified. should be lower than, or equal to the maximum • details of proposed access to public transport Early dialogue with the Council and a car club limits set by the Standards. Lower provision will be facilities and services; representative should take place to establish the justifiable in highly accessible and dense locations acceptability of the location and any practicalities such as the city centre, or where detailed parking • comprehensive parking information detailing in implementing a car club scheme as part of a new overspill mitigation measures have been proposed. proposed parking provision (number and layout/ development. Where car club spaces are considered In less accessible locations, low levels of parking design of spaces, including accessible spaces, acceptable as part of a new development the Council provision may be considered where carriageway electric vehicle charging points, motorcycle and will require a financial contribution towards the cost cycle parking);

Page 58 • parking surveys to understand the potential • environmental impacts caused by transport in and impact of overspill parking in surrounding streets. around the development. The surveys should identify parking space Before applying for planning permission a pre- capacity and utilisation on streets surrounding application discussion with the Council can provide the development and should ideally be 24 hour an opportunity to get advice on, and agree the surveys over a one week period; and scope of, the parking and transport information • mitigation measures where low parking provision requirements of an application. As well as is proposed – this should include measures which discussing the detailed transport and parking reduce the impact of parking in surrounding information required, a pre-application meeting can streets, including provision of car club vehicles explore the potential need for quality audits, road and travel packs detailing the accessibility safety audits and Roads Construction Consents. of public transport and walking and cycling infrastructure. For larger developments (50+ residential units, 10,000m2+ gross floor area for business, industry, storage and distribution developments, and 5000m2+ gross floor area for other developments), detailed transport studies are required which include all of the transport information cited previously as well as more detailed examination of potential transport impacts, along with proposed transport measures. This includes: • trip generation and modal split forecasts; • traffic analysis, to understand the transport impacts of the development; • analysis of potential safety issues caused by transport generated by the development; • how car use in and around the development will be managed; • measures considered to influence travel behaviour in and around the development; • transport planning and demand management measures including mode share targets; and

Page 59 Technical guidance

Public transport Zone 1 City Centre accessibility levels are measured by taking Areas with good public transport accessibility account of the distance Controlled Parking Zones from any point to the Zone 2 Strategic development zones nearest public transport Edinburgh Waterfront stop and the service Edinburgh Park frequency at that stop. Special Economic Areas The higher the score, ExistingTram Route the greater the level of Note: Zone 3 standards apply elsewhere within the Council boundary accessibility. The parking zones map should be used to inform the provision to be applied at a specific development, in a given area of the city. The map can also help when considering opportunities for higher density developments. In calculating requirements, the Standards generally relate to gross floor areas unless otherwise stated (i.e spaces per habitable rooms in the case of residential developments). When the measurement relates to staff numbers, this should be taken as a full time equivalent member © Crown Copyright and database right 2017. All rights reserved. Ordnance Survey Licence number 100023420. of staff.

Page 60 Parking standards for each relevant planning use class The table below helps to determine parking allocations, based on 1 space per xm² of Gross Floor Area unless otherwise stated

Development by planning use class Car Parking Maximum per parking zone Cycle Minimum Motorcycle Minimum Class 1 Shops Zone 1 Zone 2 Zone 3 Employees Customers Employees Customers Retail Warehouse (public use) 1 per 500m² 1 per 50m² 1 per 30m² 1 per 500m² 1 per 1000m² 1 per 4000m² 1 per 2000m² Retail Warehouse (trade only) 1 per 3000m² 1 per 360m² 1 per 180m² 1 per 1000m² 1 per 2000m² 1 per 8000m² 1 per 4000m² Shops < 500m² 1 per 100m² 1 per 50m² 1 per 25m² Shops 500m² to 2000m² 1 per 70m² 1 per 30m² 1 per 20m² 1 per 250m² 1 per 500m² 1 per 2000m² 1 per 1000m² Shops > 2000m² 1 per 70m² 1 per 35m² 1 per 20m² Class 2: Financial/Professional Services 1 per 100m² 1 per 50m² 1 per 25m² Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 3 Food/Drink (incl. pubs & takeaways: sui generis) 1 per 20m² 1 per 14m² 1 per 11m² 1 per 75m² 1 per 20 car spaces Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 4: Business 1 per 500m² 1 per 63m² 1 per 35m² 1 per 150m² 1 per 1000m² 1 per 1000m² 1 per 4000m² Class 5: General Industry 1 per 1000m² 1 per 125m² 1 per 70m² 1 per 300m² 1 per 2000m² 1 per 2000m² 1 per 8000m² Class 6: Storage/Distribution 1 per 3000m² 1 per 385m² 1 per 210m² 1 per 900m² 1 per 6000m² 1 per 6000m² 1 per 16000m² Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 6% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 7 Hotels 1 per 5 bedrooms 1 per 2 bedrooms 1 per bedroom 1per 10 bedrooms 1+1 per 20 car spaces Coach parking 1 coach space per 50 rooms (need not be on-site) Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 8 Residential Institutions: residential homes 1 per 10 beds 1 per 5 beds 1 per 4 beds 1 per 15 beds 1 per 25 beds Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 12% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 9 Housing (including flats: sui generis) Zone 1 and 2 Zone 3 Cycle Motorcycle Studio/ 1 room* 1 per unit 1 per unit 2 rooms* 1 per unit 2 per unit 1 per 25 units 3 rooms* 1.5 per unit 4 or more rooms* 2 per unit 3 per unit Accessible parking - minimum provision From a threshold of 10+ dwellings (where parking is communal): 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point. For dwellings with a driveway/garage, passive provision should be made so that a charge point can be added in the future i.e. a 7 kw socket. * habitable rooms only – excludes kitchens and bathrooms

Class 10 Non-Residential Institutions 2 (+1 per 7 staff + 1 per 10 1 per 15 staff 1 per 3 staff 1 per 2 staff 1(+ 1 per 25 staff) Schools/nurseries pupils) Libraries (m² Public Floor Area) 1 per 150m² 1 per 68m² 1 per 50m² 1 per 100m² (+1 per 7 staff) 1(+ 1 per 25 staff) Church/community hall 1 per 120m² 1 per 50m² 1 per 40m² 1 per 67m² 1 Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Class 11 Assembly & Leisure Cinemas/theatres 1 per 24 seats 1 per 10 seats 1 per 6 seats 1 per 50 seats 1+1 per 20 car spaces Golf courses N/A 2 per hole 2 per hole 2 1+1 per 20 car spaces Swimming (m² pool area) 1 per 60m² 1 per 25m² 1 per 15m² 1 per 10m² 1+1 per 20 car spaces Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 8% of total capacity Electric vehicles - minimum provision Where 10+ car parking spaces are proposed, one of every six proposed spaces should feature an electric vehicle charge point.

Sui Generis - Motor Trade: display area 1 per 80m² 1 per 56m² 1 per 50m² Sui Generis - Motor Trade: spares 1 per 40m² 1 per 28m² 1 per 25m² 1 per 7 staff 1 (+ 1 per 25 staff) Sui Generis - Motor Trade: Service/repairs 1 per 2 bays 1 per 2 bays 1 per 2 bays Sui Generis - Motor Trade: staff 1 per 15 staff 1 per 4 staff 1 per 1.5 staff Sui Generis - Student Flats 1 per 20 beds 1 per 6 beds 1 per 5 beds 1 per 1 bed 1 per 25 beds Accessible parking - minimum provision One space for each employee who is a disabled motorist plus 6% of total capacity

Page 61 2.5 Environmental protection

• Wherever possible, new developments should not Development should actively help enhance the Air flow pattern in a street canyon – where create a new “street canyon” or building layouts environment, manage exposure to pollution and vehicular traffic is expected street canyons that inhibit effective dispersion of pollutants; reduce overall emissions. should be avoided • Delivering sustainable development should be the Adopt good design principles that reduce key theme for the assessment of any application; emissions (noise, air and light pollution) and and contribute to better pollution management. • New development should be designed to Balconies should be avoided in locations which minimise public exposure to pollution sources, experience poor air quality, and where there is e.g. by locating habitable rooms away from busy excessive noise. roads, or directing combustion exhaust through well-sited vents or chimney stacks. Local Development Plan policies Where possible, new trafficked roads should align to prevailing winds which may help with pollutant • Env 2 - Pollution and Air, Water and Soil Quality dispersal, alternatively, the creation of a buffer zone Source: urban-air-pollution-modeling between busy roads and buildings could be another Developers should also consider the location of Air Quality practical solution to pollution exposure. outside space including gardens, balconies and The location and design of a development has Other relevant national guidance and policy which roof terraces proposed in areas of particularly poor a direct influence on exposure to elevated air should be adhered to includes Planning Advice air quality. Outside spaces should be screened pollution levels. This is particularly relevant where Note 51 (Revised 2006): Planning, Environmental by planting where practical, and be appropriately developments include sensitive uses such as Protection and Regulation, and Cleaner Air for designed and positioned to minimise exposure to residential uses, hospitals, schools, open spaces Scotland: The Road to a Healthier Future, November pollutants. and playgrounds. Developers should maximise 2015. the contribution the building’s design, layout and Protecting internal air quality orientation make to avoiding the increased exposure To protect internal air quality, developers should to poor air quality and these elements, therefore, specify environmentally sensitive (non-toxic) need to be considered at the initial design stage. building materials. The use of materials or products that produce volatile organic compounds and Good practice principles in the design stage should formaldehyde which can affect human health, be aligned to Delivering Cleaner Air for Scotland, should be avoided. It is also important to maintain and should consider the following: combustion plant and equipment, such as boilers, • New developments should not contravene the and ensure they are operating at their optimum Council’s Air Quality Action Plan, or render any of efficiency to minimise harmful emissions. the measures unworkable;

Page 62 Noise In addition to reducing general quality of life, excessive noise can damage health and harm the environment. The density and mix of uses within Edinburgh contribute to the vibrancy of the place. However, noise associated with this mixture of land uses can be a nuisance to sensitive occupiers. Where a proposed development will emit noise, the site layout should be designed to minimise future noise complaints, incorporating the most appropriate mitigation measures into the scheme. Good design for noise was used at Our Dynamic Earth to stop noise escaping from one of their function areas. Instead of installing Where a proposed sensitive development is likely doors they installed a triangle, zigzagged corridor. to be exposed to noise, developers should design the layout to minimise noise and implement the Sustainable Lighting Strategy for Edinburgh offers about the appropriate level of treatment, clean up or most appropriate measures to ensure amenity lighting principles which help to encourage lighting sustainable remediation that may be required. The is protected. This could include locating noise designs that will reduce energy use and cost, and Council holds details on potentially contaminated sensitive areas/rooms away from the parts of the minimise light pollution. land based on historic land uses. Where a site is site most exposed to noise or designing the building affected by contamination, it is the developer’s or so its shape and orientation reflect noise and protect Further guidance is contained within; landowner’s responsibility to develop the site safely. the most sensitive uses. Guidance Note; Controlling Light Pollution and Reducing Lighting Energy Consumption; Odour Reference should be made to Planning Advice Note 1/2011 Planning and Noise in addition to industry PAN 51: Planning, Environmental Protection and Chimney or flue termination points located at low technical guidance and British Standards when Regulation; and levels in relation to adjacent buildings, can cause addressing relevant issues, for example BS4142 – PAN 77: Designing Safer Places. problems for residential amenity, as well as having Method for Rating Industrial Noise Affecting Mixed visual impacts. Consideration should be given Contaminated Land Residential & Industrial Areas and BS8233:2014 - when designing extraction for commercial kitchens, Guidance on sound insulation and noise reduction Early identification of land contamination issues the flue system for a wood burning stove or when for buildings. enable the consideration of mitigation measures, dealing with the industrial processes to the location phasing and the potential to implement less and height of these points. It is more effective to Lighting expensive, and more sustainable, in-situ clean up address odour at the design and planning stage Lighting is a critical component in the design of technologies. An assessment of the risks associated of a new plant or process than to seek to abate a high quality public realm and it has an important with developing contaminated or potentially statutory nuisance from odours retrospectively. role in supporting placemaking across the city. The contaminated land is essential to inform decisions

Page 63 2.6 Minimise energy use

A new heat map for Edinburgh will be produced and Minimise energy needs through a combination Heat Mapping Supplementary Guidance will be prepared regarding of energy efficiency and incorporate low or zero Heat mapping is an important tool to help identify heat mapping. The Guidance will consider the carbon equipment. locations where heat distribution is most likely to potential to establish district heating and/or cooling be beneficial and economical. It can be used to Ensure low and zero carbon equipment is networks and associated opportunities for heat identify individual buildings and groups of buildings sensitively integrated into the design. storage and energy centres. It will also look at how which could benefit from heat distribution networks. implementation of such initiatives could best be Support appropriate energy generation to help Heat maps can utilise information on both demand supported. meet national targets. (domestic, industrial and commercial) and supply for renewable heat. The Scottish Government has Edinburgh’s Sustainable Energy Action Plan 2015 - Local Development Plan policies developed a heat mapping tool for local authorities 2020 (SEAP) shows Edinburgh’s aims for minimising based on using standard GIS methodologies. energy use and provides details of the actions • Des 6 - Sustainable Buildings supporting the introduction of heat mapping and district heating. Energy Reduction in New Buildings All new developments will be expected to meet the carbon dioxide emissions reduction targets set out within Section 6 – Energy and Section 7 – Sustainability of the current Scottish Building Regulations through a combination of energy efficiency and low or zero carbon technology. For all relevant applications, the sustainability statement form (S1) should be completed and submitted with the application. Development that has been independently assessed under BREEAM or equivalent is required to achieve a sustainability accreditation/award of at least very good. Achieving a Silver level certificate for Section 7 of the Building Regulations is considered by Planning to be equivalent to a very good accreditation for BREEAM. Minimising energy use through careful design—Fala Pl Integrating micro renewables—Kings Buildings This housing development achieved a BREEAM excellence Solar Panels are integrated into the design of the elevation. award in recognition of it high standards of sustainability. It achieves this through a range of measures including insulation, airtightness and heat recovery.

Page 64 2.7 Materials and detailing

Materials are key to whether or not development The following pages set out in more detail the Harmonise materials on new development with achieves sufficient design quality, appropriate for Council’s technical expectations for building the materials used on surrounding buildings. its context. materials. Use sandstone where sandstone is the commonly Edinburgh’s distinctive appearance and character The choice of building materials may be a condition used building material. is partly a result of the limited palette of quality of planning permission. Where alternative materials are used, these traditional materials that are used in its buildings. On larger or more prominent schemes, sample should either harmonise or provide a striking Much of the city’s built heritage is characterised by panels may need to be constructed for approval. contrast. sandstone buildings and slate roofs. This is to demonstrate how the proposed building Keep the number of materials on new Some parts of the city use a wider range of materials materials fit together. This should include hard development to a minimum. in addition to these. In these areas there may be landscaping details. more scope to use alternative high quality materials Detail buildings to ensure they have a good visual Section 3.7 Hard landscape, sets out the Council’s than elsewhere. appearance that lasts over time. expectations for materials in hard landscaped areas. The reasoning behind the selection of materials Use greenroofs where appropriate and creative should be set out in a design statement. detailing to help manage surface water. The long term visual success of building materials is Protect and enhance biodiversity by incorporating dependent on how they are detailed and how they habitat structures into the detailing of buildings. weather. Some materials are more likely to suffer from adverse weathering such as staining. Where Local Development Plan policies the Council thinks this might be the case, detailed drawings may be required to fully assess the • Des 4 d) - Development Design proposals. The durability of particular materials can • Des 6 - Sustainable Buildings be assessed by examaning existing examples. Construction techniques can be used to incorporate habitat structures into the design of new buildings in order to increase biodiversity, for example, bat and swift boxes. Further information can be found in’Biodiversity for Low and Zero Carbon Buildings: A Technical Guide for New Build’. High quality detailing and design—Circus Lane Considerable attention to detail has helped create a very refined design. This building sets the standard for mews conversions within the city.

Page 65 Technical guidance Scottish sandstone is still available from a few Red sandstone, historically from the West of quarries, such as Clashach in Moray and Cullaloe Scotland, contributes towards the city’s character. It in Fife, a good match for Craigleith stone. Pennine has been used effectively to help integrate modern Stone Sandstones – Crosland Hill can also provide suitable buildings into historic areas where red sandstone is matches. already used. Edinburgh’s distinctive sandstone forms the basis of the city’s traditional character and inherrent quality. Granite is considered acceptable, where a contrast with surrounding buildings is appropriate (for Much of Edinburgh’s sandstone was hewn from example to emphasise important public buildings) local quarries that are now closed; most famously and as a secondary element (for example on Craigleith but also at other quarries such as Hailes, plinths where its robustness and good weathering Humbie, Ravelston, Binnie and Granton. characteristics helps maintain the appearance of It is expected that natural sandstone will be used as buildings). the main external building material in development The size of stone used should match that of nearby where sandstone is the dominant material on buildings. neighbouring buildings or in the surrounding area. This is particularly important on facades that can be Where sandstone would be sought—Angle Park Ter. seen from the street. If the white painted building were to be demolished, the Council would seek a sandstone for its replacement, given the site’s This principle applies in conservation areas but context of sandstone buildings on each side. also to other areas of the city with stone buildings including prominent areas such as arterial routes.

Modern use of stone in an historic context At the Museum of Scotland (above) rigorous and sculptural use of sandstone cladding provides the building with a striking Informatics Forum—Charles Street Sandstone in a villa area—Newbattle Terrace contemporary aesthetic that responds positively to the surrounding Sandstone is built into vertically proportioned panels which are Sandstone will be sought for new buildings in villa areas where historic context. Care needs to be taken with any proposal like this, used to order the design of the elevations. the surrounding buildings are built of sandstone. that the detailing mitigates adverse weathering and staining.

Page 66 Technical guidance

Cast stone and concrete

Cast stone and concrete are acceptable where their uniform appearance is appropriate and where measures have been taken to avoid adverse weathering such as the build up of dirt, streaking and staining. It is important that there is a strong underlying reason for using cast stone or concrete rather than stone. One reason is that the design may be based around an idea of having very large or unusual shaped panels that would be very difficult to construct in single blocks of stone. Measures to avoid adverse weathering include: • Architectural details which control the water run-off from a facade in ways which enhance the weathering characteristics; A mixture of cast stone & natural stone—Morrison St. In-Situ Concrete—Museum of Scotland Cast stone was used at high level on the drum shaped part of This concrete is used to sculptural effect on the museum building. • The specification of the surface finish; and the building while natural stone was used at low level on the corners. • The inclusion of sealants to the surface. Cast stone is manufactured with aggregate and a cementitious binder. Its appearance is intended to be similar to natural stone. Unlike naturally formed stone, which tends to be visually rich, blocks of cast stone appear alike. This can look dull in comparison with natural stone. This effect is emphasised over time when typically cast stone will weather in a more uniform way than similarly detailed natural stone. Further information about pre-cast concrete cladding can be found at www.britishprecast.org. Concrete used sculpturally—Horse Wynd Textures created with concrete—Princes Street The sculptural potential of concrete is exploited in the Parliament Concrete panels with a textured surface treatment are used on wall with the patterned surface and integration of lights this recent building on Princes Street.

Page 67 Technical guidance

Cladding

High quality metal cladding may be acceptable in some historic environments where there is already a range of building materials. It may also be acceptable where overt contrast is sought and considered appropriate. Appropriateness depends on the quality of the finish and detailing as well as the character of the surrounding environment. High quality metal cladding might be acceptable in some locations in the Old Town, it is less likely to be acceptable amongst the palatial frontages of the New Town. The surface finish of the cladding should be raw or treated metal which does not have a coating. The fixings of any cladding should be hidden. Using zinc to provide striking contrast—Infirmary St. Aluminium—Simpson Loan The zinc cladding combined with the modern building form Multi-toned anodised aluminium cladding provides a striking There are a range of cladding materials and ways provides a positive contemporary contrast to the historic former and positive contrast to the historic buildings making the in which these can be constructed. Metal cladding Infirmary Street Baths building. distinction between new and old very clear. can provide buildings with a striking contemporary appearance, however, if used inappropriately it can have a negative visual effect. Resin and cement based panels can be used on less sensitive sites and where their use is limited or will have a minimal visual impact. Because of their poorer visual characteristics in comparison with metal claddings like anodised aluminium, stainless steel and zinc—these should be avoided in conservation areas including those with villas. Where resin based panels are used as cladding, synthetic prints which aim to emulate wood should Too many materials High quality detailing—Sighthill Court be avoided. These are not considered to have as The cladding, blockwork and render and their detailing used at Construction of a sample panel and approval were required by positive a visual effect as natural timber. this development would not now meet the Council’s expectations condition in order to ensure the design intent of a high quality for appropriate quality. finish was executed.

Page 68 Technical guidance

Timber

Timber should be appropriately detailed to ensure that it retains a good visual appearance over time, and that durable species should always be used. Sensitive sites include conservation areas and arterial routes into the city. Durable species include European Oak, Western Red Cedar and Sweet Chestnut. Moderately durable species can be used on smaller proposals which are not in sensitive sites. Moderately durable species include Larch, Douglas Fir and European redwood.

Tropical hardwoods should be avoided unless it Careful detailing—Arboretum Place can be clearly demonstrated that these are sourced The timber cladding overhangs cladding on lower levels of the sustainably. More information about timber can be building. This helps shed water from its surface, and protects it found at www.trada.co.uk. from adverse weathering. For local developments in sensitive locations and all major developments durable species should be used. Sensitive sites include conservation areas and arterial routes into the city. Sculptural effect—Upton Specification and architectural details at a 1:5 or The timber cladding is used to give these houses a striking appearance. 1:10 scale of the proposed timber cladding may Image courtesy of Steve Tiesdell Legacy Collection be sought. These should set out the thickness of the timber (which should not be less than 19mm finished size) and the types of fixings, which should be specified to ensure no staining. The details should show how water will be shed clear of the ends of timber to ensure moisture absorption is prevented.

Durable species—Informatics Forum The timber cladding is Oak. This is a durable species that is appropriate for use in prominent or sensitive areas.

Page 69 Technical guidance

Brick Care needs to be taken with the specification of brick and also during construction to avoid Brick generally has good weathering characteristics, efflorescence. This is the build up of salts present and can be specified so that its colour and texture in the brick material appearing on the surface of the harmonises with surrounding buildings. In sites wall as the mortar cures. outwith conservation areas and where the design proposed is of a high quality, brick can be used positively. Where brick is used in an existing context of stone buildings it is expected that the brick and mortar will be specified to harmonise with the range and tone of colours in the surrounding buildings. Note that generally, the expectation is for the use of natural Subtle variation—Telford March Two different mixes of brick have been used to provide variation stone where natural stone is the prevalent building in colour within the elevations. material. Brick can also be used to provide contrast, however, care needs to be taken with this approach to ensure that the architectural effect is not at the expense of the quality of the design of the street as a whole. The proportions of windows play a major role in giving brick buildings an Edinburgh character. Traditional tenements have large vertically proportioned windows. Using windows of the same Modern use of brick in an historic environment—McEwan size and alignment can help integrate brick buildings Square / Fountainbridge Brick has been used to integrate this development into its into their surroundings. historic surroundings. The development is overtly contemporary in its appearance. The colour of bricks was chosen to harmonise Although not a prevalent building material, brick has with the stone of the adjacent tenements. Combined with the been used in certain locations within Edinburgh to vertical emphasis to the window and the building’s scale, the positive effect. Brick is commonly used in industrial material choice has helped ensure this development adds to Edinburgh’s sense of place. This development sets the standard structures such as maltings and as a secondary for the use of brick within Edinburgh. element, for example on side and rear elevations or chimney stacks. Many traditional Edinburgh examples used locally produced Portobello brick which was produced into the early 20th Century. Page 70 Technical guidance adverse. An example area is the Cowgate, where materials with better weathering characteristics may the canyon-like form of the street contains pollution be a better choice in areas or streets like this. which stains external wall surfaces. Render tends to Traditional lime renders and lime harling can be Render/harl highlight these effects rather than suppress them. used in appropriate locations. For this reason contextually appropriate alternative When appropriately specified and in appropriate locations, render can be used as an external building material which can contribute towards Edinburgh’s sense of place. Appropriate specifications include: • Ensuring it does not discolour or fade over time and it does not suffer from algae growth or lime bloom; • Consideration of the location of all expansion and movement joints, slim vents, boiler flues, extract ducts and rain water goods etc to ensure these do not have an adverse visual impact; and • Consideration of architectural detailing to shed water from the surface of the render. Note that details may be sought. There is a strong tradition of rendered buildings in parts of the city area which predate the building of the New Town, for example, the Old Town and the Integrating the new with the old—High Street Positive contrast—Old Fishmarket Close, off High St centre of Queensferry. This use has continued and The controlled use of render, combined with sandstone, create a The use of render and timber contrast positively with positive modern addition to the Old Town surrounding stone buildings. render can be used to provide contrast in locations like these on contemporary buildings. Where render would make a building stand out in longer views, this should generally be avoided. Render also has a contemporary appearance that is appropriate in areas where the overall character is modern. In some areas, because of levels of vehicular Impacting adversely on views—Calton Hill traffic and microclimate, pronounced weathering The rendered buildings stand out against the surrounding stone and slate buildings. Alternative materials may have allowed the is evident. On rendered buildings this can look buildings to integrate better into the view.

Page 71 Technical guidance Synthetic materials inadequately replicate the Green roofs characteristics of materials they seek to emulate and as a consequence have a poorer appearance. Green roofs are flat or sloping roofs with some form Hard roofing materials of vegetation placed on them. They are intensively The vulnerability of metal roofing to theft should be or extensively managed; the former with a deep Slate, pantiles and metals such as lead, stainless considered at the design stage. soil profile supporting shrubs, trees and grass, steel, zinc and copper contribute to Edinburgh’s and the latter with a shallow soil profile growing roofscape. All these materials are generally drought tolerant self seeding vegetation. Both are considered appropriate. Synthetic versions of these encouraged in appropriate locations, particularly materials should be avoided in conservation areas. adjacent to green/blue corridors and will be The use of synthetic materials will be considered on encouraged in locations adjacent (within 15m) of a case by case basis in other areas of the city and river corridors. They have numerous benefits that their appropriateness will be assessed against: include prolonging the life of the roof, attenuating water, reducing sound transmission, improving • The extent of use; thermal efficiency, enhancing air quality, and habitat • Their prominence on the building; and creation. Green roofs should not be regarded as an alternative to open space provision on the ground. • The prominence of the building on the setting of Care should be taken to ensure that they do not have the city and setting of the street. an adverse visual effect, for example, disrupting a Edinburgh has a strong tradition of using slate (such visually cohesive existing roofscape. Green walls can as Ballachulish) as a roofing material. The palette of also be used in certain circumstances and provide darker greys of slate helps to draw out the warmth of many of the benefits of green roofs. sandstone.

Metal roofing in a historic context—Canongate Traditional roofing materials (right) Extensively green roof—Botanic Gardens Stainless Steel roofing has been used on the Scottish Parliament. Slate, Lead and zinc are traditional roofing materials used in The planting on this green roof helps integrate the building into Edinburgh—seen here from the Museum of Scotland’s roof. its surroundings.

Page 72 Technical guidance

Aircraft Safety

The impacts of requirements for aircraft safety—for example the need to deter birds from roofs—should be considered at the outset to ensure any resulting features are sensitively incorporated.

Other Materials

To help the sustainability of development, uPVC should not be used as a material for windows on major planning applications unless it can be demonstrated that they are recycled and achieve Curtain Walling—Beccleuch Place a minimum rating of ‘A’ in the BRE ‘Green Guide’. The potential offered by glazing systems with variations in the Thermally broken aluminium, aluminium / timber window widths, patterning of the glass and mullion depths is fully taken advantage of here. composites, and timber windows may provide suitable alternatives. For listed buildings and conservation areas refer to the Council’s Guidance on Listed Buildings & Conservation Areas. Timber should be from a sustainable source. The reuse and recycling of materials is encouraged. Frameless glazing—Festival Theatre, Nicolson Street When making an application, the Sustainability The refined detailing of the frameless glazing helps create a Statement Form (S1) should be completed. striking modern addition to the street. Opaque panels in glazing systems or windows should be avoided. Consideration should be given to ‘bat friendly’ roof membranes to support bat populations. Frameless glazing—George Square Lane Glazing is used to create the effect of a floating roof on this building.

Page 73 2.8 Adaptability

Ensure buildings are adaptable to the future Adaptability needs of different occupiers. Many buildings are designed with specific uses in mind. If the design becomes too specific it can become very difficult to make changes to Local Development Plan policies the building and give it a new use at a later date. • Des 5 b) - Development Design Examples of making buildings more adaptable include: • Creating level access so that buildings can be used by all; • Ensuring there is sufficient space for changing needs; • Making floor to ceiling heights high enough to accommodate a range of different uses; • Providing space for extensions; and • Designing roof spaces so that they can easily be turned into floor spaces. Adaptability in suburbia The houses are designed with sufficient space that extensions can be added while retaining relatively large gardens. In addition, attics have been converted.

Adaptable laboratory building—Old Dalkeith Road This building was designed to allow different types and sizes of laboratory space and all their associated services to be fitted out and changed over time.

Page 74 2.9 Mix of uses

If appropriate, create a mix of uses. Mix of uses Having a mix of uses in a development can help both Local Development Plan policies its sustainability and the sustainability of an area as a whole. If the services that people use are located • Des 2b - Co-ordinated Development in close proximity to where they are, there will be • Des 5 b) - Development Design less reliance on transport as people will be more likely to walk. Making places vibrant and interesting through providing a mix of uses, will help them resilient to changes in the economy and more attractive to new development. Mix of uses—Middle Meadow Walk This new development incorporates a mix of uses including housing, offices, gym, shops and cafes.

Mix of uses—Newhall, England This office integrates into this suburban development. Image courtesy of Steve Tiesdell Legacy Collection.

Page 75 2.10 Daylight, sunlight, privacy and outlook

Trees have an effect on daylight and sunlight. This Design the building form and windows of new can be positive - for example, deciduous trees development to ensure that the amenity of provide shading from the sun in summertime but neighbouring developments is not adversely let sunlight into buildings in winter. However, if affected and that future occupiers have buildings are too close to trees daylight can be reasonable levels of amenity in relation to: adversely affected. • daylight; To achieve reasonable levels of daylight, windows • sunlight; and must be big enough and interiors must be designed to a deep enough level that ensures daylight can • privacy and immediate outlook. penetrate within them. Reasonable levels of sunlight to buildings and spaces will be achieved if sufficient Local Development Plan policies account is taken of orientation. Marchmont—Arden Street • Des 5 a) - Development Design Edinburgh has a wealth of successful areas where These tenements manage to provide good levels of daylight to all good levels of daylighting, sunlight, privacy and the properties. This is a result of the high floor to ceiling heights outlook have been achieved. These can be used as and relatively large and tall windows which allow daylight to go deep into the rooms. It is important that buildings are spaced far enough a guide to the layout and form of new development. apart that reasonable levels of privacy, outlook, When comparing proposed new development daylight and sunlight can be achieved. However, against existing situations, scale drawings, showing care should be taken that buildings do not layout including external spaces, building height become so far apart that the townscape becomes and elevations should be provided along with the uninteresting. Therefore, achieving reasonable relevant calculations and methodology. It is the amenity needs to be balanced against achieving responsibility of the agent/applicant to ensure that good townscape. this information is provided and that all affected properties are clearly shown and tested. This section applies to all new development where these aspects of amenity are particularly valued including housing, schools, nurseries, hospitals and clinics. Gables—Haymarket Terrace The upper floors of the modern office are set back from windows on the tenements’ gable. This allows some daylight to reach the windows, but importantly maintains the street frontage.

Page 76 Technical guidance

Protecting daylight to existing buildings Minimum ADF for bedrooms 1% Providing daylight to new buildings New buildings should be spaced out so that Minimum ADF for living rooms 1.5% Another measure of daylight is known as the reasonable levels of daylight to existing buildings Minimum ADF for kitchens 2% position of the “no sky line”. The BRE guide explains are maintained. The layout of buildings in an Transmittance of double glazing 0.65 this in detail. If drawings can be provided that show area will be used by the Council to assess whether Correction factor for dirt, curtains etc. 0.9 that direct skylight will penetrate at least half way the proposed spacing is reasonable. When there Net to gross area of window 0.7 into rooms within new development at the height of is concern about potential levels of daylight, the the working plane (0.85m above floor) and where Average reflectance of room surfaces 0.5 Council will refer to the BRE Guide, Site Layout windows make up more than 25% of the external Planning for Daylight and Sunlight – A Guide to Daylight to bathrooms, stores and hallways will not wall area, this will ensure that adequate daylight is good practice. This shows how to measure daylight be protected. provided to new development. and sunlight. A copy is available to view at the Providing adequate daylight to new development Council’s Planning Helpdesk. Daylight to gables and side windows is generally not does not guarantee that adequate daylight will be protected. The amount of daylight reaching an external wall is maintained to existing development. This could be measured by the Vertical Sky Component (VSC). The the case in instances where the existing building is Council requires this to be more than 27% or 0.8 lower. of its former value. If this is not the case, changes to the building design, including a reduction in building height may be required. 27% VSC is 25° achieved where new development does not rise 1.8m above a 25° line drawn in section from the horizontal Existing building Proposed Building a Section at the mid-point of the existing window to be tested. 25 degree method example 1 It can be measured using more complex methods This situation may fail to provide reasonable levels of daylight to that are set out in the BRE guide. the existing building. If the townscape surrounding a development site would not meet these requirements, the Council may require information on the likely amount of daylight in affected rooms in existing buildings. This will be assessed using the Average Daylight Factor (ADF) 25° methodology. It is expected the following criteria 1.8m No sky line method Existing building Proposed Building The new development to the right of the image is positioned so will be used for calculations: a Section that the sky can be seen within the front half of the room on the 25 degree method example 2 ground floor. This has been achieved by providing the ground This situation would provide reasonable levels of daylight to the level with a higher floor to ceiling height than the floors above. existing building.

Page 77 Technical guidance Note that these heights do not indicate whether Privacy and outlook a development will be acceptable when assessed People value privacy within their homes but they also against other considerations. Sunlight to existing gardens and spaces value outlook - the ability to look outside, whether Where there is an established high quality to gardens, streets or more long distance views. To New buildings should be laid out so that reasonable townscape which in itself would not satisfy the achieve both, windows should be set out so that direct levels of sunlight are maintained to existing gardens requirements of the 45° method for sunlight (such as views between dwellings are avoided. and spaces. the Old Town) sunlight will be assessed using before The rearward side of development often provides a Whether sunlight to neighbouring gardens will and after plans showing shadows for each hour on better opportunity for privacy and outlook than the be affected can be tested by checking whether a 21 March. The qualities of the existing space and the streetward side of development. This is because on building rises above a 45° line drawn in section from effects of sunlight, both before and after will inform the streetward side, privacy to some degree is already the site boundary. If a development rises above this whether any loss of sunlight is considered adverse. compromised by the fact that people in the street can come relatively close to the windows of dwellings. line, the sunlight of the neighbouring garden might Privacy is generally achieved in these situations be affected. To take account of orientation, draw the through the installation of blinds, curtains and 45° line at the following distances above the ground translucent glass, etc. level: The pattern of development in an area will help to Orientation of boundary in relation Height of 45° line define appropriate distances between buildings and to potentially affected garden above boundary consequential privacy distances. This means that there may be higher expectations for separation in N 4m suburban areas than in historic areas such as the Old NE 3.5m Town. E 2.8m On the rearward side, as well as spacing windows far SE 2.3m apart, reasonable levels of privacy can be achieved S 2m by setting out windows on opposing buildings so SW 2m 45 degree method for sunlight that there are not direct views between them, angling This sketch shows a proposed development located on the north W 2.4m side of an existing garden. The sunlight to the neighbouring windows and erecting screens between ground floor NW 3.3m garden might be adversely affected because it rises above the windows. In assessing this, the Council will look at 45 degree line set from 4m above the boundary. each case individually and assess the practicalities of The use of the affected area of the garden and the achieving privacy against the need for development. size of the garden as a whole will be taken into Sunlight to new gardens and spaces Though private views will not be protected, immediate account when assessing whether any loss of sunlight Half the area of new garden spaces should be outlook of the foreground of what can be seen from is adverse. The sunlight of spaces between gables capable of receiving potential sunlight during the within a building may be. Unless there are exceptional will not be protected unless the affected space is spring equinox for more than three hours. This will circumstances, this means that new development of particular amenity value in comparison with the be assessed using hour by hour shadow plans for that blocks out the immediate outlook of an existing dwelling must be avoided. remainder of the garden. Such a space may include each hour of 21 March. one that has been designed with the house as a This guidance does not seek to protect the privacy of patio. gables of existing housing.

Page 78 2.11 Housing mix and size, and supporting facilities

• A mix of unit sizes and housing types will have In larger development sites, the provision of facilities Ensure there is a mix of dwelling types and sizes a positive impact on ensuring the delivery and services to support the existing and proposed to meet a range of housing needs including those of varied and sustainable communities. This community may be required. These may include local of families, older people and people with special mix should respond to the differing needs healthcare facilities, childcare facilities and meeting needs. of residents, immediate site conditions and places. Commercial units may be needed, if these do Make sure the size of homes are adequate for the citywide objectives. It is expected that within all not already exist in the area. numbers of people that could be living there. developments of 12 or more units at least 20% Affordable housing will be required in accordance of these units will have a minimum internal floor Provide adequate storage for general needs, with the policy in the Edinburgh Local Development area of 91m² and should be designed for growing waste and recycling, and bicycles. Plan and associated guidance. families. These will have direct access to private Ensure the design of new housing is “tenure garden, from either ground or first floor level; blind”. enhanced storage and convenient access to play areas. Local Development Plan policies • Hou 2 - Housing Mix • Hou 10 - Community Facilities

Tenure blind housing at Gracemount—Fala Place Here the market housing and affordable housing is integrated by using the same materials for buildings and street and designing the housing to have a similar appearance.

Page 79 Technical guidance Internal storage Improving internal amenity At least 5% of the net floor areas should be provided In order to ensure a good standard of overall amenity Housing mix as dedicated storage cupboards in addition to for new development, single aspect dwellings any kitchen storage or wardrobes. This storage is should not make up more than 50% of the overall In schemes with 12 units or more, 20% of the total needed to allow homes to be used by a wide range dwelling numbers. Where they are incorporated, it number of homes should be designed for growing of households. is important they meet the requirements for daylight families. These types of homes should have three or and sunlight. more bedrooms, have good levels of storage, have Shelving should be built into storage areas within direct access to private gardens (for example via dwellings to accommodate at least three 55 litre Generous ceiling heights of 2.6m high and above patio doors or private external stairs) or safe play storage boxes for recycling, (see diagram below). are encouraged in developments as these provide areas for children, and have a minimum internal a greater sense of internal spaciousness. They also floor area of 91m2. allow for enhanced adaptability to other uses and with higher window heads can provide enhanced In order to ensure satisfactory amenity, dwellings daylight penetration into dwellings. Higher floor to should not fall below the following minimum internal ceiling and window head heights are important if the floor areas: requirements for daylight are to be met. 36m² Studio dwelling; Tenure blind design 52m² One bedroom dwelling; Development should be tenure blind. This means 66m² Two bedroom dwelling; that where sites provide a range of tenures (for example market sale and affordable housing) it 81m² Three bedroom dwelling; and should not be possible to see the difference between 91m² Three bedrooms or more with enhanced them. storage designed for growing families. Where a site is predominantly for market housing, The minimum floor area for studios is lower than it is expected that affordable housing should be that for one bedroom flats since the relatively provided in the same housing type. If the design is larger single open plan space found in studios for houses for sale, the affordable dwellings should compensates for having a smaller space overall. also be houses. Where it is not possible to deliver It is expected that studios will be designed to be the same housing type, alternative types of the very space efficient. Imaginative solutions are Space for internal recycling same physical scale should be used. For example, encouraged for storage, the location of the bed and This drawing shows a potential way of providing storage for colonies, four in a block and cottage flats may recycling boxes. so on. integrate reasonably well with two storey houses. Building form, materials and the general design of the building elevations will all be key components in determining whether or not a tenure blind development is achieved.

Page 80 Technical guidance • The waste management strategy is compliant The specific materials which are currently collected with the Council’s policies and the requirement of from households, and in compliance with Scottish Scottish legislation so that provision is made for legislation are: The integration of ancillary facilities is important for the full range of recycling services and that these • Residual (landfill waste); small developments—such as those common in villa are fully integrated into the collection system areas—as well as in larger developments. In addition (e.g. that each bin store has sufficient space to • Food; to cycle parking (covered in Section 2.4), integration accommodate the full range of bins); of facilities such as plant, including electricity sub- • Glass; • A decision is made regarding the use of individual stations and bins, needs to be considered from the • Mixed recycling; (including paper and card, cans or communal bins, the initial supply for these and outset of the design process. and foil and mixed plastics) their ongoing maintenance; and Process for agreement with Waste and • Garden waste (kerbside collection areas only); and Cleansing Service • That arrangements are in place to allow for the ongoing maintenance and repair of bin stores, bin • Small electricals, batteries and textiles (collected As part of the planning process, designers / housings, etc. in the glass collection box in kerbside collection developers must engage with the Council’s Waste areas only). and Cleansing Service to agree a waste management strategy for the development, and ensure that their In addition to ensuring that there is sufficient space requirements can be satisfactorily incorporated for all collection streams, and that containers are within the design. This must happen as early as stored off-street, considerationshould also be given possible. to arrangements for the management of bulky waste- for example where householders should present The officer in the Waste and Cleansing Service will bins on collection day. talk you through their requirements (i.e. vehicle tracking drawings for refuse vehicles and the location and sizes of waste storage spaces) and the Instructions to Architects document. Once agreement has been made, Waste Services will issue a letter of agreement detailing this and any further 1280 litre recycling bins. requirements. Sizes and bin types: Key points for consideration: Waste and Cleansing Service will advise you whether Your waste management strategy must ensure that: individual or communal bins should be used. A range of bin types may be employed from kerbside • Bins are safely accessible and the collection collection boxes for glass and some other materials system is operationally viable, taking into right up to 3200 litre communal bins. The Waste account swept path analysis, walking and pulling and Cleansing Service will advise on the capacities Underground bins for residual waste allow large volumes to be distances, slopes, vehicle sizes, access to bin held with minimal impact on the street scene. It is important that requird to provide for each waste stream, the the Council’s Waste and Cleansing Service are involved early, as stores, interactions with pedestrians, etc; detailed design requirements for bin stores etc. their requirements may impact on the design.

Page 81 2.12 Purpose built homes for rent

under single ownership with shared facilities that The ‘Build to Rent’ (BTR) sector has the potential Design approach can be delivered rapidly. Private Rented Sector to make a positive contribution to the overall In BTR developments there tends to be key accommodation of this nature can also include housing mix in Edinburgh. differences in their design which may justify a more the conversion of existing buildings where the BTR flexible approach. This specifically relates to the Proposals should support regeneration and fulfil ‘model’ can be incorporated. standards for minimum internal floorspace and the placemaking principles. BTR developments are considered as a strand of quantity of single aspect units (see section 2.11.) BTR developments are considered as a strand mainstream housing and where relevant LDP policies The key design differences with BTR developments of mainstream housing and relevant Local and guidance apply including those relating to compared to other general housing types are usually Development Plan policies and guidance apply. parking, open space and affordable housing. as follows: Design should be place specific, high quality, Build To Rent model • Provision of high quality, professionally managed innovative and energy efficient. BTR developments are generally characterised by the accessible on-site shared facilities ie. communal Shared on-site facilities should be high quality, following key elements: gathering spaces, secure storage as well as accessible and safe. storage within units, workspaces and gyms; • Single ownership and professional on-site A flexible approach to current internal amenity management; • Efficient design technologies which reduce the standards may be acceptable depending on requirements for non-habitable space (ie. lobby • Self-contained units which are let separately; the quality of the accommodation and facilities areas) within units; and provided. • High quality amenities for communal use; • Open plan layouts, partly as a result of the • Longer tenancies offered with defined in-tenancy reduction in non-habitable space, which increase Local Development Plan policies rent reviews; and useable space and allow light to penetrate more deeply into the units. This may justify a limited • Des 5 - Development Design • Property manager who is part of an accredited increase in single aspect units over the standard • Hou 2 - Housing Mix Ombudsman Scheme and a member of a 50%. However developments should still be recognised professional body. • Hou 6 - Affordable Housing designed to facilitate a substantial quantity of Due to the nature of these developments and dual aspect units. especially where flexibility has been sought against Flexibility will only be applied to the standards in The Private Rented Sector continues to be a key the Council’s internal amenity standards (refer to exceptional circumstances and will be dependent on provider of homes throughout the city. ‘Design Approach’), the retention of the homes the quality of the development. Any deviations from for rent for the long term should be explored and Recent innovations in this sector have seen the the standards needs to be fully justified and will be secured via an appropriate method to be agreed emergence of purpose built accommodation for determined on a case by case basis. The diagram between the Council and the developer. rent, also referred to as Build to Rent (BTR), which overleaf gives an example of where flexibility may be offer high quality professionally managed homes justified.

Page 82 This diagram shows how flexibility may be justified against the floorspace standards subject to design efficiencies and the provision of shared facilities as part of the overall development, which may offset any loss of floorspace (both habitable and non-habitable). A 1 x bed unit should achieve a minimum internal floorspace of 52m2 with at least 5% of the net floor area as storage. This example shows that with the removal of the lobby, an additional 3m2 habitable space is achieved along with 0.4m2additional storage space, despite the reduction in overall floorspace of 4m2.

Developer Contributions Developer contributions will be applied towards BTR developments will be expected to provide The rental levels, conditions of tenure and the length the provision of services, works and facilities as the 25% affordable housing on site. Affordable homes of time that the units will remain affordable will be Council may, in its reasonable discretion, determine within BTR developments should be tailored to meet subject to agreement between the Council and the are required in connection with BTR developments the greatest housing need and preferably should be developer. in accordance with the Local Development Plan and owned or managed by a Registered Social Landlord. associated guidance.

Page 83 2.13 Community safety

Secured by Design is the Police’s initiative to Create active frontages directly onto important design out crime in the built environment. This has streets and publicly accessible routes and spaces. many benefits. However, sometimes there can be Provide main door access to ground floor a conflict between the needs of Secured by Design properties from street side. and planning requirements. It is important that these matters are understood early in the process so Ensure all external spaces including pedestrian that they can be addressed without compromising and cycle paths are overlooked. the design as a whole. Meeting the needs of Use lighting to help community safety. Secured by Design should not be at the expense of the overall quality of the external space within the Local Development Plan policies site. Active frontage on a supermarket—West Port • Des 5c - Development Design This image demonstrates that it is possible to create an active • Des 7 - Layout Design frontage for uses such as supermarkets. This has been achieved by arranging shelves and counters perpendicular to windows so allowing views into the shop. The design of development has a key role to play in community safety. If buildings overlook and provide direct access to streets people feel safer. Active frontages, where the ground floor is designed to allow visual contact and pedestrian movement between inside and out, ensure that this is achieved. Lighting can make a very positive contribution to the security of the external environment. To ensure the overall quality of the design, lighting should be integrated into the design from the outset and considered with the Road Construction Consent application. The Council will refer all major planning applications Active frontages and housing—Forbes Road and local developments that have particular security Traditional tenements (above) have main doors directly into ground floor flats which maximises activity on the street and issues to the Police Architectural Liaison service help ensure front gardens are used. for their comments. Developers are encouraged to make early contact with the Police Architectural Liaison service.

Page 84 3. Designing places: landscape, biodiversity and the water environment

This chapter sets out the Council’s expectations for landscape proposals as part of new development and how biodiversity should be maintained and enhanced. In order to achieve good design, landscape architects should be engaged early in the design process. It also sets out the Council’s expectation with reference to the water environment. The key aims are for new development to:

• Create a robust landscape structure as an integral component at all scales of development, which follows green infrastructure and green network principles. • Meet the requirements of the Council’s strategy for public open space and provide residential private gardens. • Maintain the conservation status of protected sites and species, and enhance, connect and create new habitat. • Protect trees and woodland and provide new tree planting. • Ensure that hard landscape and car parking are an integral part of the overall design. • Design developments to ensure that properties are not at risk of flooding from coastal waters, rivers, culverted rivers, or surface water flooding. • Integrate Sustainable Urban Drainage Systems into the landscape design of development to reduce flooding and pollution, provide biodiversity benefits and create beautiful places. • Ensure a mechanism is put in place for the establishment and long term maintenance of new landscape areas.

Page 85 3.1 Green infrastructure and green networks

• Habitats; Establish a robust framework of multifunctional green infrastructure in new developments of all • Parks, play areas and other public open spaces; scales, and connect this to the wider network of • Sustainable Urban Drainage Systems (SUDs); open spaces, habitats, footpaths and cycleways • Green roofs/walls; beyond the site boundary. • Active travel routes; and • Street trees, hedgerows, verges. Local Development Plan policies Ideally a network of multifunctional greenspaces • Des 2 - Co-ordinated Development should run through the urban area, urban fringe and • Des 3 - Development Design wider countryside, creating a high quality landscape and townscape. This should support new access • Des 5 - Development Design and recreational opportunities, incorporating flood Large public open space—Braidburn Valley Park • Des 7 - Layout Design management, enhanced biodiversity and habitat This public park is a major component of the green network. • Des 8 - Public Realm and Landscape Design linkages. Multi functional green spaces can promote healthier life styles through increased walking and The Scottish Government’s Green Infrastructure: • Des 9 - Urban Edge Development cycling opportunities and creating spaces for food Design and Placemaking guidance illustrates how • Des 10 - Waterside Development growing and restorative outdoor activity. green infrastructure can be integrated within new • Env 10- Development in the Green Belt and Delivery of such a network is consistent with the developments during the design process. Countryside development of the Central Scotland Green Network An understanding of a site’s current and potential • Env 12 - Trees and can support a healthy urban ecosystem based contribution to the green network should inform on natural processes. Green infrastructure and green decisions on scale, location and layout. The way in • Env 13 -15 - Nature Conservation Sites of networks also make an important contribution to which this has been considered in the placemaking International/National/Local Importance climate change adaptation and mitigation. process should be explained in the Design Statement/ • Env 16 - Species Protection The Local Development Plan identifies Edinburgh’s Design and Access Statement. • Env 18 - Open Space Protections established Green Network, comprising greenspaces Development should be carefully designed to • Env 19 - Protection of Outdoor Sports Facilities distributed across the city’s hills, neighbourhoods contribute positively to the expansion of green and waterfront. These are connected by wooded river networks. All proposals will be assessed in terms of • Env 20 - Open Space in New Development valleys, disused rail corridors, the Union Canal and their consideration of connectivity between green frequented paths. infrastructure components and their contribution to A green network is formed when green infrastructure national and local green network and open space components are linked together to give additional The Local Development Plan identifies proposals objectives. combined benefits. Components can include: to improve connections within the urban area, the surrounding countryside and neighbouring Council Regard should be given to linking development • Green corridors; areas. It is complemented by Open Space 2021, sites with Edinburgh’s network for nature, making • Watercourses; the Council’s Open Space Strategy, which defines links to habitats found in local nature reserves, local • Woodland; standards and actions to improve access to good nature conservation sites and the Edinburgh Living • Tree belts; quality greenspace across the urban area. Landscape.

Page 86 Technical guidance

50% watercourse open to These sketches illustrate how green networks can be natural light integrated within a range of development scenarios and at different scales. The Council supports substantial framework planting that seeks to integrate and connect multi-functional green infrastructure features as guided by site specifics and local landscape character. 6 - 20m 2 3.5 - 4.5 2.5 - 5 Masterplans will require adequate space for large new planting/ swale or multi-user path front gardens, street Watercourse or pond growing native tree species to achieve maturity and existing vegetation filter trench maintenance access front or open space form woodland habitat, provide a secure setting to multi-user paths, cater for active travel, a variety Blue Networks recreational uses within open space, incorporate Green networks can be aligned with watercourses or permanent (retention) ponds or detention areas providing for Sustainable Urban Drainage, to enhance existing wildlife habitat, whilst providing for amenity, recreation and active travel. New development should SUDS, whilst allowing integration with the street provide active frontages to main path routes, open spaces and SUDs features. layout and built form. In urban edge situations, a landscape edge will also be required to integrate In order to promote natural bankside development with the surrounding countryside and conditions, only riverside walls with landscape setting of the city. significant archaeological value should These provisions can vary in width depending be retained. Other retaining walls on the development scenario but for some major should generally be replaced with developments spatial parameters of 30-50m may soft engineering solution. In areas be necessary to accommodate a full range of green of historic importance mitigate the infrastructure functions. potential for natural banks by the use of other methods such as reducing the If buildings are proposed close to a watercourse, top part of the wall to provide a wetted a full appraisal of flooding scenarios is required bank or cladding on the retaining (see section 3.8) and early discussions with the wall to provide some riverine habitat Council’s Flood Risk Unit. Buildings proposed on with tree planting to provide habitat brownfield sites, adjacent to water courses except connectivity. in exceptional circumstances, require at least a 15m setback to create opportunities to reinstate natural bank sides. Water of Leith Walkway Access and amenity improvements carried out at The Dene, between Dean Terrace and Mackenzie Place, within the New Town Conservation Area.

Page 87 Technical guidance

5 - 8m 3.5 - 4.5 2 20 - 40m front gardens/ multi-user swale or informal woodland street front path filter trench trail, avenue or clearance for woodland planting North Meadow Walk Green Corridor North Meadow Walk footway and cycleway, providing for This density and type of planting is suited to the urban situation and parkland context. Where a rural context exists at the urban recreational use and active travel. The route is lined with large edge, native woodland may achieve a more appropriate fit with surrounding landscape character whilst providing shelter for new growing tree species, includes nesting boxes and is set within development. a broad grass verge. The path is lit and surveillance is provided from surrounding residential dwellings.

indicative dimensions to 2m 3.5–5m 5.5m 2 2 conform with street design 4m for shared cycles/pedestrians guidance footway & verge & verge & filter trench services street tree or swale Green Street Forrest Road The incorporation of trees and other planting within street design should be considered alongside the spatial parameters for This street extends the tree lined avenue of Middle Meadow Walk movement and access - including visibility, services, lighting, the proposed approach to sustainable urban drainage and the intended to George IV Bridge. density and spatial definition of the proposed built form.

Page 88 3.2 Publicly accessible open space

The Council’s Open Space Strategy sets standards to Ensure homes are within walking distance of ensure that all communities have access to quality good quality and well designed open space. greenspaces, which cater for a variety of needs and Provide new publicly accessible and useable open ages. space in non-residential development. Local greenspace standard: Local greenspaces close to homes play an important Local Development Plan policies role in how people feel about their neighbourhood • Des 5c - Development Design and offer convenient spaces for everyday enjoyment of the outdoors. • Des 7 - Layout Design They can be important places to meet neighbours, • Des 8 - Public Realm and Landscape Design havens for wildlife, spaces to play after school or • Env 18 - Open Space Protections enjoy on a walk to the shops. • Env 19 - Protection of Outdoor Sports Facilities All homes should be within 400 metres walking • Env 20 - Open Space in New Development distance (equivalent to a five minute walk) of a ‘good’ quality, accessible greenspace of at least 500 square metres. In new housing developments, good quality local green spaces should support health and well-being by providing useable outdoor spaces as well as looking attractive. Small open space in the the Old Town—Trunk’s Close It makes good use of its constrained site and provides an Spaces should have surfaced paths linked to the attractive green setting for surrounding buildings. surrounding area, provide features to attract wildlife, Local greenspaces can be complemented by incorporate seating or walling, cycle parking and drainage features, such as grass or planted swales waste bins, fruit trees and raised beds for community and rain gardens. Where it is proposed that part of growing and provide a safe and stimulating place for a local greenspace should be used to accommodate unequipped play. below ground surface water storage, there should Urban tree planting and the use of hedges and shrub be no impact on the quality or use of above ground planting should be considered to define spaces space e.g. through restricting locations for tree and create appropriate shelter and shade. Areas planting or the need for inspection chambers. of open grass should be balanced with the use of Good quality local green spaces should complement herbaceous perennials and bulbs to create year the provision of private gardens for new houses, round interest. blocks of flats, garden flats and communal back New local greenspace, Lochend greens.

Page 89 Large greenspace standard: wider green network, and integrate orchard and A grass edged multi-user path with Macadam allotment provision. Further details can be found wearing course will generally provide the most Every neighbourhood should benefit from a large in the Council’s Allotment Strategy and Scotland’s robust long-term solution, providing access for all park to provide space for the whole community to Allotment Design Guide. including wheelchair users and pushchairs. This enjoy their free-time. It is a place to exercise and play can be enhanced by the use of rolled stone chips. informal ball games; walk the dog or go for a run; Grassland management approaches may include a Bound gravel may be suited to local greenspaces come together for local events; watch wildlife and mix of close mowing, naturalised grass or meadows. or feature spaces. Whin dust paths will generally scenery through the seasons; and experience natural The use of planted swales and the location of only be acceptable in semi-natural settings, subject open space. surface water storage basins alongside and in to appropriate build up, drainage and ongoing addition to new parkland, can bring amenity and All homes should be within 800m walking distance maintenance. biodiversity benefits, by creating wetland habitat of a good quality accessible greenspace of at least and introducing open water as a feature of the The relationship of new parks to homes, schools, two hectares. landscape. other public buildings and commercial uses can Where possible, new large greenspaces should help put open space at the centre of community Path surfaces, within greenspace, should be incorporate existing built, cultural and natural life and provide options for refreshment and use of appropriate to context and are an important factor to features, including skyline views to celebrate conveniences. New greenspaces should be directly encourage the use of the outdoors. distinctive local characteristics (Section 1.8). The overlooked from key living spaces such as lounges overall size and form of parkland should, therefore, and kitchens and never blank facades. respond to the topography and the opportunities of the site. The provision of facilities should ensure that spaces are well used, lively, safe and resource efficient by delivering multiple benefits; in particular providing an uplifting place to support daily self-management of physical health, including opportunities to participate in group activities. Larger greenspaces should meet local greenspace needs, through the provision of sheltered community garden areas with seating and cycle parking, as well as larger scale features appropriate to their size. New parkland provides the opportunity to create a landmark feature, including woodland and forest scale trees; provide well drained, level ground for community events, markets, informal ball games, outdoor learning and exercise activities; measured walking and running circuits, with links to the Aerial view of Broomhills Park (Barratt East of Scotland Ltd)

Page 90 Technical guidance

Forth Quarter Park Forth Quarter Park was developed for National Grid Property Ltd as part of the Granton Waterfront master plan to remediate the former gas works. This distinctive seven hectare park is bordered by a mix of uses including office accommodation to the east, Edinburgh College’s Granton campus, and the established communities of Granton, Pilton and Muirhouse, together with new homes being developed at the Waterfront. The park links the North Edinburgh paths with the promenade at Silverknowes to the west, via a meandering route through this key urban greenspace. Lying close to the Firth of Forth, the park provides views from the city to the coast and a backdrop of hills within Fife. A central water feature is crossed by bridges and a waterside walk including decking was formed by de- culverting the Caroline Burn. The east end of the park is where the water feature terminates at a new public square and terraced viewing platform in front of the Scottish Gas headquarters. New planting including 800 birch trees, 15,000 shrubs and new grassland arranged in a series of undulating terraces, surrounding the water feature, creates wetland and marginal habitats. The park also incorporates Lime trees, which are remnants of the grounds of Granton House.

Page 91 Playspace access standard: Edinburgh’s vision is to achieve a ‘play friendly city, where all children and young people can enjoy their childhood.’ Parks and other large green spaces provide the ideal setting for good quality equipped play spaces. Play is vital to help children learn how to get along with each other and keep healthy. The Council’s Open Space Strategy sets out the playspace access standard and is linked to the Play Area Action Plan. Houses and flats should have access to at least one of the following: • a space of good play value within 800m walking distance; • a play space of very good play value within 1200m New play area at Burnbrae Drive meets ‘good’ play value. Terraced slopes and shared surface ‘home zone’ street at Gracemount. walking distance; and • a play space of excellent play value within 2000m All residential developents should contribute health and wellbeing and establish the necessary direct distance. towards these standards by providing publicly framework for new neighbourhoods to thrive. accessible open space on site. Where this is not Play Value measures the quality of play area design Making provision for facilities such as community possible, contributions may be sought for the and layout, together with a range of play activities on gardens, growing spaces, orchards, woodlands improvement of open space within the area. offer to ensure children receive the right balance of and allotments within new greenspaces can allow risk and challenge in order to develop physical and Non-residential development will also be required both new and existing communities to have a social skills. to provide new open space, justified by the scale of greater influence on how places develop over time, In addition to equipped play spaces, new green development and the needs it gives rise to. strengthen bonds and contributes to the sustainable spaces and residential streets should be designed management of the city’s greenspace resources. Quality in new greenspace and play areas should to encourage more ‘free play’ without equipment. be ensured by planning for these elements of The design of new open space provision will be Exploring woodland, meadows or running up and green infrastructure as an integral element of place assessed against Local Development Plan policies down slopes can provide ways for children to making from the start of the planning process. New relating to Design and the Environment. Play area develop their creativity and imagination. greenspace provision should be informed by an design must achieve the play value requirements set understanding of local community needs, including out in the Council’s Play Area Action Plan.

Page 92 3.3 Private open space

sized gardens. Developers should demonstrate how Private front gardens have an important role in Provide well defined, functional, good quality this can be achieved. softening urban environments by providing planting private gardens to all houses and ground floor on streets. They also provide an intermediate flats. Ground floor flats should generally be provided with space between the public realm and the privacy of private gardens of a minimum depth of 3m, which dwellings. The impact of driveways on the continuity open directly on to communal gardens. Where this Local Development Plan policies of boundary treatments and street tree planting is not the case, patio doors and a defined threshold • Des 5d - Development Design should be considered. (Note: relationship to parking space should be provided. section and definition of private front gardens/ • Hou 3 - Private Green Space in Housing Dvelopment thresholds).

There should be a clear distinction between public and private spaces, defined by appropriate boundaries such as walls, railings or hedges both to the street edge and between feus. Private and communal gardens should be designed for use by residents for a range of functions, including space for play, seating, food growing, tree planting and drying laundry. Outdoor taps and/or rainwater harvesting may be needed. Wooden fencing can be used to separate private back gardens, but should not be used in the public realm. Consideration should be given to different heights of fencing to allow the communication between neighbours and to add some visual interest. A key factor in ensuring space is usable is its capacity to receive sunlight. This will be affected by the position of existing and proposed buildings, as well as tree planting. The Council wants new development to be adaptable. A clear distinction—Marchmont Little private space can be successful—Lady Stair’s Close To help meet the changing needs of residents, it is It is clear what is public and private space in traditional There is very little private outdoor space in the Old Town. This is beneficial for there to be sufficient space in gardens tenements. The buildings enclose shared gardens making them compensated by the outstanding quality of the public spaces in for houses to be extended while retaining reasonably private. At the front , the walls and hedges separate the public the form of closes and courtyards. street from the private gardens.

Where private gardens cannot be provided or where their depth is limited (for example less than 3m), there will be a greater need for street trees to be provided. Private communal grounds should be well proportioned, well orientated and secluded from vehicles. Narrow peripheral spaces, subject to overshadowing will not be acceptable. Residents 3m should not normally have to cross streets and car parking to access private communal greenspaces. 3m Where it is difficult to achieve the areas normally Private and shared gardens for flats. required for private open space - for example, This drawing is sliced through a courtyard development to show its interior and street side. It shows small private because of a need to adhere to a spatial pattern in 3m front gardens with private rear gardens opening on to a an area, the inclusion of balconies or roof terraces communal space. may be seen as a mitigating measure. Where they are included, it should be demonstrated that they will benefit from adequate sunlight or have an outstanding view, preserve reasonable privacy and have an area that is not less than 5% of the net floor area of the dwelling. The size of gardens can contribute to the character and attractiveness of an area. This is particularly the case in villa areas. Gardens of a similar size to neighbouring gardens are likely to be required in order to preserve the character of the area. Residential Homes and Care Homes Particular attention should be paid to the orientation of care homes and long term residential homes. The length of private gardens Residents should be able to access a garden space Gardens should be designed to allow houses to be adapted and extended over time. This means that gardens longer than 9m are encouraged. Gardens in the centre of the picture are longer than 9m allowing the houses to be extended. Excessive changes in level that is attractive, welcoming, well lit by natural light should not be taken up across private back gardens. Where housing is set out across sloping ground, useable terraced space should throughout the year, and which allows a circuitous be provided. Additional space is also required in gardens where there is insufficient natural sunlight. North facing gardens should be walking route to be created. longer to compensate for this.

Page 94 3.4 Biodiversity

Although it is important to safeguard – or enhance Maintain the integrity of Sites of European, Protected species – Priority Species, it is often the commonplace National or Local Importance for biodiversity and European protected species (EPS) include bats, birds and plants that are important in a local geodiversity. otters and great crested newts. They are legally context. Nationally there is a decline in Song Thrush protected and it is a criminal offence to disturb, Conserve protected species and the habitats populations and the once-common Tree Sparrow and injure or kill them; or to damage or destroy their which support them. Starling are now rare in some locations. ‘Improved resting or breeding sites. If we consider that a habitats’ can be as important as untouched ones. development proposal is likely to affect a EPS, then Survey and assess development sites in terms of Urban areas offer a rich mosaic of habitats suitable the applicant will be required to carry out a survey biodiversity. for an unexpectedly large variety of wildlife. This can to identify impacts and avoid, remedy or reduce be continually enhanced through careful design. them. If impacts cannot be avoided and an offence Design sites to allow the development of varied Buildings have replaced the original cliff-top haunts and robust ecosystems. is likely to be committed, then a protected species of species such as Swift and House Martins; older licence is required from Scottish Natural Heritage housing provides cave-like roofs for long-eared Bats (SNH) to enable the proposal to proceed. Both SNH Local Development Plan policies and modern properties are ideal for Pipistrelle bats; and the Planning Authority must be satisfied that the some industrial buildings offer nesting sites for • Des 3 - Development Design proposal will pass three tests laid out in the Habitats Kestrels, Barn Owls and Peregrine Falcons. Buildings Regulations 1994. A license will not be issued unless • Des 10 - Waterside Development themselves, plus walls and bridges, can all support planning consent is given. Bats, Bees, Beetles and Lichens. • Env 13 - Nature Conservation Sites of International Importance Sites protected for nature conservation and geodiversity are identified on the Local Development • Env 14 - Nature Conservation Sites of National Plan Proposal Maps. These include international and Importance national designations, such as Special Protection • Env 15 - Nature Conservation Sites of Local Areas and Sites of Special Scientific Interest and Importance local designations such as Local Nature Reserves and Local Nature Conservation Sites. • Env 16 - Species Protections There is a strong presumption against development that will affect protected sites. Any proposal will In Scotland, it is the duty of every public body and have to meet strict policy tests to ensure the officer, in exercising any function, to further the protected site integrity is not affected. In the case conservation of biodiversity so far as is consistent of internationally protected sites such as Special with the proper exercise of those functions (part 1, Protection Areas and Special Areas of Conservation, section 1, The Nature Conservation (Scotland) Act this may include long periods of survey work 2004). Every public body is now required to have to inform the ‘strict policy test’ and Habitats Regulations Appraisal (HRA). regard to both the Scottish Biodiversity Strategy and Soprano pipistrelle bat (Pipistrellus pygmaeus). Image: SNH/ the UN Convention on Biological Diversity. See the technical guidance for a list of relevant Lorne Gill legislation.

Page 95 Other species are protected by UK law. These explanatory text about these tests: Edinburgh Biodiversity Action Plan (LBAP) contains include badgers, water voles,breeding birds and all local actions for the conservation of habitats and www.snh.gov.uk/protecting-scotlandsnature/ protected species are a material consideration in the species. Aligning the design of the development species-licensing/ planning process. with LBAP objectives is one way of meeting this policy requirement. More information on European and other protected Site assessment and survey requirements species, survey work and relevant licenses is Proposed development sites may include features Layout and design available from the Scottish Natural Heritage website of natural heritage interest, or protected sites and It is important that the information gathered from /or species. An initial assessment of value must European Protected Species (EPS) and Licensing surveys influences the final proposal. Existing be made to establish whether further surveys Requirements natural features should be retained and enhanced, are required. The process for deciding if this is where possible, and kept in context rather than in There are three strict legal tests which must all be neccessary is : isolated fragments. Integrated habitat networks passed before a licence can be granted. 1 A preliminary desk-based study to collect all and green corridors are encouraged to enhance In summary these are: existing ecological data about the site; and biodiversity and help mitigate climate change effects. The landscape design of a scheme is • Test 1: that there is a licensable purpose. (i.e 2 An Extended Phase 1 Habitat Survey to expected to enhance the biodiversity value that the license is required for ‘preserving public understand the ecology on site and the of the site and maintain species movement health or public safety or other imperative reasons implications of the proposed development. where possible. This should include enhancing of overriding public interest including those This will help identify what habitats are present, the connections between ecological features, within and of a social or economic nature and beneficial protected species that they may support, further across the site. It is also expected that a planting consequences of primary importance for the survey requirements, site constraints and potential plan will maximise the structural diversity of the site environment; SNH provides more detailed mitigation. This information will inform site design. and provide a scheme that allows biodiversity value guidance on Test 1 at: www.snh.gov.uk/docs/ to increase over time. B896394.pdf. Protected species surveys must follow established best practice and must be done at the correct time of • Test 2: that there is no satisfactory alternative;SNH year. Applications can be delayed if a survey season provides more detailed guidance on Test 2 at: is missed. For example, bat survey work should www.snh.gov.uk/docs/B896418.pdf comply with the Bat Conservation Trust publication • Test 3: that the action authorised will not be “Bat Surveys: Good Practice Guidelines”. detrimental to the maintenance of the population of the species concerned at a favourable Biodiversity Duty and the Edinburgh conservation status in their natural range. Biodiversity Action Plan The Nature Conservation (Scotland) Act 2004 Qualified ecologists should be able to provide advice places a duty on all public bodies to further the on this or alternatively advice can be obtained from conservation of biodiversity. Local planning Scottish Natural Heritage For more information policy requires new development to demonstrate on the three species licencing tests, the Scottish protection and enhancement of biodiversity. The Edinburgh Living Landscape: Natural Heritage website provides a detailed A pictorial meadow for pollinators and amenity benefit.

Page 96 Technical guidance National The CIEEM maintain a directory of suitably qualified ecologists who can carry out surveys. See www. Sites of Special Scientific Interest (SSSI). cieem.net/members-directory. CIEEM also maintain Statutory requirements Areas of national importance for natural heritage a list of survey guidance materials. See: www.cieem. The Council must ensure statutory requirements across the UK, including diversity of plants, animals, net/sources-of-survey-methods-sosm- habitats, rocks and landform. relating to biodiversity are being fulfilled. Downlaods/Guidelines for Ecological Impact The framework for statutory sites and species Local assessment 2016.pdf protection is provided by: Local Nature Reserve. Habitats Regulations Appraisal • Conservation (Natural Habitats &c.) Regulations Designated for its local special natural interest and / Any development likely to have a significant effect 1994, as amended (“The Habitats Regulations”); or educational value. on a Special Protection Area (SPA) will be subject to a Habitats Regulations Appraisal, in addition to • The Town and Country Planning (Environmental Local Nature Conservation sites. Impact Assessment) (Scotland) Regulations 2017; other assessments. If likely significant effects cannot Local Biodiversity Site. be ruled out then the Council will have to carry out • Wildlife and Natural Environment Scotland Act an ‘appropriate assessment’ of the proposal. The Local Geodiversity Site. 2011; developer will be required to supply data to support • Nature Conservation (Scotland) Act 2004; Designated for its local biodiversity, geodiversity and this appropriate assessment. More information on social educational value. HRA can be found at the following link: www.snh. • The Protection of Wild Mammals (Scotland ) Act gov.uk/protecting-scotlands-nature/protected- Ecological Impact Assessment 2002; areas/international-designations/natura-sites/ • Protection of Badgers Act 1992; and An Ecological Impact Assessment (EIA) may form part habitats-regulations-and-hra. Firth of Forth HRA of an EIA and is required for major and some small Guidance for developers and regulators www.snh. • Wildlife and Countryside Act 1981 (as amended). scale developments. The principle is to identify gov.uk/docs/A1979038.pdf the biodiversity features of interest and propose Types of designated sites in Edinburgh Timing see Local Development Plan map avoidance, mitigation or compensation to reduce all impacts to the non-significant level. An EIA should Project management should take into account International be submitted as part of a planning application and the optimum survey period for protected species Ramsar Sites - Habitats should adopt the methodology of the Chartered (see the survey timetable below for guidance). Institute of Ecology and Environmental Management The findings of surveys should inform design and A wetland site listed under the Convention of (CIEEM). form part of the application. Surveys older than Wetlands adopted following an international 12 months may be considered to be out of date conference in Ramsar, Iran 1971. and invalid in supporting an application. In some Special Protection Areas (SPA) - Birds. instances the timing of works may also be affected by the requirements of protected species. An area designated under the Wild Birds Directive to protect important bird habitat.

Page 97 Technical guidance Planning has a key role in supporting the UK commitment to halt the overall loss of biodiversity by 2020, in accordance with the European Biodiversity The Wildlife Information Centre Strategy and UN Aichi targets. BS 42020 Biodiversity Records on the presence of protected species or in planning and development – Code of practice, is habitat, in or near a proposed development site, may a useful tool when considering biodiversity in the be required from The Wildlife Information Centre. context of planning. See: www.wildlifeinformation.co.uk. Invasive Non-Native Species Scotland has many introduced plants, some of which have been identified as being invasive by out-competing native plants for light space and nutrients. The most common invasive species in Edinburgh are: • Japanese Knotweed (Fallopia japonica); • Giant Hogweed (Heracleum mantegazzianum); Swift Bricks—Beaverbank Place Otter (Lutra lutra) On this development in North Edinburgh swift bricks have been and Otters are active on several watercourses in Edinburgh and any designed into the external wall. These should be shown on development within 200 m of suitable water habitat should survey • Himalayan balsam (Impatiens glandulifera). planning drawings. for this European Protected Species. Picture SNH/Lorne Gill. Survey timetable The Wildlife and Natural Environment (Scotland) Act 2011 (Annex B) has introduced measures to deal with JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC non-native species. If a survey shows invasive non- Badgers native species are present on a site, the developers Bats—hibernation roosts must remove them and ensure they are not spread Bats—summer roosts from the site. Soil with Japanese Knotweed or Giant Bats—foraging / commuting Hogweed is classified as controlled waste under the Birds—breeding Environment Protection Act (1990). Birds—over winter Great Crested Newts (*1) The Scottish Government has produced a Non- Invertebrates Native Species Code of Practice that will help Otters developers understand their legal responsibilities. Water Voles For more information see: www.gov.scot/ Habitats / Vegetation Publications/2012/08/7367 Survey time www.nonnativespecies.org/home/index.cfm Optimal Sub Optimal (*1) Refer to the Great Crested Newt Conservation Handbook Page 98 3.5 Trees

Trees and woodlands are important for the quality benefits are lost. Successfully marrying trees and A suitably qualified Arboriculturalist should be and character of the landscape, the townscape, new development requires a process of survey, used to survey and evaluate the existing tree biodiversity, cultural heritage, ecosystem services analysis and design which is set out in the British and woodland resource within the site and 12m and our sense of well-being. Protection of trees and Standard (BS) 5837:2012. This provides a balanced beyond. woodland within new development can give a sense approach on deciding when trees should be Design development to take into account above of maturity and raise the overall quality of the setting retained, how design considerations will be affected and below ground constraints for retained trees of buildings whilst contributing to green networks. by existing trees and appropriate protection for trees and future planting. Where trees are damaged and then decline or where during development. Survey, assess and identify trees to be retained. inappropriate design leads to conflict, these positive Protect retained trees and areas identified for new tree planting during construction. Ensure trees for retention are marked on masterplans.

Local Development Plan policies • Des 3 - Development Design • Env 12 - Trees

Ancient woodland near Balerno Former City Hospital - Greenbank This ancient woodland makes an invaluable contribution to Existing mature trees retained within new green corridor. biodiversity and landscape character.

Page 99 Technical guidance

A tree survey is required in the form specified in Opportunities for future planting should also be Summary of process BS 5837:2012 for all trees with a stem diameter of identified and plotted on the TCP to identify areas for 75mm or more, at 1.5m above ground on the site or protection from soil compaction. 1 Carry out a tree survey and categorisation to within 12m of its boundary. Trees should then be identify trees worthy of retention. Once the layout is finalised, a Tree Protection Plan categorised in accordance with their quality and should be submitted showing trees for retention 2 Prepare a Tree Constraints Plan showing suitability for retention. and removal, and the precise location of protective physical and spatial requirements for retaining In certain cases woodland may be surveyed barriers and ground protection forming the those trees. This includes a Root Protection Area as a whole and managed using best woodland Construction Exclusion Zone. Fencing should be to for each tree and an indication of the ultimate management principles. Using this information, a the standard shown in Figure 2 of BS 5837:2012. spread of canopy. Tree Constraints Plan (TCP) should be prepared to These will be erected before work starts on site and 3 Use Tree Constraints Plan to design an initial show the below and above ground issues that need maintained throughout the construction phase. site layout and identify areas for new planting. to be taken into account during the design process to Tree Preservation Orders, as set out in the Tree 4 Achieve finalised site layout. ensure successful survival of these trees. Protection Charter, will be used to safeguard trees in 5 Prepare a Tree Protection Plan, including Below ground, the Root Protection Area (RPA) must appropriate cases. fence specification and provision of on be identified for each tree, to be left undisturbed It is a duty under Section 159 of the Planning site supervision, showing the Construction and protected from damage from building, road Act (1997) that conditions must be applied to all Exclusion Zone. construction or service trenches and layouts of planning applications where existing trees require 6 Submit with Planning Application. SUDS. Above ground, the physical requirements protection. for future growth and maintenance will include, for 7 Planning approval with tree protection example, the ultimate height and spread of each Developers should be aware of the responsibility conditions relating to the approved Tree tree. to determine the presence of bats (a European Protection Plan. protected species) and identify potential bat roosts Input to the design layout also requires 8 Prior to start of construction, erect tree on site and the effect of proposals on habitat and consideration of factors such as the effect trees may protection fencing and other identified navigation features. See section 3.4. Biodiversity. have on daylight, shading of buildings and open measures to form a Construction Exclusion spaces, privacy, screening, wind throw and amenity Zone. issues with leaves from certain species. 9 Ensure site supervision to maintain tree Visibility splays, location of services, changes of protection fencing and measures until removal level and allowance for construction activity will also agreed. be considered. When submitted with a planning application, the TCP should demonstrate how consideration was given to the retention of trees in the proposed site layout.

Page 100 3.6 Planting

An attractive and functional landscape scheme Trees in particular make a positive contribution New planting proposals should be prepared should use trees, shrubs, boundaries, herbaceous to both urban and rural landscapes and new by a suitably qualified Landscape Architect or perennials, ground cover and hard landscaping development should provide a spatial framework of Arboriculturalist (for trees). imaginatively to provide an appropriate setting new tree and woodland planting. Large stature tree Species selection should be appropriate to the for buildings. It can assimilate and integrate new species should form the basis of structure planting intended location, function and growing space, development into the locality. and adequate space allowed for their ultimate size. taking into account ultimate height and spread, Housing proposals and major planning applications All planting schemes should add to the biodiversity and relationship to buildings, paths and roads. should provide sufficient space to accommodate at of the area by maximising structural diversity and least 20% of long-lived large scale trees to provide a Where possible, use native species in locations providing for pollinators. They should provide all legacy for future generations. adjacent to designated nature conservation sites. year round interest, and be playful landscapes that In other areas use a mix of species to provide can be used by all age groups. Poisonous plants Edinburgh’s heritage of round crowned deciduous ecological diversity and resistance to disease. should be carefully specified and not used in trees should be respected in planting schemes and housing schemes, school or nurseries. Bulb planting the creation of wooded ridges should be included in Planting design should recognise Edinburgh’s should be used to create early spring interest. proposals wherever practicable. distinct landscape characteristics and provide an attractive, biodiverse and a long-lived landscape structure to help mitigate against climate change. Woodland and structure planting should be carried out in advance of development to allow early establishment. Proposals must allow for ease of maintenance and long term establishment.

Local Development Plan policies • Des 3 - Development Design • Des 8 - Public Realm and Landscape Design • Env 12 - Alterations and Extensions • Hou 3 - Private Green Space in Housing Development

Birch Trees - Forthquarter Park

Page 101 Trees should be used to create special places in Planting specification housing proposals, for example using orchards and The following minimum standards will apply: fruit trees, horse chestnut trees (conkers) etc. Size at planting Density / spacing Other requirements Any unavoidable removal of trees should be Woodland 60-80 cm height. 1m spacing. Include 30% feathered trees of min height 180cm compensated by replacement with at least extra where immediate visual effect required. heavy standard sized trees or semi-mature stock in Trees - green Extra heavy standard, 14-16 cm girth 2m clear stem or multi-stem. locations where amenity is a key consideration. spaces minimum. The Council may require Provide tree pit/trench detail, including means of At the site layout stage, the landscape framework larger dependent on location. support. should set out locations to provide suitable Trees - Semi mature, 30-35 cm girth. 2m clear stem, underground guyed. Provide tree pit/ paved trench detail to demonstrate adequate soil volume conditions for tree planting. This may include spaces and load bearing support for surrounding paving. planting in open ground, such as greenspaces but also locations within hard surfacing, where careful Fruit trees Light standard, 6-8cm girth. Spacing and means of support to correspond with site planning and detailed design will be required. intended shape. The correct species should be selected for the Hedges 60-80 cm height. 250mm spacing Protected by post and wire fencing. in two offset rows Min 400mm depth topsoil. intended location, taking into account ultimate 300mm apart. height and spread, the character of the local area Shrubs/fruit Dependent on species. 500-600mm apart. Min 3L pot grown unless bare root/root balled and its environmental and climatic conditions. The bushes Min 300 mm depth site topsoil. siting of buildings, underground services, street Planted in groups of 3-5 of same species. lighting and drainage should reflect the intended Herbaceous Dependent on species. 300 - 450mm apart. Planted in groups of at least 7 of same species. landscape framework. Other factors such as road perennials/ signs, parking and CCTV may need to be considered. ground cover Amenity Specify turf or seed mix g/m2. Min 200 mm site topsoil spread over graded and free Within hard surfaces, the use of structural soils or Grassland draining subsoil. underground cellular systems will be required to Meadow Specify meadow seed mix g/m2 by Use of graded and site subsoil free from compaction. provide a load-bearing paved surface. The objective Grassland type, including dry/wet meadow, is to prevent compaction of the soil beneath hard pictorial, woodland and percentage surfaces to accommodate tree roots, soil water, air of each species. and biota. Additional plug plants to be specified by species and nr/m2. Tree pits and trenches should be sized to reflect Bulbs Specify by species, grade and nr/m2. the nutritional and water requirements of a fully Green roofs/ Specify whether intensive or Ensure sufficient structural capacity and depth of grown tree. Drainage and irrigation should also be walls extensive in design. growing medium. installed to aid establishment, in particular where Specify proprietary matting/wall systems including impermeable surfaces may limit natural rainwater species mix and plug plants. percolation.

Page 102 Technical guidance • Planting density, total numbers and/or planting good visibility is essential shrubs should ultimately locations; grow no higher than 1 metre. • Tree pit details, including means of support and Shrubs, hedges and ground cover plants should Hedges and planting should not obscure doors or protection; be used to define spaces, provide shelter, privacy, windows, and trees should not provide climbing aids • Details of surfacing materials, including grass amenity and enhance biodiversity. into property or obscure lights or CCTV cameras. mixes and paving; Grassed areas are important for recreational spaces • Details of junctions between surfacing; Use of a well composted mulch after planting and and bulbs and native wildflower seed mixes should • Details of walls and fencing, including boundary watering can aid establishment, retain soil moisture be used to add seasonal interest and habitat value. treatments; and supress weed growth. Where space is limited climbing plants and green • Details of new play areas and equipment; roofs/walls should be introduced where practicable. • Site furniture including bin and cycle stores; and • Details of all functioning landscape elements of Proposals within the Edinburgh Airport Safeguarding Sustainable Urban Drainage. Zone should seek early liaison with the Airport on their planting concepts in order to reach agreement. Management and maintenance Applications for Planning Permission in Details of the intended arrangements and proposed Principle long-term maintenance and management operations for all landscape proposals should be submitted to These applications should be accompanied by a demonstrate that a high standard of landscaping landscape strategy setting out the proposed use can be achieved, appropriate to the location of the and treatment of external spaces, indicating the site. This includes proposals for the adoption or location of services and changes in level, including otherwise of landscape features within streets. preliminary drainage proposals (such as the layout and maintenance responsibilities for SUDS). The For many landscape proposals in the city, the airport strategy should include cross sections of typical operator is required to assess proposed planting roads and streets and green/blue corridors. Key and water features against the risk of attracting birds distances from natural features and a palette of which threaten the safety of air traffic. A Birdstrike planting material should also be included. Risk Management Plan may be required. Full planning applications Care should be taken to ensure that community safety is promoted through the specification and Full Applications require all planting and hard maintenance of trees and shrubs. Within pedestrian landscape proposals to be specified as follows: routes, streets and public open spaces, trees should • Full botanical name of all plant stock; maintain good visibility with a minimum clear stem • Minimum size of plant stock at planting as per the height of 2m. Shrub planting should also avoid National Plant Specification; impeding the opportunity for natural surveillance • Expected height and spread of trees. and must avoid the creation of hiding places. Where Holyrood North - high quality public realm and planted residential courtyards.

Page 103 3.7 Hard landscape

The materials should be suited to the character of The texture and form of trees improve urban Ensure hard landscape design helps reinforce surrounding buildings and townscape especially environments such as squares and contribute to the Edinburgh’s distinctive character. where the buildings are of special interest or quality of the public realm. Trees in hard landscape Co-ordinate materials used in new hardworks importance. There should generally be continuity need to be carefully specified and have adequate design with the materials used within the of paving materials along and on either side of the soil volume, water and air for healthy growth. Raised surrounding townscape. street. planters should generally be avoided since trees are more likely to suffer restricted growth. Use stone walls and railings where this is the Detailed design is of particular importance, ensuring commonly used edge detail. the size of paving is appropriate. Features such as boundary walls, railings, seating, cycle storage Keep the number of colours and materials in or stands etc, should all be carefully specified, the hard landscape in a new development to a coordinated and integrated into the design. minimum. There is a strong tradition of stone walls, railing on Detail the hard landscape to ensure it has a good low stone walls or coping and hedges in Edinburgh. visual appearance that lasts over time. These details should be used to reinforce Edinburgh’s unique characteristics. Tall boundary walls using rendering should be used sparingly and Local Development Plan policies detailed very carefully to shed water. • Des 8 - Public Realm and Landscape Design To mitigate the impact of climate change, a balance should be struck between paved and planted areas Streets in new development should be designed and between permeable and impermeable paving. in accordance with the Edinburgh Street Design Drainage needs to be robust and uncomplicated. guidance and Designing Streets. Narrow planters should be very cautiously used as In addition to streets and paths, new developments boundary elements as they generally fail over the often include other hard landscape spaces to which long term. Timber fencing should not be used in this section applies. the public realm unless bespoke and beautifully detailed. Proposed levels should be carefully Edinburgh’s hard landscape is defined by the designed to tie in with existing site levels, including simple, uncomplicated use of a small palette of on adjacent sites. materials. Fountainbridge - Port Hamilton Materials should be chosen to define spaces of A square has been formed between the new and old buildings. This simple space provides an attractive new route through the differing functions, public / private spaces and development. changes in level.

Page 104 Technical guidance

The concept and vision for hard landscape design should be presented in a Landscape/Public Realm framework for Planning Permission in Principle applications. Full planning applications and applications for approval of matters specified by conditions should fully specify all paving materials, in terms of type, finish, unit size, proposed pattern/ bond and method of laying and jointing. Attention should be paid to how changes in level are addressed, High St Shared surfaces outwith conservation areas detailing of drainage and the correct specification Old Town and other conservation areas Shared surfaces outwith conservation areas need to be kept very of sub-base and materials where spaces will be Traditional materials of Caithness flagstones for paving, granite simple. If block paving is used, there should be no more than subject to vehicular traffic. To avoid awkward cutting and whinstone kerbs and setts have been used extensively two tones and these should be grey. throughout the Old Town and will be sought here and in other and jointing of units around existing and proposed conservation areas around the city with the exception of the New features, appropriately sized or special paving units Town. should be used and carefully coordinated with the layout of street furniture.

Queen Street Western Corner New Town Areas with significant footfall Dundee Waterfront In the New Town, sandstone should be used as the paving In other areas with significant footfall, such as local centres Use of a continuous tree trench and underground cellular system material. The paving outside the Scottish National Portrait outwith conservation areas, rectangular precast concrete slabs to support surrounding paving surfaces as part of advanced Gallery provides a model that should be used elsewhere in the (coloured grey) should be used. green infrastructure at Dundee Waterfront. New Town.

Page 105 3.8 Water environment

Along with increased flood risk, development can In greenfield sites SUDS and flood attenuation Survey and analyse the existing and historic also increase pollution due to run-off over hard methods should be designed by early discussions water environment on development sites. surfaces. New development must address these with water engineers and landscape architects Design developments, including the floor level of issues through the use of Sustainable Urban within the design team. Above ground solutions buildings, to ensure that properties are not at risk Drainage Systems (SUDS) systems attenuate water, should be provided on constrained brownfield of surface water flooding. treat polluted water and should be designed to sites. Underground solutions might be considered maximise biodiversity benefits. They should also be acceptable, however, these leave a legacy of hidden Provide above ground surface water attenuation designed so they are an attractive addition to the structures that have the potential to fail and should on development sites to reduce flooding, due to landscape. A range of SUDS features are available only be used in exceptional circumstances. the development, on surrounding areas. to designers including porous paving, green roofs, swales, bioretention trenches, detention basins and Local Development Plan policies ponds. • Des 3 - Development Design • Des 6 - Sustainable Buildings • Des 7 - Layout Design • Env 21 - Flood Protection

Any development will alter the way that water moves across a site in times of rainfall or flooding. Flooding can happen because of pluvial (overland) flow, fluvial (river) flow or coastal flooding in certain conditions. Culverted rivers, streams or historical springs can also be present. Understanding the history of a site and the risks and opportunities that water movement provides should be appraised very early on in the design process, in order to ensure that concept layout plans presented are realistic.

SUDS retention basin, Firrhill Neuk, Oxgangs Permanent pond with wetland planting including Flag Irises adjacent to Oxgangs Neighbourhood Centre. The pond has become the focus for community life, is overlooked by surrounding streets and has its own Friends Group and wildlife information panel.

Page 106 Technical guidance

Sustainable Urban Drainage Systems Sustainable Urban Drainage Systems should also be • uses hard landscape areas in suitable locations; designed by engineers and landscape architects. SUDS are a legal requirement under the Water • achieves water quality improvements through a Environment (Controlled Activities) (Scotland) The designers should propose a system that: series of treatment and not end of pipe control Regulations 2011 when discharging surface water to using the Simple Index Approach; • is attractive and visually interesting; the water environment (except for a single dwelling • enhances biodiversity; house or discharge to coastal waters). • conveys water through the site above ground in swales, biorentention trenches and filter trenches • is overlooked by development as opposed to All SUDS schemes should be designed to comply as opposed to a piped system; located in a hidden space; and with CIRIA C753 The SUDs Manual and should gain agreement from Scottish Water. • integrates the attenuation areas into the • only requires to be fenced in exceptional landscape design attractively; circumstances, a carefully designed landscape SUDS schemes should be considered at the outset of should be able to reduce the risk to an acceptable the project to ensure multiple benefits are realised. • can be maintained by grass cutting machines with standard. This should be presented as a strategy with plans at a max grass slopes 1:6; Planning Permission in Principle which should align with the urban design and landscape framework. Adoption SUDS Requirement Why SUDS required Checking Authority Design Manuals If the SUDS system and the attenuation of flood Authority waters up to the 1:200 plus climate change is to Roads (eg infiltration, To reduce, treat and Roads Dept, Local Roads Dept, SUDS for Roads; be combined, then the 1:30-1:200 can be designed ponds). attenuate, delay Authority. Local Authority. Green Infrastructure - into the open space ( hard or soft) or parkland areas surface water on the Design & Placemaking; provided the designs of the landscape/ public roads reaching the Delivering Sustainable sewerage system. realm are attractive and suitable maintenance Flood Risk arrangements can be put in place. Treatment Ponds / To treat surface water Treatment Train—SEPA. Scottish Water. Management; Basins. prior to discharge capacity—Council Flood SUDS schemes should be designed to maximise SUDS manual; and into a watercourse, Prevention. the benefits we can secure from surface water culverted watercourse SEPA guidance. design—Scottish Water, or sewerage system. management which are: Council Planning. • Control the quantity of runoff; Surface Water To attenuate surface Council Flood Prevention. Scottish Water; Attenuation. water flows up to the Council Planning. or private • Manage the quality of runoff and prevent 200 year event. owner. pollution; Scottish Water. • Create and sustain better places for nature; and • Create beautiful places for people.

Page 107 Technical guidance

Surface Water Management Plans Required attenuation volumes and surface water • Changing to the internal layout so that the door flow paths should be considered at the feasibility is not directly in line with the flow around the A Surface Water Management Plan is a document stage as they can affect the location and layout of properties; required by the Council to assess the flood risk development. Surface water should be dealt with from surface water and ensure that runoff from • Raising the floor level and providing a ramp. by analysing the existing and proposed flow paths the development does not increase flood risk Floor levels to be raised to a minimum of 200mm. together with potential ponding and runoff depths. to properties elsewhere. The Surface Water Ground levels either side of the ramp must This should include runoff from outwith the site, Management Plan should identify a drainage fall away to enable water to flow around the from unpaved areas within the site, and from roofs strategy for events up to a 1:200 yr flood event (a property. In terraced situations a fall needs to be and paved area in the events which exceed the 0.5% Annual Exceedance Probability [AEP]), with maintained across each individual ramp, either capacity of the system. an allowance for climate change. It should include from the centre of a terrace to either side or from details of surface water flow paths, water quality New buildings in the development must not be at one end to the other. treatment and discharge points for the drainage risk of flooding as a result of these flow paths and system. For further information see Planning depths. For example, where flow paths show that application guidance on flooding. water will be directed to a level access, or towards an underground car park then possible preventative measures could include:

Sutcliffe Park, Greenwich, London Area designed to attenuate water in a 1 in 200 year event. The local community enjoy the use of this well-designed and Suitable planting including trees can be incorporated. attractive parkland landscape which attenuates water in the Space can be used for a range of functions such as kickabout SUDS feature for 1 in 30 year event of a serious flood. areas. Gently sloping embankments help make the space event. easier to access.

Page 108 Technical guidance

• Use other design concepts to divert the water On larger sites where banks are being used to around the properties; create the attenuation features, these should not be steeper than 1:6 to allow for grass cutting. Steeper • The use of soft landscaping as a form of soakaway slopes will require planting with suitable plants and the reliance on linear slot drainage channels that do not require cutting. It should be noted that will not be sufficient as a form of flood prevention arisings will not be picked up and may contribute or diversion; and to a gradual reduction in the amount of storage • Care must also be taken that where walls are built provided by a feature. between gardens on the ‘high’ side of a slope that The maximum discharge rate to the 200yr gaps are left to avoid trapping water. attenuation should not exceed 4.5l/s/ha The development should provide attenuation of impermeable area or the greenfield runoff fate, surface water flows up to the 1:200yr plus climate whichever is the lower. change event on site. Attenuation should be above ground. Underground attenuation is only acceptable in exceptional cases, for example in constrained brown field sites in urban areas. Flow to the attenuation areas should be SUDS—Upton, England through linear features designed into the landscape/ This SUDS feature is sensitively integrated into the development streetscape of the site .The scheme should be designed by a team that includes an engineer and landscape architect. Hard works details that form part of the public realm should be designed in liaison with landscape architects in the design team to provide a coordinated response that is appropriate to the context and is part of the overall design concept. In the public realm careful consideration is required regarding flows along the streets and the attenuation of the overland flows. In certain situations flows can be attenuated in hard landscaped areas provided locked up culvert SUDS—Malmo, Sweden they do not negatively impact flooding of proposed Where possible, culverts should be opened up. Sustainable drainage is fully integrated into the design and is a or existing properties. major component of this recent development. Image courtesy of Steve Tiesdell Legacy Collection

Page 109 Technical guidance Discharge Points for the drainage system

Watercourse or “other water body” Watercourse or “other water body” Scottish Water Infrastructure (i.e. sewage The River Environment privately owned not privately owned, directly system)

Flooding Approval from private owner that the Letter of Approval in Principal for discharge is allowed discharge from Scottish Water A Flood Risk Assessment (FRA) is required under planning policy and the Flood Risk Management (Scotland) Act 2009 to demonstrate that a proposed Drainage Treatment Train through SUDS Discharge to development is not at risk of flooding in a 1 in in line with the latest SUDS manual Surface Water network which and SUDS for Roads. Approval from indirectly discharges to 200yr flood event (a 0.5% Annual Exceedance SEPA that the treatment is sufficient a watercourse Probability [AEP]) from a watercourse – this includes watercourses that are open or culverted. Drainage Treatment Train through SUDS The Scottish Planning Policy (SPP) provides a risk in line with the latest SUDS manual and SUDS for roads framework to determine the appropriate planning response for three categories of flood risk. An Discharge to combined sewer allowance for climate change should also be included. The assessment should be supplied in a 200 year + climate change maximum discharge rate should not exceed 4.5 l/s/ha of impermeable area or the 2 year greenfield report format utilising standard industrial software. rate, whichever is lower. Full calculations must be supplied. Attenuation of surface water volume can be sized within the SUDS If available, technical advice can be obtained from pond or separately. It is recognised that small, restricted sites may require some relaxation in respect to allowable discharge. A the Flood Prevention Unit. minimum practical discharge control should be sized above 75mm diameter Land raising to protect the development from river flooding will not generally be acceptable within functional flood plains. Culverts In line with the SPP, culverted watercourses should be opened up (de-culverted), where appropriate, and a natural river environment incorporated into the development design outline. Culverts and particular screens on culvert inlets can cause flooding and are a maintenance liability for the owner and the Council. The flowchart adjacent shows requirements for discharge points for a range of scenarios. Inch Park Removal of a straightened and modified channel along the Braid Burn at Inch Park and re-meandering to create a natural watercourse with riffles, pools and vegetation as part of flood prevention works.

Page 110 Appendix A: Information required for submission with a planning application

The following information is provided as a guide The list is non exhaustive and additional information timescales, applicants should agree with Planning to the type of technical information that may be may be sought. In order to ensure planning the information to be submitted in advance of required for submission with a planning application. applications can be progressed within agreed making a planning application.

SITE & CONTEXT APPRAISALS Description What should it contain / do? Scale What it is required for? Historic/ Initial survey & appraisals of archeology and the N/A For developments where there may be sensitivities with regard to Archeological Surveys historic environment relevant to the site context. archaeology and the historic environment.

Landscape/Townscape & Visual See chapter 1.2 of this Guidance. N/A For developments which require detailed assessment of their Appraisals impact on the landscape/townscape/views. Flood Risk Assessment and/ Refer to flooding guidance set out on the Council’s N/A Applications for development on land with a flood risk. or Surface Water Management website. See Chapter 3.7 of this Guidance. Plan Habitat and protected species Surveys in accordance with the requirements of N/A Where it has been identified that development may affect protected surveys the Biodiversity section of this guidance, set out species or habitats. in Chapter 3.4. Tree protection information A survey in accordance with BS 5837:2012. 1:200 preferred. 1:500 For sites where there are trees with a stem of more than 75mm in may be appropriate diameter at 1.5m above ground level on or within 12m of the site. A tree constraints plan in accordance with BS on larger sites where 5837:2012. 1:200 would not fit onto A1 paper. Stage 1 quality audit A strategic assessment of a range of issues N/A For applications for planning permission in principle that involve relating to the design of streets that can include that involve the design of streets and routes particularly where the following issues: there are tensions between different objectives. • an audit of visual quality; • a review of how the street will be used by the community; • a road safety audit; • an inclusive access audit; • a walking audit; and • a cycle audit. Designing Streets (page 58) contains more information about Quality Audits. Stage 2 quality audit In accordance with the Transport for Scotland - N/A Applications for full planning permission and approvals of matters Transport Assessment & Implementation: A Guide. specified in condition that involve the design of streets and routes.

Page 111 SITE & CONTEXT APPRAISALS Description What should it contain / do? Scale What it is required for? Transport information For all developments the following information is N/A Transport information is required for all developments. required: • type and scale of development; • detailed accommodation schedule; • identification of existing transport information; • details of proposed access for pedestrians and cyclists; • details of proposed access to public transport facilities; • comprehensive parking information; and • mitigation measures (when low levels of parking proposed). For larger developments the following additional The following are indicative of when additional transport transport information will be required: information is required: • trip generation and modal split forecasts; Description Gross Floor Area Greater than: • analysis of traffic levels; Housing more than 50 dwellings • analysis of potential safety issues; Business 10,000m2 • how car use will be managed; Industry 10,000m2 • measures considered to influence travel Storage and distribution 10,000m2 behaviour; Other developments 5,000m2 • demand management measures; and • environmental impacts of transport. Noise Impact Assessment In accordance with requirements of Scottish N/A Pre application advice will help determine whether this assessment Government’s Techical Advice Note—Assessment is required. of Noise.

Page 112 INFORMATION REQUIRED Description What should it contain / do? Scale What it is required for? Location Plan This must identify the land to which the proposal relates and its situation in 1:1250 (1:2500 For all planning applications. relation to the locality - in particular in relation to neighbouring land (land acceptable in which has a common boundary or within 20 metres of the boundary of the countryside). land for which development is proposed). Existing and a) the direction of North; 1:100 (1:200 may For all full planning applications and where relevant proposed floor b) explain the proposal in detail; be acceptable for for approval of matters specified in condition (AMC) plans very large buildings applications. These may also be required for some planning c) show where existing buildings or walls are to be demolished; where 1:100 would permission in principle applications. Pre application d) show details of the existing building(s) as well as those for the proposed not fit on an A1 advice can be provided to determine this. development; and sheet) e) show new buildings in context with adjacent buildings (including property (A scale bar should numbers where applicable). be shown).

Existing and a) show the proposed works in relation to what is already there; proposed b) show all sides of the proposal; elevations c) indicate, where possible, the proposed building materials and the style, materials and finish of windows and doors; d) include blank elevations (if only to show that this is in fact the case); and e) where a proposed elevation adjoins another building or is in close proximity, the drawings should clearly show the relationship between the buildings, and detail the positions of the openings on each property. Existing and a) show a cross section(s) through the proposed building(s); 1:100 (1:200 may For all full planning applications and where relevant proposed site b) where a proposal involves a change in ground levels, show both existing be acceptable for for approval of matters specified in condition (AMC) sections and finished levels to include details of foundations and eaves and how very large buildings applications. These may also be required for some planning encroachment onto adjoining land is to be avoided; where 1:100 would permission in principle applications. Pre application not fit on an A1 advice can be provided to determine this. c) include full information to demonstrate how proposed buildings relate to sheet). existing site levels and neighbouring development; and (A scale bar should d) show existing site levels and finished floor levels (with levels related to be shown). a fixed datum point off site), and also show the proposals in relation to adjoining buildings (unless, in the case of development of an existing house, the levels are evident from floor plans and elevations). Roof plans To show the shape of the roof and specifying details such as the roofing material, vents and their location. Topographical Existing & proposed spot heights across the site and adjacent to the site. 1:500 or 1:200 (a For all planning applications (with exception of changes of survey (existing scale bar should be use) where levels need to be considered in detail. & proposed) shown).

Page 113 INFORMATION REQUIRED Description What should it contain / do? Scale What it is required for? Soft landscape Plan that show the details of all proposed planting complete with 1:200 preferred. For all applications where soft landscape is proposed. plan accompanying planting schedule. This should include levels against 1:500 may be For applications with limited soft landscape this can be Ordnance Survey datum. As well as the planted size, the eventual tree appropriate on combined with a hard landscape plan. canopy spread should be shown on drawings. larger sites where Hard landscape Plan that shows the proposed hard landscape materials including surface 1:200 would not fit For all applications where hard landscape is proposed. plan finishes, street furntiture, boundary treatments. This should include levels onto A1 paper. For applications with limited hard landscape this can be against Ordnance Survey datum. combined with a soft landscape plan. Tree protection Plan showing trees to be protected including tree protection measures - see For all applications where existing trees require protection. plan chapter 3.5 of this Guidance. Design See chapter 1.3 Assessments & Statements of this Guidance. Applications for planning permission for local development Statement within: a) a World Heritage Site; b) a conservation area; c) a historic garden or designed landscape; d) a National Scenic Area; e) the site of a scheduled monument; or f) the curtilage of a category A listed building will require a design statement unless the development comprises the alteration or extension of an existing building. Sustainability A completed City of Edinburgh Council ‘S1 Sustainability Statement Form’. To determine sustainability measures for non-householder Statement Form applications. Design See chapter 1.3 Assessments & Statements of this Guidance. Applications for planning permission for major and access developments. Not required for applications for planning statement permission in principle. Environmental • Noise Impact Assessment - in accordance with requirements of Scottish Government’s For all applications where noise, odour, air quality and protection ‘Technical Advice Note – Assessment of Noise’; ground contamination may be an issue. surveys • Odour Impact Assessment - in accordance with requirements with the IAQM’s ‘Guidance of the assessment of odour for planning’; • Air Quality Impact Assessment - in accordance with requirements of Scottish Government’s ‘Delivering Cleaner Air for Scotland - Development Planning and Development Management of Guidance from Environmental Protection Scotland and the Royal Town Planning Institute’; and • Ground contamination – in accordance with PAN 33 ‘ Development of Contaminated Land’. Environmental Many of the above noted appraisals will form part of an EIA if one is deemed to be required. A To assess the environmental impacts of all developments Impact Screening Opinion should be sought from the Planning Authority to determine what appraisals will as defined under Schedule 1 and developments under Assessment be required as part of the EIA. Refer to Scottish Government’s guidance on EIAs. Schedule 2 where they are likely to have a significant effect (EIA) on the environment.

Page 114

Transport and Environment Committee

10.00am, Thursday, 7 December 2017

Age Limitation of Taxis and Private Hire Cars (Air

Quality) Consultation Update - referral from the Regulatory Committee

Item number 8.3 Report number Executive/routine Wards Council Commitments

Executive Summary

On 24 October 2017 the Regulatory Committee considered a report by the Executive Director of Place on the consultation responses received on the feasibility of introducing a maximum age limit for taxis and private hire cars licensed by the City of Edinburgh Council.

Terms of Referral

Age Limitation of Taxis and Private Hire Cars (Air Quality) Consultation Update Terms of Referral

1.1 On 24 October 2017 the Regulatory Committee considered the attached report by the Executive Director of Place on the consultation responses received on the feasibility of introducing a maximum age limit for taxis and private hire cars licensed by the City of Edinburgh Council

1.2 The Council currently licenses 1316 taxis and 1776 PHCs. The number of taxi licences is limited to 1316 in accordance with Council policy in respect of unmet demand for taxi services. There is no restriction on the number of PHC licences. The Scottish Government has not yet issued guidelines concerning the overprovision of PHC vehicles, and the Council would therefore be required to consult before adopting an overprovision policy.

1.3 At a meeting on 24 June 2016, the Regulatory Committee approved a motion by Councillor Burgess calling for a report on the feasibility of introducing a maximum age limit for taxis and PHCs in the city. 1.4 A feasibility report was presented to the Regulatory Committee on 21 November 2016 who agreed in principle that conditions of licences will be altered to improve the air quality in the city by reducing the emissions from taxis and PHCs and to consult on options to achieve this by either, (i) introducing an age limitation in respect of taxis and PHCs or, (ii) increasing incrementally the minimum emissions standards for the engines in these vehicles, which would improve emissions standards and instructed the Executive Director of Place to consult with the relevant officers, the public and the taxi trade and to report back to the Committee in six months’ time. 1.6 There were a total of 718 responses submitted to the Council’s Online Consultation Hub survey. A number of respondents did not answer all of the questions contained in the survey. Additionally, a further nine written responses were received.

1.7 The Committee also heard a deputation from Central Radio Taxis who advised that the economic situation in the taxi trade had altered with the launch of UBER, which had led to a major expansion of the private hire fleet. The taxi trade while supporting the principle of the proposal felt that an age limitation policy would place a major financial burden on taxi owners. A new taxi cost in excess of fifty thousand pounds as opposed to a private hire car which was the price of a saloon car. The trade requested that further consultation be carried out with the trade on implementation dates for the introduction of the policy.

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The Regulatory Committee agreed: 1. To note the contents of the report;

2. That the conditions of taxi and private hire car licences be amended to include specific conditions to require licensed hire cars to progressively meet Euro 6 Emission Standard or any subsequent Euro Emission Standard (or U.K.equivalent);

3. That the introduction of the emission standard should be incremental with the proposed timeline set out below to be finalised following on from consultation with the trade; 4. To implement a Euro 5 emissions standard as the minimum standard for both taxi and PHC applications and renewals with an indicative implementation date of 1 December 2018; 5. To introduce a Euro 6 emissions standard as the minimum standard for taxis and PHC applications and renewals with an indicative implementation date of 1 December 2020; 6 From1 December 2019 to restrict the vehicle age of all new taxi and PHC licence applications or change of vehicle applications, to less than five years from the date of first registration. 7 To instruct the Executive Director of Place to establish a working group, to consult with relevant Council Officers and representative trade bodies on the proposed timelines for the introduction of the Euro 5 and Euro 6 emissions standards, and to report back to the Regulatory Committee in three months’ time, and; 8 To note that the Executive Director of Place would provide further information on EURO emissions standards in the report to be submitted to the committee in three months 9 To refer the report to the Transport and Environment Committee for information. For Decision/Action

2.1 The Transport and Environment Committee is asked to note the proposals

Background reading/external references

Regulatory Committee, 24 October 2017

Laurence Rockey Head of Strategy and Insight Contact: Rachel Gentleman, Committee Services E-mail: [email protected] | Tel: 0131 529 4107

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Appendices

Appendix 1 - Age Limitation of Taxis and Private Hire Cars (Air Quality) Consultation Update – report by the Executive Director of Place

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Regulatory Committee

9.30am, Tuesday, 24 October 2017

Age Limitation of Taxis and Private Hire Cars (Air Quality) Consultation Update

Item number Report number Executive/routine Executive Wards

Executive Summary

A motion calling for a report on the feasibility of introducing a maximum age limit for taxis and private hire cars licensed by the City of Edinburgh Council was approved at the meeting of the Regulatory Committee on 25 June 2016.

A feasibility report was presented to the Committee on 21 November 2016. The Committee noted the contents of the report. The Committee further agreed in principle that the conditions of licences will be altered to improve the air quality in the city by reducing emissions from taxis and private hire cars, and instructed the Executive Director of Place to consult with relevant officers, the public, and the trade on options to achieve this, and to report back to the Committee in six months’ time.

This report updates the Committee on the outcome of that consultation.

Report

Age Limitation of Taxis and Private Hire Cars (Air Quality) Consultation Update

1. Recommendations

It is recommended that the Committee: 1.1 notes the contents of this report; 1.2 agrees that the conditions of taxi and private hire car licences will be amended to include specific conditions to require licensed hire cars to progressively meet Euro 6 Emission Standard or any subsequent Euro Emission Standard (or U.K. equivalent); 1.3 agrees that the introduction of the emission standard should be incremental; 1.3.1 to implement a Euro 5 emissions standard as the minimum standard for both taxi and PHC applications and renewals with effect from 1 December 2018; 1.3.2 thereafter, to introduce a Euro 6 emissions standard as the minimum standard for taxis and PHC applications and renewals with effect from 1 December 2020; and 1.3.3 from 1 December 2019 to restrict the vehicle age of all new taxi and PHC licence applications or change of vehicle applications, to less than five years from date of first registration. 1.4 instructs the Executive Director of Place to establish a working group, consult with relevant Council Officers and representative trade bodies on a proposed timeline, and to report back to the Committee in three months’ time, and; 1.5 refers this Report to the Transport and Environment Committee for information.

2. Background

Licensing 2.1 The licensing of taxis and private hire cars (PHCs) is an optional activity in terms of the Civic Government (Scotland) Act 1982 (‘the Act’). The City of Edinburgh Council passed a resolution in terms of Section 9 of the Act, to the effect that Sections 10 to 23 of the Act shall have effect throughout the city and that licences shall be required for taxis and PHCs as from 1 July 1984 (‘The City of Edinburgh Taxi and Private Hire Car Driving Resolution 1983’).

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2.2 At the meeting on 24 June 2016, the Regulatory Committee (‘the Committee’) approved a motion by Councillor Burgess as follows: 2.2.1 Edinburgh has a large fleet of taxis and PHCs; 2.2.2 these vehicles contribute to air pollution, air quality is poor in some areas of the city and that the age of a vehicle may be a contributory factor to the pollution it emits; 2.2.3 other local authorities require taxis and PHCs to be below a certain age, but there is currently no limit to the age of taxis and PHCs in Edinburgh; and 2.2.4 calling for a report on the feasibility of introducing a maximum age limit for taxis and PHCs in the city. 2.3 A feasibility report was presented to the Committee on 21 November 2016. The Committee: 2.3.1 Agreed in principle that conditions of licences will be altered to improve the air quality in the city by reducing the emissions from taxis and PHCs and to consult on options to achieve this by either (i) introducing an age limitation in respect of taxis and PHCs, or; (ii) increasing incrementally the minimum emissions standards for the engines in these vehicles, which would improve emissions standards; and 2.3.2 instructed the Executive Director of Place to consult with the relevant officers, the public and the taxi trade and to report back to the Committee in six months’ time. 2.4 An online consultation was published on the Council’s website and responses were invited. The consultation ran from 21 April 2017 until 2 June 2017. For consultation responses see Appendices 3, 4 and 5. 2.5 In terms of the Act, when granting or renewing a licence, in addition to any mandatory or standard conditions to which the licence is subject, the licensing authority may (a) disapply or vary any standard conditions so far as is applicable to the licence; and (b) impose conditions. These conditions shall be such reasonable conditions as the licensing authority thinks fit. 2.6 The Council currently licenses 1316 taxis and 1776 PHCs. The number of taxi licences is limited to 1316 in accordance with Council policy in respect of unmet demand for taxi services. There is no restriction on the number of PHC licences. The Scottish Government has not yet issued guidelines concerning the overprovision of PHC vehicles, and the Council would therefore be required to consult before adopting an overprovision policy. 2.7 Council policy states that taxis are required to comply with the ‘General Construction Licensing Conditions Schedule A – Conditions of Fitness of Taxis’ and PHCs are required to comply with the ‘General Construction Licensing Conditions Schedule B – Conditions of Fitness of Private Hire Cars’ (Appendices 1 and 2).

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These conditions do not currently limit the age or prescribe the Euro Emission Standard of taxis or PHCs. Hire Car Fleet – Euro Standards 2.7 The Euro Standard of the current hire car fleet is shown below. The figures in brackets show the Euro Standard of the hire car fleet when this matter was first reported to the Committee on 21 November 2016.

Standard Applicable from No. licensed No. licensed taxis PHCs

Euro 6 Sept 2015 324 246 (619 combined (582 combined E5/6) E5/6)

Euro 5 January 2012 325 (see above) 619 (see above)

Euro 4 January 2006 308 (385) 806 (748)

Euro 3 January 2001 208 (180) 105 (51)

Euro 2 January 1997 151 (138) 0 (0)

2.8 A breakdown of Euro 5 and Euro 6 compliant vehicles was not carried out in November 2016 therefore a combined figure is shown for comparison for both taxis and PHCs respectively. 2.9 The number of taxis complying with Euro Standard 5/6 has increased by 30 vehicles over the year. The number of taxis at Euro Standard 4 has decreased by 77 vehicles while the number of taxis at Euro Standard 3 and 2, the most polluting vehicles, has increased by 41 vehicles from 318 licensed taxis to 359 licensed taxis. The total number of licensed taxis has remained constant. 2.10 The number of licensed PHCs has increased from 1,381 licensed vehicles in November 2016 to 1,776 licensed vehicles. The number of PHCs complying with Euro Standard 5/6 has increased by 283 vehicles over the year. The number of PHCs at Euro Standard 4 has increased by 58 vehicles while the number of PHCs at Euro Standard 3 has increased by 54. There are no licensed PHCs at Euro Standard 2.

Air Quality Standards 2.11 Each local authority in the UK is obliged to carry out continuous assessment of air quality in its area by measuring air pollution, in an attempt to predict how it will change in coming years. This is to ensure that the UK air quality objectives (AQO) will be achieved by the relevant deadlines. If the assessment process identifies

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areas which fail to meet the objectives, an Air Quality Management Area (AQMA) must be declared. 2.9 AQMAs have been declared at five areas in Edinburgh: • City centre • St John’s Road (Corstorphine) • Great Junction Street (Leith) • Glasgow Road (A8) at Ratho Station • Inverleith Row/Ferry Road. 2.10 The Council’s Sustainable Energy Action Plan (SEAP) aims to reduce carbon emissions across the city by 42% by 2020. Transport emissions in the city accounted for 21% of all emissions in 2012. The Sustainable Transport programme within the SEAP aims to support the work of the Council’s Local Transport Strategy 2014–19, by developing initiatives specifically aimed at reducing carbon emissions from transport. The SEAP aims to substantially increase the number of low- emission vehicles in the city. 2.11 The Council has recently proposed that it will take a lead role and work with the Scottish Government towards progressing the creation of Scotland’s first Low Emission Zone (LEZ) in Edinburgh. The Scottish Government’s current Programme for Government states that “…with the help of local authorities, we will identify and put in place the first LEZ by 2018…”. The written representation from the Council’s Planning and Transport Spatial Policy Team gives further information (Appendix 5). 2.12 The Council is currently developing the City of Edinburgh Council Electric Vehicle (EV) Framework to highlight its role in developing the electric vehicle agenda in the city and to ensure there is a coordinated approach within the Council. A key aim of the EV Framework is to build upon the significant progress that has been made in Edinburgh in terms of plug-in vehicle adoption and installation of EV charging infrastructure. 2.13 Council strategies and policies, in place or under development, will affect and inform the nature and content of any policy aiming to limit the tailpipe emissions of taxis and private hire cars.

3. Main report

3.1 A number of other licensing authorities currently restrict the maximum age of a vehicle for which a taxi or PHC licence can be granted (Appendix 7). The previous Feasibility Report to the Committee dated 21 November 2016 provides a comprehensive summary of other Scottish licensing authorities’ policies and practice.

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Consultation 3.2 There were a total of 718 responses submitted to the Council’s Online Consultation Hub survey (Appendix 3). A number of respondents did not answer all of the questions contained in the survey. Additionally, a further nine written responses were received (Appendix 5). The volume of replies took a significant period to analyse. 3.3 The online responders were sub-divided into distinct groups as shown below:

Group No. responses

Edinburgh Taxi Drivers 151

Edinburgh PHC Drivers 254

Edinburgh Taxi Owners 162

Edinburgh PHC Owners 197

Taxi Driver/Owners from other licensing authorities 4

PHC Drivers/Owners from other licensing authorities 11

Taxi/PHC Associations 7

Training Providers 3

Other businesses 14

Members of the public 134

Other/not answered 14

3.4 Some respondents have described themselves as belonging to more than one category e.g. as both a taxi driver and as a taxi owner. Full results of the consultation are contained in Appendices 3, 4 and 5. 3.5 Written representations (Appendix 5) were received from • The City of Edinburgh Council – Spatial Policy Team Transport & Planning; • The Energy Savings Trust; • The London Taxi Company Ltd; • Transport for Edinburgh; • Uber;

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• Scotrail; • City Cabs (Edinburgh) Ltd; • Central Taxis (Tollcross) Ltd; • United Private Hire Drivers (Edinburgh).

3.6 The consultation made several suggestions, and respondents were asked to indicate their feelings about each. Where a question was not answered this was also recorded. Questions 1, 2 and 3 recorded the name, email address and organisation of the respondent. 3.7 Question 4: Do you agree that the City of Edinburgh Council should consider adopting a maximum/minimum age of licensed vehicle policy? • 413 respondents (58%) disagreed. 3.8 Question 5: Do you agree that the City of Edinburgh Council should consider setting minimum emissions standards for vehicles to improve air quality? • 444 respondents (62%) agreed. 3.9 Question 6: To address concerns about air pollution, should we adopt a maximum age of vehicles, adopt the Euro Emissions Standards, or both? • In relation to taxis: 358 respondents (49.86%) elected to adopt the Euro Emissions Standards and a further 195 respondents (27.16%) elected to adopt both a maximum age of vehicle and a Euro Emission Standards. • In relation to PHCs: 325 respondents (45.26%) elected for the Euro Emissions Standards and a further 243 respondents (33.84%) elected to adopt both a maximum age of vehicle and a Euro Emission Standards. 3.10 Question 7: Do you agree that we should have the same maximum age policy for both taxis and PHCs? • A slight majority of respondents (390: 54.32%) agreed that there should be the same maximum age policy for both taxis and PHCs. 3.11 Question 8: If the maximum age of the vehicle is adopted as a limiting factor – at what age should that be set for existing licensed vehicles? • Respondents were given options of 3, 5, 7 or 10 years or to suggest another age limit and were given the opportunity to identify at what age that limit should be set. • No clear view emerged in relation to this question. 3.12 Question 9: If Euro Emissions Standards are adopted as a limiting factor – what should be the minimum standard? • Respondents were given options of Euro 4, Euro 5 or Euro 6 – Euro 6 being the most up-to-date Euro Emissions Standard.

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• Most support emerged for Euro 5 in the cases of both Taxis and PHCs • Taxis – 282 (39%) favoured Euro 5 • PHCs – 269 (37%) favoured Euro 5 3.13 Question 10: Do you agree that all vehicles at time of application for a new vehicle licence, including applications for replacement vehicles, must be less than three years old at the time of application? • In relation to taxis 479 respondents (66.71%) disagreed • In relation to PHCs 396 respondents (55.15%) disagreed. 3.14 Question 11: Do you agree that the City of Edinburgh Council should allow existing licensed taxis or licensed PHCs to continue to be licensed regardless of age, if the vehicle complies with the conditions of fitness? • 526 respondents (73%) agreed. 3.15 Question 12: Do you agree that any changes to the policy should remove the oldest vehicles that emit the highest levels of pollution first? • 499 respondents (69%) agreed. 3.16 Question 13: Do you agree that new vehicle licences should only permit an electric vehicle from an approved list (where available)? • 487 respondents (68%) disagreed. 3.17 Question 14: Do you agree that older vehicles (5+ yrs) should have to have more than one inspection per year to allow for an increased frequency of emissions and roadworthiness testing? • In respect of taxis 487 respondents (68%) disagreed. • In respect of PHCs 416 respondents (58%) disagreed. 3.18 Question 15: Do you agree that diesel engine PHCs should be phased out and no replacement diesel engine PHCs should be allowed? • 416 respondents (58%) disagreed.

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3.19 Question 16: If you are a vehicle owner, would any of the proposed changes to licensing policy require you to replace your vehicle(s)? If you are not a vehicle owner please select ‘Not a vehicle owner’.

Q 16

Yes No

Maybe Don't Know

Not relevant/not owner Not answered

• Yes 300 • No 157 • Not a vehicle owner 239 • Not answered 22

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3.20 Question 17: The cost of buying a new taxi or private hire vehicle is likely to be substantial. If you are a licensed vehicle owner or driver, would you consider renting or hiring a vehicle as an alternative to buying one?

Q17

Yes No Maybe Don't Know Not relevant/not owner Not answered

• Yes 78 • No 300 • Maybe 109 • Don’t know 52 • Not relevant/not owner 170 • Not answered 9

3.21 Question 18: If you answered no to the last question, what was your reason for saying no? • There were 292 responses to this question. These are included in Appendix 4. 3.22 Question 19: Do you agree that Edinburgh should aim for all its licensed taxi and private hire vehicles to be zero-emission vehicles by 2030? • A total of 360 respondents (50.14%) agreed.

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3.23 Question 20: Is there anything that you think the City of Edinburgh Council or the Scottish Government can do to help vehicle owners to drive cleaner, less polluting vehicles or to reduce levels of air pollution in the city? • There were 478 responses to this part of the question. These are included in Appendix 4. 3.24 Question 21: Please use the space below for any additional information, comments or suggestions about the proposed age limitation for taxis and private hire cars that you have not said so far. • There were 230 responses to this part of the question. These are included in Appendix 4. 3.25 Written comments, linked to the online questions 8, 18, 20 and 21 included in Appendix 4 include the concerns and perceived concerns of the respondents, particularly those within the trade. 3.26 Within the written comments, the main areas of concern associated with the introduction of the policy include: • Subsidies and/or financial support to change vehicle. • PHCs access to Greenways. • Restrictions on the number of PHC licences. • Council policies/practices allegedly contributing to congestion/pollution – e.g. 20 mph speed limit, traffic calming measures, etc. • Concerns regarding the relative cost, including depreciation, of a purpose built wheelchair accessible taxi versus a PHC. • The available charging infrastructure within the city. • The use of alternative and public transport. • The Council E.V. fleet. 3.27 A number of the issues outlined above do not fall within the remit of Licensing but are within the remit of the Council. Some reflect trade concerns regarding cost implications, without appreciating the air quality improvement objective. Subsidies and/or financial support to change vehicle 3.28 Reference to the need for subsidies or financial support featured in 191 responses. The Scottish Government provides funding in the form of interest free loans of up to £100,000 to replace taxis which are more than eight years old with new, efficient Euro 6 models and to replace diesel taxis, regardless of age, with ULEV taxis. Additionally, grant funding of up to 100% is available to support the introduction of charging infrastructure for electric and plug-in hybrid vehicles. See attached correspondence from the Energy Saving Trust (Appendix 5). Proposal to allow PHCs access to Greenways 3.29 While this is not a matter for this Committee (it falls within the remit of Transport Planning), it was mentioned in 149 comments. It is recommended that this matter is

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referred to officers within Transport Planning for consideration at the conclusion of this process. Requests to restrict the number of PHC licences 3.30 The suggestion that the Council should restrict the number of PHC licences it grants in order to limit the number of licensed vehicles was made in 81 comments. This matter is included elsewhere on the committee work plan. Authority to limit the number of PHC licences was introduced by a recent amendment to the legislation however, licensing authorities are awaiting policy guidance to be issued by the Scottish Government. Concerns regarding other Council policies/practices contributing to congestion /pollution 3.31 67 comments regarding other Council policies and/or practices were made. These included attributing increased pollution due to the introduction of the 20 mph restriction on some roads, the phasing of some traffic signals, road works, speed control bumps and restricted traffic flows. Concerns regarding the relative cost, including depreciation, of a purpose built wheelchair accessible taxi versus a PHC 3.32 51 comments were made regarding the comparative cost of a wheelchair accessible taxi and a saloon car suitable for use as a PHC; the relative depreciation of such vehicles and the second hand resale opportunities for taxis. Concerns regarding the available E.V. charging infrastructure within the city 3.33 29 comments were made regarding the need for or the lack of a comprehensive E.V. charging infrastructure within the city suitable for use by the hire car trade which was seen as an obstacle to the introduction of E.V’s as hire cars. Comment regarding the Council E.V. fleet 3.34 Although mentioned in only 16 comments, these referred to the Council proposing to restrict the age and emissions of hire cars while allegedly failing to address emissions by its own fleet and partnership companies (e.g. Transport for Edinburgh buses). Conclusions 3.35 While there is limited support for an age limitation of vehicles, there is support for the introduction of a minimum emission standard for hire cars to improve air quality in the city. 3.36 Together with the matters highlighted in paragraphs 3.26 – 3.32 above, Council Officers are aware of the following issues which have been highlighted by the hire car trade: the availability of a serviceable and sustainable electric vehicle charging infrastructure across the city; the impact of the expansion of the licensed PHC fleet leading to more vehicles/drivers seeking hires and; the cost implications of renewing older vehicles to meet any emissions standards set by a new policy, and

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the period of time over which any policy would take effect, for consideration in the implementation of any policy. 3.37 Responses to these matters and additional information from appropriate Council teams concerning the issues relating to Electric Vehicle Chargers, traffic management including the 20 mph limit, and the Council’s electric vehicle fleet; are included in Appendix 6. 3.38 The Council is currently developing its Electric Vehicle Framework which will involve collaborative support internally from Transport, Planning, Economic Development, Fleet Services, Parking Services and the Licensing Service. This will help enable a more strategic and co-ordinated network of Rapid and Fast Charging infrastructure across Edinburgh; also, a comprehensive review of demand for taxi services has been undertaken; the matter of overprovision of PHC services will be considered once the Scottish Government has issued its guidance, and subsidies, interest free loans and grant funding are available from the Scottish Government to individuals purchasing electric vehicles or installing charging infrastructure. 3.39 The Committee is asked to note the concerns expressed by the trade regarding • the cost of replacement vehicles; • the potential financial impact on fares, and; • to factor in any effect on taxi and PHC numbers. 3.40 It is recommended that the Committee agrees the following: 3.40.1 to implement a Euro 5 emissions standard as the minimum standard for both taxi and PHC licence applications and renewals with effect from 1 December 2018; 3.40.2 thereafter, to introduce a Euro 6 emissions standard as the minimum standard for taxis and PHC applications and renewals with effect from 1 December 2020; 3.40.3 from 1 December 2019 to restrict the vehicle age of all new taxi and PHC licence applications or change of vehicle applications, to less than three years from date of first registration, and; 3.40.4 to instruct officers to engage with relevant bodies on the proposed timeline. 3.41 The adoption and implementation of a policy to achieve improvements in the tailpipe emissions of licensed hire cars will require liaison and consultation within the Council between the Licensing Department and relevant departments with responsibility for policy in respect of air quality, traffic management, transport planning and environmental health and, externally between the Council and the wider hire car trade including licence holders, manufacturers and suppliers and it is recommended that a working group is established to implement the recommendations of this report.

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4. Measures of success

4.1 That the standard of the licensed hire fleet is maintained at a level that is to be expected in the capital city, delivering improvements that: • Improve air quality; • reduce carbon emissions; • contribute to meeting UK air quality objectives (AQO) and; • provide safe and efficient transport options for residents and visitors.

5. Financial impact

5.1 None arising from this report. The Council’s scale of fees for licensing applications was approved with effect from 1 April 2017. Any costs implementing policy changes will be contained within the current ring-fenced income generated from licence application fees.

6. Risk, policy, compliance and governance impact

6.1 The development of policy in respect of the licensing of taxis and private hire cars is part of the wider policy-making role for the Council. It is essential that all strategic aims of the Council are considered and that where appropriate the taxi and private hire car licensing policy is consistent with these aims. 6.2 There is risk that any decision to amend or change existing licence conditions could be subject to legal challenge and may be appealed to the Sheriff. 6.3 Air Quality Management Areas have been declared at 5 areas across the city where air quality assessment has identified that UK air quality objectives (AQO) are not being met.

7. Equalities impact

7.1 The contents and recommendations neither contribute to, nor detract from, the delivery of the three Public Sector Equality Duties. 7.2 The contents and recommendations described in this report do not deliver any outcomes relating to the ten areas of rights, nor do they enhance or infringe them.

8. Sustainability impact

8.1 This will reduce the carbon footprint of the taxi and private hire car trade within the city and contribute to the Council’s Sustainable Energy Action Plan to reduce carbon emissions across the city by 42% by 2020.

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9. Consultation and engagement

9.1 Representatives from the taxi and private hire car trade were consulted at a meeting of the Hire Car Consultation Group on 4 October 2016 and February 2017. 9.2 An online consultation was published on the Council’s Consultation Hub between 21 April 2017 and 2 June 2017 during which time 718 online responses were received. 9.3 Trade representatives were invited to make such written representations as they saw fit and, where made, these have been included in this report.

10. Background reading/external references

10.1 None

Andrew Mitchell Regulatory Services Manager Andrew Mitchell, Regulatory Services Manager E-mail: [email protected] | Tel: 0131 469 5822 Terry Higgins, Licensing Regulatory Officer E-mail: [email protected] I Tel: 0131 529 4250

11. Appendices

11.1 Appendix 1 – Licence Conditions Schedule A: Fitness of Taxis 11.2 Appendix 2 – Licence Conditions Schedule B: Fitness of PHCs 11.3 Appendix 3 – Online Consultation Results 11.4 Appendix 4 – Respondent’s Online Comments 11.5 Appendix 5 – Written Consultation Responses 11.6 Appendix 6 - Additional Information – E.V. Chargers, Traffic Control & Council E.V. Fleet 11.7 Appendix 7 – Other Local Authority Taxi/PHC Age Limitations

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Appendix 3 – Online Consultation Results

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Appendix 4 – Respondent’s Online Comments

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Q.20 Is there anything that you think the City of Edinburgh Council or the Scottish Government can do to help vehicle owners to drive cleaner, less polluting

vehicles or to reduce levels of air pollution in the city? Q.21 Please use the space below for any additional information, comments or suggestions about the proposed age limitation for licensed taxis and private hire cars that you have not said so far. 1 Invest in renewable energy. Provide incentives for purchase of 'green' vehicles. 2 Reduce the number of PHC's and limit areas of the city centre to buses, taxis and emergency vehicles only. 3 Cap private hire cars as they are causing more pollution and heavy traffic problems as there are too many on the road also put the price back to what it was for phc plates 4 Keep a test centre and if reported to it ur vehicle must get spot check 5 Taxi/private hire numbers are rising.

Vehicle purchase and running costs are rising.

Driver earnings are falling due to oversaturation in the private hire sector.

Massive Government subsidies will be required to meet any targets imposed, as the cost of new taxis are now approaching the 'unaffordable' level.

So much work has been lost to private hire that the taxi trade is now struggling to re- invest in itself as a tragic result. 6 Reducing pollution - the largest single polluter, by the CEC's "Local Transport Strategy", page 24 diagram. Is buses. So stop the queuing of buses to even get to the Bus Stops particularly at Waverley Steps and along Princes Street by having all smart payment preferably by chip enabled contactless bank cards - London's Oyster Card is on the way out. Swipe on entry and exit - maximum fare on next use if not swiped out double beep for concessions to reduce cheating, 2 doors, one in and one out. This reduces dwell time at stops. It also give Lothian Buses data to optimise services and fare structure. I suggest a high fare for 2 stops along Princes Street. Congestion charging, More off street car parking near the city centre, Queen Street Gardens, the Meadows - underground of course. This is done in many continental cities to good effect - eg the central plaza in Maastricht AND then more pedestrianisation and car no go streets. There could be small electric driven buses between these car parks and the shops.

Continuous not discontinuous cycle ways 7 Subsidies would be nice but won't happen. There are all ready too many taxis on the road and no one in their right mind is going to invest up to £50000 on a new vehicle if the return isn't there. Not going to happen.

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8 Just recently the council have allowed more than 1000 phc on our roads by dropping the price by 60% and they want to put an age limit on taxi/phc maybe they should look at limiting phc at this time and think about what strategies they can put in for electric (tx5) stations around Edinburgh before this consultation goes ahead or set out about electric stations on a draft. I would like to know this personally as im waiting on an electric cab to come out first before I purchase another vehicle (diesel) it would give great in sight and I might have answered this consultation better if I had know about the electric station in advance 9 Before do anything, the taxi proprietors need more money as earnings drop year on in, with ever increasing phc numbers stealing all the work. Cut phc numbers and we automatically end up with a newer fleet of taxis 10 More electrical supercharger fitted around the city and in taxi waiting areas 11 There's a lot of belching diesel vehicles mostly black cabs with circa 600,000 miles on the clock . Most phc cars are fitted with catalytic converters and DPF their emissions are much lower than older taxis .

London have adopted a 15 year rule which I think is acceptable for both vehicle types

The new tx5 is all electric and will be priced to reflect zero diesel costs this vehicle requires charged sporadically throughout the day if there's a policy in place requiring such vehicles to be mandatory is the council willing to provide electric charge points at taxi ranks to accommodate the 1300+ taxis and 1700+ phc cars ? 12 Re-widen roads which have been narrowed, remove speed humps, regularly check and realign traffic light changes to better manage traffic flow esp junctions where traffic waits too long due to trams approaching i.e. Waverley bridge.

13 Perhaps if the Edinburgh council didn't introduce another 400 PHC plates and pretty much destroy the Edinburgh taxi trade people would of had more money in there pocket and be more open to replacing there vehicles, as it turns out the taxi trade is now ruined with owners and drivers making less money which in turn would make it nearly impossible for people to afford new vehicles 14 Poulton charge to enter city centre 15 Increase in fares to allow owners to finance any vehicle change as was the case when all taxis made wheelchair accessible.

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16 Financial incentives tend to be aimed at the owners of very old vehicles. I can see the logic to some extent but it means that owners who keep relatively new vehicles and update them regularly are effectively penalised financially for doing so. Not only is their finance more expensive (people trading in 8 year old vehicles can access 0% finance but people trading in 3 year old vehicles cannot) but CEC charges more to test a new vehicle than an old one.

Regulating the number of PHC cars is the best way to assist vehicle owners. With PHC numbers almost doubling in one year, everyone's income has taken a substantial hit and financing new vehicles is becoming out-of-reach financially. As older vehicle become unsaleable, residual values (which have been very poor for some years anyway due to the high mileage we do in Edinburgh) will become zero. This is because other major cities are introducing age and emission restrictions so we soon wont be able to sell our taxis anywhere else when they reach the age limit here. Imagine writing off a £50,000 vehicle over 5 years.

If the number of vehicle is maintained at a sensible level, financing newer, low- emission vehicles and writing them off over shorter period becomes more viable. With an infinite number of PHCs and every decreasing incomes available to owners in the trade, there is no prospect of maintaining a fleet of 3-5 year old vehicles. The financial infrastructure of the trade can't sustain that and will reach a point of collapse. 17 You are trying to reduce emissions in the city then why have we almost doubled the amount of PHC in the last year seems to contradict your own policy and still to this day you allow a free for all in PHC vehicles but you can't get a Taxi licence because we have over provision of taxis pretty strange 18 Reduce VAT on new vehicles and provide interest free loans. 19 Financial incentives would encourage owners to buy or lease new vehicles.

To reduce congestion and air pollution restricting the number of PHC cars on the road would help as is the situation with black cabs.

Also, introducing a basic English language test and a basic knowledge test would help PHC drivers find their way around the city and therefore reduce congestion and pollution.

20 Help with research into development of zero or low emissions vehicles that are capable of doing the job of a taxi.

Duel fuel would be best. 21 I think the council should stop the issuing of PHV plates. The additional vehicles on the road are not helping key pollution areas, St Johns road for example. I think the Scottish Government or the Council should supply low emission vehicles for taxi drivers to rent as the cost of running a taxi at the moment is very expensive. I would not even consider the purchase of a new Taxi because the amount of Uber cars the council have put on the road. 22 Offer financial support to transition to new vehicles

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23 Reduce the instances of traffic hold ups to keep a flow of vehicles. The air pollution spots are the places where vehicles are forced to stop or move very slowly for periods. Concentrate on the renewal of older buses, which pollute far more than vehicles. 24 Allow older Cabs to be converted to LPG, Birmingham city council has done so successfully. 25 Costs for running a taxi business are increasing and the main costs are charges implemented by the council and their failure to control licensing in a fair and correct manner coupled with traffic measures that induce congestion rather than ease. The entire traffic system in Edinburgh requires to be overhauled with particular attention required to the number of buses within the city centre and the positioning of bus stances which hinder traffic at busiest times. 26 If Edinburgh council stop stopped putting on Phc cars it would mean less cars sitting about in the city centre having to work longer to make a living.Also if drivers were making a decent living then they might be able to buy newer cars that are less polluting their is only so much business in Edinburgh!

27 Cut the costs and start being a bit more honest with the public. 28 The Edinburgh licenced cab trade (Not the PHC) are controlled by the makers of the purpose built London taxi. If the TX4 or the new TX5 vehicle that they produce, comes only in pink, then that is what we have to buy. If it comes with Euro 4 emission, then that is what we have to buy. The cab trade have no say in what the manufacturers do. 29 Yes there are

1,limit the phc to below 1200

2,if the the trade is in good healh then so the air 30 You could raise the 20 mph limit that covers a large proportion of the city back to 30mph. Emmieions would be lowered massively from all vehicles.

You could also subsidise the cost of a new vehicle to meet your emmiosions targets. 31 Have a good look at the roads in Edinburgh, instead of looking at vehicles on the roads !! Who the hell in this city does the traffic management? ? Cause they ain't got a clue,!! I.E. with more and more cars coming on the roads, we the CEC make the roads smaller,, put in a Tram line that causes more pollution by clogging up the traffic !!

Bring in a traffic committee

2 police officers, Bus and taxi drivers and two environmental people!!! Because the CEC sitting in a office ain't got a clue , try driving around and around our city day by day !! 32 Don't put over 1000 extra private hire/uber cars in the road in the space of 3 years. Obviously going to cause more congestion and pollution. 33 Stop supplying licence s to P H C cars and Taxis over Three years old 34 tax the emitting vehicles

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35 Offer discounts for purchase of/replacement to environmentally friendly vehicles.

Offer reduced rate discounts for vehicles which already are environmentally friendly. 36 Not target one trade

Target all road vehicles

Buses trains cars everything is pollution so my question is why are the council or government aiming at a minority rather than the majority 37 remove all contributery factors in road congestion

ie trams in city centre regularly stop traffic for longer than neccessary.

remove widened pavements where there is not the demand. 38 Provide more taxi ranks with more spaces on each rank in the city centre area, especially around the train stations. This would drastically reduce the carbon emitted by taxis circling the streets looking to rank.

Electric vehicles may work in some cities where the vehicles only work 12 hours out of 24 and have time to charge however in Edinburgh most taxis work 24/7 and are not in one location long enough to be fully charged for several hours a day.

Although Edinburgh's black cab fleet is ageing I still believe it has a bigger environmental impact to scrap older, perfectly safe and functioning vehicles than it is to bring in a whole new fleet of taxis. 39 Put the speed limit back up to 30mph that would reduce emissions (fact).

Get more taxi ranks or larger ranks as taxis are driving round the city up and down streets looking for fares as the can't get on ranks to park up. You've only got yourselves to blame.

Now that you have put on almost 2000 phc plates they are driving round our wonderful city polluting our streets. It's the councils fault for allowing this to happen you reduced the phc plate price to £500 and every man and there dog has bought one. How can you possibly complain that there is a emission problem in Edinburgh it's self inflicted.

40 Put a emission converter on the exhaust. So that the emissions are harmless. 41 Get the phc cut by 35% .improve ranking space in city less driving about looking for work. 42 Offer the same grants that are given to bus operators.

They receive substantial finance help in running their business.

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43 Less poluting YES

Zero poluting NO

A lot of excessive polution is caused by dreadful traffic management experiments drummed up by the Driver Haters.

Make traffic flow better, all left turns at lights to be giveways and the unnecessarily long periods for pedestrian crossing shortened to what is nessary for an elderly person to cross not a tortoise.

Government could put pressure on manufacturers to develop a range of LOW vehicles and give financial support for disabled access taxi purchase. 44 Subsidies for new vehicles.

Encourage Edinburgh airport to allow access to all vehicles so nobody drives back to town empty. 45 Reduce congestion. Make taking a car through the centre of the city less attractive. More park and rides, higher parking fees. Its still cheaper to take a family of 4 into town in the car pay for parking than it is to do the same on a bus. 46 How about looking at the city of Edinburgh hop on hop off buses first 47 1) Offer no interest loans to taxi owners to buy a more efficient taxi.

2) cut out road tax for taxi's

3) Allow taxi's to use red diesel

4) Cheaper diesel at the pump for taxis 48 Yes - remove speed bumps and the hypocritical 20mph speed limit - so as to REDUCE emissions from vehicles, which the cooncil ignorantly insists on despite the evidence to the contrary of the NICE Guidelines.

For example, the only reason St. Johns Rd at Corstorphine features on the green lobbyists' list of 'hot spots' is because it is such a congestion bottleneck.

And like dog mess, the Scottish weather rapidly resolves the problem by diluting and removing emissions by operation of wind/ rain. 49 Make sure rules are enforced 50 Introduce a Low Emission Zone that applies to all vehicles, including taxi's, PHCs. This is a serious matter and with the volume if taxis in our city centre it is something that needs addresses asap. 51 Provide us with grants or financial subsidies to help us continue operating. The costs of brand new vehicles is now so expensive and the amount of work available is heavily diluted by the amount of phc vehicles on the road that very soon, no taxi operators will be able to justify buying a new vehicle. Over time, the trade will just die off. IT IS THAT BAD OUT THERE NOW BEING AN OPERATOR OF A BLACK TAXI. Many drivers

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and owners are on their knees financially and you want to add further restrictions to trade. What is it that the trade has done to upset the council so much?

52 Lobby central government to promote a vehicle exchange grant to remove diesels from the roads - perhaps requiring a swap to electric or hybrid vehicles.

Encourage filling stations to provide charging points for electric vehicles.

Encourage housebuilders to include charging points in the spec for new homes. 53 Perhaps the City of Edinburgh Council should have thought more carefully before allowing hundres of new PHC vehicles onto the streets in the last year and therefore increasing the city's omissions output.

One the one hand you are happy to rake in as much licence fees as possible with no regards to the impact on the Black Taxi trade who invest a sustantial amount of money on both the purchase and upkeep of their vehicles, not to mention the time and work involved in actually obtaining their brief so they can do the job properly. 54 Encourage subsidies or corporate/public sponsorship of Zero emission taxis to influence owners behaviours and purchases of said vehicles, perchance on a sliding scale over a number of years between 2018 to 2030 with greater subsidy/sponsorship rates at 2018 to encourage change 55 Cut the costs of renewing a licence at yearly test to the same as what owners in other licencing areas pay. Edinburgh charges are utterly ridiculous. 56 Yes give us a grant to pay for it. 57 Any new licence for taxi or Phc should only be permitted if a brand new vehicle is put on with latest emission limits. 58 Before introducing restrictions there should be an affordable, clean taxi solution on the market. Currently a new taxi is out of reach of most operators at circa £45k for a new vehicle. The electric TX5 is likely to be even more expensive.

0% loans might be a help, but some form of subsidy would be preferable.

Perhaps the council should approach several taxi manufacturers to bid for exclusive supply to the trade in Edinburgh. In return, the price of the vehicle should be affordable to buy or rent and maintain.

There are other methods the council could adopt to reduce air pollution such as congestion charging, making it compulsory for vehicles registered outwith he Edinburgh to use designated park and ride facilities and encourage more frequent use of train, tram and bus. 59 yes abolish the 20mph as i am using more fuel.

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60 A financial incentive to change the vehicle may help or an additional tariff to help cover the cost of the new vehicles. 61 There would need to be greater funding to allow the change as vehicle prices are now at their highest ever, over £43k for a new hackney spec vehicle. Also the fact that earnings have dropped make owning an older vehicle an attractive option to some drivers. The mass issuing of PH plates in Edinburgh is having a negative effect on both trades and not allowing changes of vehicles on either side as easy as it used to be. 62 The first thing the Scottish Government must do is stop over-provision of licensed vehicles across Scotland.

The cap on private hire numbers available in May is arbitrary and ineffective at local level given the different stances of various neighbouring councils. The Scottish Government should look at population, business and tourism numbers for each local authority and set a cap on private hire vehicles accordingly. Over provision is destroying liveliehoods an undermining the ability to provide capital investment in new vehicles.

There should also be more rank spaces for hackney vehicles, which improves efficiency by reducing driving miles and so emissions. 63 improve public transport across the city 64 I feel some financial incentive should be given to owners and possibly further training. Education and understanding is key in any area as awerness and knowledge can help greatly. 65 Give grants to cabbies, who need substantial help to buy a new taxi. The current cost of a new taxi is in the extremities of plus £40,000. 66 Laughable , saturated ph market as council desperate for money . What does this extra 1000 motors license money go towards ????? Edinburgh had the highest standard of TAXIS in Britain bar none about 5 years ago , but due to the councils pathetic failure to sort pot hole ridden streets that are akin to a third world country And you expect the motors that are on the rd about 150 hrs a week to be in great condition ,??? Also the whole emissions idea is a bit of a joke when you consider the blanket ban on motors going over 20mph thus everyone driving in lower gear . Also the 1000 extra ph motors on rd driven by clueless clowns who have no idea where they are going means that drivers who have taken out what would be the equivalent of a small mortgage to get a black cab on the rd are now driving about more and more to try and get a fare thus creating more pollution. Why wasn't there a cap on ph numbers the same as black cabs have had for years ? Or were the council coffers running so low ? It's no wonder guys that have owned or driven taxis for years are now leaving the trade in droves as the trade is dying on its feet now but no one will give a monkeys at council hq. To summarise the council make me sick .

67 Stop issuing new PHC licenses. There is no unmet demand, and issuing new licenses only encourages hundreds more vehicles into the city centre.

A review of age limits on buses would be more appropriate. 68 Introduce ranks where taxis can sit rather than continue to circulate looking for work ,

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69 encourage new vehicle replacements by offering a scrappage scheme and provide a more rewarding envioronment by reducing the overall size of the PHC with restrictions on the numbers of street taxis to prevent cruising for work and excessive use of taxi ranks.

Modern digital communications technology should be a licensing condition to be used in the allocatication of work to taxis to eliminate unnecessary vehicle mileages. 70 We have very few charging points in the town. Help to buy/rent electric vehicles. Cap the amount of Phc licences being issued 71 Edinburgh council have recently added over 500 PHC vehicle's thus causing much more congestion added pollution and more competition to make a living, in the future drivers won't be able to afford the new electric cars

The council could help by making traffic flow easier by lengthening the time of traffic lights on green a few seconds longer, bringing back more roundabouts at junctions and adjusting the time settings on button predded pedestrian crossings which change to red instantly, they would be better with a longer delay 72 Offer £5000 grant 73 The council could stop releasing PHC plates as they have not implemented a cap so the numbers continue to grow. If they want to reduce emissions stop putting more vehicles on the road that are going to be mostly in the town centre 74 The council should start by limiting the PHC cars. The ECC talk of wanting a cleaner city but have more than doubled the PHC operating within a year, total hypocracy. There should be more ranks at Waverly Station so Taxis can actually rank without fear of being moved on. When Taxi's can't rank they have to drive around, thus causing more pollution. 75 - enforcement of engine idling restrictions on taxis waiting in ranks

76 Implement and enforce a 'no idling' policy.

Introduce additional electric vehicle charging points.

Improve responsiveness of traffic signals to presence of vehicles (i.e. change to green when vehicles stopped at lights) 77 More of the city should be closed to private cars but remain open to cabs and PHV to allow the latter to move quickly and provide an efficient and profitable service, but only if cabs and PHV are low emission and preferably not diesel. 78 Introduce tolls on most major roads plus city perimeters. 79 Introduce congestion charging for licences cabs and taxis 80 Create more onstreet charging facilities, such facilities should have time limits to prevent people using them as all day parking spaces. Make it compulsory for private car parking facilities - such as hotels, shopping centres, retail parks - to have adequate charging facilities too.

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81 Yes offer a scrapage scheme that will give grants to taxi owners encouraging them to switch vehicles. For this to work it would have to be a substantial grant equal to the cost of a new vehicle, as most taxi owners could not afford to change vehicle 82 How about not handing out PH licenses to any one who wishes a PH car and cap the number on the road as the licenses are spiralling out of control and constantly rising 83 Subsidise the new vehicles as these are very expensive. 84 Pollution is not only caused by older diesel cars

There are dangerous gases from newer Mercedes taxis also

The council would need to help owners to pay for newer taxis 85 Scrap this stupid 20mph limit. In my opinion, vehicles are not designed to have engines labouring at low speed. This in itself causes more pollution. 86 The City of Edinburgh Council should make active travel far more attractive and safer by investing in quality infrastructure that makes it an easy and natural choice for most journeys.

HGV use in the city should also be reduced and alternatives used for city wide deliveries. 87 promote public transport (subsidising where advantageous); consider traffic bans; encourage cycling and walking. 88 That's a very difficult to answer in only a few words 89 To reduce levels of air pollution in the city - make it harder for people to drive private cars into the city and encourage them to use modes of transport such as walking, bicycles, buses and trams instead. 90 Yes they could make more interest free loans available for people like me who have older vehicles and are being forced to buy something for no other reason than city council vanity 91 Provide a subsidy or grant or interest free loans over the lifespan of the new vehicle. Offer a scrappage scheme. Look at the current suppliers of taxi manufacturers and see if they can provide a vehicle suitable for purpose at a more affordable price. 92 I personally think natural wastage of vehicles is quite adequate considering the level of the cab testing, considering all the traffic on ower roads I think we are being picked on as a political scapegoat,also licensed taxis are public transport providing invaluable transportation for disabled and we get no help from government or subsidies,and the trade is neering breaking point because of lack of work,we are loosing customers every day who are now using cheep PHC's

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93 As a cab driver for the past 24 years in edinburgh I can tell you that it is the council that causes the pollution congestion in the city, the councils traffic calming measures is one cause.

giving the useless trams the right of way is another congestion problem in the city side streets.

widening pavements so buses have to stop on main road for example ferry road at drylaw shops the bus stops are a joke.

the list is endless, the council has to look at their own traffic calming & road policy's before picking on the taxi trade.

i am willing to come into your office to explain in great detail about council pollution congestion

94 Invest in electric. 95 Put in charging points for electric cars- time and time again this comes up in discussion. "Want to buy one but there's nowhere to charge them!" 96 More infrastructure and tax breaks for electric vehicles 97 Ban single occupancy non-commercial vehicles from city centre during peak hours. 99 Short term:

Find a way to encourage uptake of electric cars and prevent people buying diesel cars.

Medium term:

Strongly encourage cycling and public transport as alternative means of transport. Edinburgh is perfect for this as it is already substantially quicker to travel by bike than car/taxi/bus even over a long journey say from the shore to Colinton. (30 min bike, 40 min drive, 1 hour bus)

Long term:

publicly owned fleet of electric self driving taxis with a complete ban on all human driven vehicles in the city. Such vehicles could be funded through a new Scottish tax and remove the need for almost all car ownership. This would facilitate the removal of traffic lights and almost all roads could be 20 MPH and one way.

This, combined with there no longer needing to be parking available for anyone would lead to a huge reclamation of green space in the city and drastically improve air quality.

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100 Licensing standards must mandate the cleanest of vehicles to be used in built up urban areas.

In the USA, 'Smog checks' are carried out annually for all vehicles, with real time sampling of tailpipe emissions.

Ensuring this is part of the license process (perhaps with 10k miles checks rather than time for heavily used vehicles) will remove cars that are starting to fail and emit disproportionate pollution into our city. 101 Encourage cycling and in the longer term promote self driving car legislation in the city. 102 We need a lot more incentives for EVs, charging pints, parking incentives etc. 103 CEC should resign en-masse and stop being anti car. Abominations of city planning which deliberately bring junctions to a halt with vehicles idling for excessive times purely by the mis-management of the council are unforgivable - South St David Street is an obvious example, where a bus could be sat waiting to turn right on to Princes St, and cannot move for two cycles of the lights because of traffic and the trambomination. 104 Congestion charge which applies to all vehicles. Or an outright ban of non electric cars from a certain central area. 105 Congestion charge and extra tax for high emitters 106 Electric/super low emissions zones/roads within the city

Electric only parking areas 107 Increase speed limit to 50mph.

Faster cars means less time driving in town.

Actual cycle lanes. 108 Combine these initiatives will fuel efficient driving, and make emissions/pollution measures very visible to the general public. 109 Roll back 20mph. This stupidity is increasing carbon vehicle emissions because cars built in UK were not built to be consistently driven at 20mph. There's also the feature of charging stations, and the ability to buy cars in an affordable way for today's youth that don't have savings.

The reason savings matter, is whenever you go to buy a car, they usually take a deposit, couple years of monthlies, and a final payment, which is often twice the amount of deposit. None of that money will you see again, and it's not something that people can afford.

What needs to happen, is car dealers need to start offering payment plans where you pay deposit, and then only pay monthly installments, and NOT have a final payment. This is especially important on electric and hybrid vehicles. 110 Increase electric car charging infrastructure.

Provide free trial electric vehicles for both short and long periods to taxi firms to gain buy-in from drivers.

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Do a deal with Telsa.

111 The Private Car should not be allowed within city limits, with the exception of vehicles needed for medical reasons.

Improved public transport links should be introduced to make up the gap in mobility.

In the face of the air pollution crisis, public health issues from inactivity and not forgetting climate change, there is a need for bold action. 112 Increase the speed limits during off peak hours. 113 Make all buses ultra low emissions / electric / hydrogen

Make active travel the primary mode of transport in the city, and make polluting road users work around that; not the other way round as it currently is.

Provide very cheap / free cycle hire

Provide additional funding for people to buy electric cars, over and above the government support.

114 Some kind of grant to encourage owners to purchase a new vehicle as costs have exceeded affordable limits for most of us.

Unrealistic to expect owners to pay £50,000 for a new Taxi 115 Make the LRT bus fleet all electric. It is viable but you won't do it because of the fantastic fuel subsidies 116 Gradually phase out all internal combustion engine vehicles over a couple of decades, (at least in city centres) to electric vehicles. 117 Scrappage scheme 118 Put a Cap on the number of PHC.

800+ new licences going on in the last year is only adding to any pollution issues.

Also are council vehicles and buses etc going to have the same restrictions/limits put on them?

119 Restrict PHC numbers and have exam for PHC or it's a race to the bottom 120 Reduce reliability on cars and diesel vehicles by improving walking, cycling and public transport connectivity. Make it socially unacceptable for cars to be used for short journeys and make it difficult for people to use the car in the city. Remove parking and give street spaces back to people. Provide tax breaks for the purchase of electric bikes.

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Electric vehicles will help with air pollution but will do little to improve congestion, improve the street environment or encourage people to be more physically active.

121 Immediate cessation of PHC licenses. Over 800 extra vehicles on the road just adds to congestion and pollution.

A new purpose built ZERO EMMISION London Taxi Will be launched in January 2018 with a price tag of £50,000.

Great idea but with so much extra competition from PHC sector how does one pay for such a vehicle?

Unfortunately there is not enough choice of vehicle available to the Taxi Trade unlike PHC.

In an ever- decreasing market, hell bent on a race to the bottom, I think the Council will have to abandon the requirement for purpose- built Taxis and let the Trade enter the Electric saloon car market if Council or the Scottish Government want less polluting Taxis. 122 As stated there must be an investigation into the types of vehicles than can be used as Taxis. Currently only two vehicles can be bought at a cost of £44 and £45k and the differential in costs compared with a PHC is too great. The current Taxi Test is not allowing sufficient new drivers to come into the Trade and perhaps the greatest anomaly is the PHC have no test at all!! It is therefore not surprising to take both these factors into account and realise there must be change and this must be made soon. 123 Allow the end of life of all vehicles (including buses, coaches, trucks, vans, private cars and motor cycles) to naturally reduce the age of vehicles on the road. 124 Loans interest free over 10 year periods to make it affordable . 125 When there is need to reduce emissions, Edinburgh city council has no limits on PHC licences, they have now increased to around 1800 that completely contradicts there position, they have had no surveys th see if there is a need. Some of the proposals put forward would make it very difficult to operate a hackney taxi due to the financial cost and the uneven playing field created by issuing so many PhD licences 126 Is it only taxis the council is picking on? As they are a very small percentage of The vehicles in Edinburgh. 127 To help drivers: grants/subsidies to assist drivers that choose to replace their cars with the most environmentally friendly alternatives

To help reduce air pollution: low emission zones 128 Cost is a main factor so subsides of some kind.Also traffic light management to avoid ticking over particularly at junctions involving trams could be better. Also management of cab numbers because if you can't make a living you can't pay for the latest vehicles.

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129 I strongly disagree with this proposal of singling out taxi/phc vehicles. We are all part of the problem so proposal should include

Buses,lorries,classic cars,motorbikes, 130 For electric vehicles, ensure more charging points provided in eg supermarket car parks. For non-electric vehicles, lift the 20mph limit as most engines are inefficient at low speeds.

Subsidise replacement of the bus fleet to allow Lothian Busses to accelerate their move to hybrid vehicles.

131 Build Rapid Charging and Induction Charging infrastructure. 132 Let private hire vehicles into the green ways

Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 133 If PHCs were allowed in the bus lanes they would move more quickly at peak times, thus reducing air pollution 134 Let private hire vehicles onto GreenWays as passengers feel cheated they are being left in traffic and Taxis are being able to use the GreenWays.

Provide grants or interest free loans for drivers purchasing electric cars, Euro 6 emissions vehicles. I would certainly consider an electric car for my PH driving.

Driving in low gears because of the 20mph is perhaps another cause of higher emissions, thus needs to be looked at.

Perhaps a 30mph should be allowed after a certain time. 135 Reduce regulation and cost. Allow for normal insurance costs like other countries but stipulate the vehicle must be electric. Allow electric only PHCS and taxis in the bus lanes. Have orange flashing junctions at night to reduce needless braking and acceleration. Install roundabouts instead of traffic lights at minor junctions. 136 - Subsidising for the desired vehicles to be bought; - more free charging points.

137 I would like Edinburgh Council to consider allowing PHC's to use the Greenways as equal to Taxis, as PHC's have more vehicles on the road than Taxis and carry more passengers. PHC passengers all complain to drivers on why they are not using greenways during peak times and costing them more using longer routes. Also the enforcement of 20mph zones around Edinburgh does not help the environment. I believe that Edinburgh Council must look at the 20mph zone again before implementing the next phase next year. 138 LIMIT New PHC licences for a start 139 some sort or subsidised help if buying electric car etc as at the moment they are very expensive and they don't have very large ranges.

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Incentivise zero emissions vehicles. Priority licencing process, (next day), lower/zero licencing fee for zero emissions? 140 Reduce licensing costs to compensate 141 Allowing Private hires to use the greenways would cut down air pollution. 142 Phase out diesels 143 Allow PHC access to green ways as not fair for customers. We are bigger than black taxis and carry more passengers than them. Customers complain that it cost them extra to use private hire as we can't use green ways and can't turn right at certain junctions! Also by excluding us from green ways then we are adding more emissions by not taking the most economical route! Also 20mph limit is silly and adding more emissions. Maybe keep it 20mph during the day and evening say 7pm-7am make it 30mph. 144 Let private hire into green ways

Provide grants for drivers or interest free loans for electric cars. 145 Increase grants and incentives for cleaner vehicles. 146 Let private hire taxis use greenway lanes. Give interest free loans and grants for electric cars 147 Allow PHC's to use the bus lanes to keeping PHC traffic to keep moving and therefore reduce inefficient diesels ticking over in slow traffic causing excessive pollution.

There is significantly increase of pollution as the PHC number of vehicles grows.

I may purchase an EV if incentives are available. These could be: grants, interest free loans and some kind of guarantee of work being available due to the vehicle specification, i.e. 100% EV not hybrid.

Edinburgh might be able to fund grants by charging customers a small fee which could give them carbon credits to make them feel good? Anything is possible with the apps now used by Taxi and PHC companies. Must be loads of ideas out there!

148 Provide interest free loans to buy zero emissions vehicles . 149 Access to green/bus lanes for phcs woukd have a huge beneficial impact on air pollution levels in the worst areas of the city... the reason being that it would allow traffic to move much more freely in the very busy parts of the city. .... in exactly the same way the Bkacj Taxis do.

More electric charging points for evs would encourage more drivers to change. 150 Allowing PHC onto greenways will certainly reduce emissions not only from those PHCs going along the greenway, as they're not stationary, but it will also reduce an overall congestion in the city (by taking these cars out of traffic queues).

Electric cars are really expensive, often way over the budget of the driver. Grants or interest free loans would certainly encourage more people to go electric.

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151 Let private hire vehicles in to the green way.

Provide Interest free loans for buying electric cars.

152 I think bigger problem is with Black Cabs then with Private Hire. There is a lot very old Black Cabs or there is 4 drivers on one Black Cab. It cause problems with them. I can see lots of them with black cloud behind. They are in fatal condition. I have no idea how they can pass Cab Test. 153 Emissions can be partly reduced through better driving; accelerate gently; brake gently; anticipate the need to brake; keep within the speed limits. Taxis should be fitted with GPS and 'black boxes' to record and monitor driver behaviour in relation to location.

Vehicle emissions should be monitored on the basis of performance 'on the road', which is often widely different from performance as claimed by manufacturers. 154 Design transport with active travel as the priority and as it the most inefficient, cars last.

Make cycling safe. It has zero emissions and unlike electric vehicles, does not contribute to congestion.

Make it more convenient to walk and use public transport. More space given for pedestrians.

Make it illegal for any vehicle to have its engine on when stationary.

Make 20mph default urban speed limit.

Ban HGV's during rush hour periods.

Enforce parking restrictions.

Encore speeding, mobile use and other dangerous driving offences

155 Phasing out diesel vehicles must be a priority. I do think hybrid petrol-electric and LPG options should be made available to taxi operators as electric may not have sufficient range for a day's use on a single charge.

Euro 6 diesel is a bit of a white elephant as research shows the majority of compliant vehicles can't meet the required standard in real-world tests. Any scrappage discount funded by the SG should only be available against a new electric, hybrid or LPG vehicle and not a new diesel.

My final point is that a diesel vehicle will be on the road for 10 to 15 years before it is scrapped. Emissions from these vehicles will increase with wear and tear. I would like to see a city-wide ban on older diesel vehicles and a parking charge regime based on real-world pollution, size and weight for newer vehicles.

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156 Council could encourage and promote zero emission vehicles, for example by highlighting and encouraging people to prefer to book zero emission taxis.

There should be greater enforcement of policies / legislation relating to air pollution, including prosecutions - as such air pollution is killing more people in the city than most other external factors combined. 157 At this stage, clean EV technology is NOT available or far too expensive but the City of Edinburgh Council might consider giving grants for the right vehicles.

Also, proving free and plentiful charging stands will always help more EV/PHEV vehicles to be adopted.

158 Let's look at a congestion charge for vehicles again 159 Get rid of 20mph zones and traffic will flow better. 160 more than 10 year olds car can remove from steer 161 Checkk black xabs which are 30years old and emit black smokes all time

But police and xouncil dont do anything against them ...... why ??? You are after poor people and black cabs xan do what they want ....wonderful no?

Sorry but by this action council will increase more job seekers...

Moreover control phc vehicle and driver license as thousands of people are coming to edinburgh from bradford brimingham and londn to.drive here and there family back home cliaming benefits too...... 162 30.....10 miles per h les emission

I don't think so

Or LPG no diesel car but lpg

163 Get rid of all the problems with the roads traffic jams road works etc

164 Let private hire vehicles into the green ways.Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles.

Thanks 165 Treat all taxi the same

166 Leave the EU nonsence alone .

Sack the council.

Vote out the SNP

Stop handing out phc badges and plates to every Mohammed, singh and jankovitch 167 Allowing PHC cars on green lanes.

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168 Allow phc vehicles to use greenways to help reduce emissions as a matter of urgency.

There are far too many sets of traffic lights within yards of each other that don't seem to work to keep traffic flowing. You get a green light at one and next set 50 yards away change to red straight away. We need to look to keep traffic flowing wherever it is possible.

169 We should all work to reduce emissions but at the same time car owners should be given enough time to replace old vehicles. 170 Allow Private Hire vehicles to use Green Ways to reduce emissions and speed up the transportation of citizens and visitors throughout the City. 171 PHC should use green ways. 172 Allow Private Hire Vehicles into the green ways.

Provide grants/interest free loans to allow drivers to purchase electric cars and cars that met Euro 6 emission standards.

173 PHC should have access to green lanes.

Many PHC are 8 seaters and can work out cheaper than a bus journey so should be encouraged.

All PHC are regularly serviced and maintained if they pass an CAB test then they are fit for use. Phasing out diesel cars is a priority but the livelyhood of PHC drivers and owners need to be taken into consideration. Edinburgh could not afford a collapse in numbers of PHC vehicles on the road.

Grants for electric cars should be available , but only the Tesla does enough miles between charges and current models are over £60,000. A smaller cheaper Tesla will be on the market in 2018 at a cost of nearer £40,000 which would carry 4 passengers plus luggage with a range of at least 200 miles per charge. 174 Let private hire vehicles into the greenways. Provide grants or interest free loans for drivers purchasing electric cars (euro 6 emission vehicles) 175 Allow phc to use green ways 176 Let private hire vehicles drive in green ways

Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 177 PHC DRIVERS SHOULD BE ALLOWED TO USE BUS LANES AND GREEN WAYS 178 You did 20mph in town and know you worry about pollution sometimes I think that people working in council are on drugs or just no brainers. What about police cars ? Would they still be disels ?

What about the buses that making much more pollution?

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179 Yes as we provide a public service council and goverment should let private hire vehicles in to greenways. Provide grants for changing vehicle or an interest free loan for drivers purchasing electric cars euro 6 180 Let private hire vehicles into greenways , provide grants or interest free loans for drivers

purchasing electric cars ,Euro 6 emission vehicles . 181 I feel allowing private hire to use same routes as 'black' cabs,such as greenways.(i have driven them for 15years),would reduce congestion.and therefor,reducing pollution levels! 182 Let private hire vehicles into the green ways.

Provide grands or interest free loans for drivers purchasing electric cars, Euro 6 Emission vehicles.

Stop spreading 20 MPH zones, it makes more traffics and more consumption and also higher pollution. 183 PHC SHOULD BE ALLOWED TO USE BUS LANES AND GREEN WAYS 184 let phc into green ways ,euro 6 emission 185 Allow PHC cars to use Greenways. Ban all diesel vehicles excluding PHC and Licenced Taxis from city centre, this includes buses and delivery vehicles. 186 0 emissions is not possible for any type o vehicle. To produce electricity you still need to burn fuel so you must produce c02 so make no sense 0 emissions vehicle. Nasty diesel emissions with nox get out of city. Only petrol and petrol hybrid cars are good. Electric cars make no sense for next 30 years same as tram in Edinburgh. Waste of money. Also safety futures of modern vehicles our must. Hope I help 187 that phc's be allowed to use greenways we are doing the same job as taxis why should put customers suffer 188 Let Private hire vehicles use green ways / bus lanes . The Scottish government to assist with interest free loans for drivers to purchase electric Vehicles/Euro 6 emissions vehicles. 189 let private hire vehicles into the green ways provide grants or interest free loans for drivers purchasing elecric cars , euro 6 emission vehicles 190 Edinburgh council should allow phc on the bus lines that reduce traffic and co2 emission. 191 How about looking at the 20mph speed limit Vechicles traveling at this pace spews out pollution 192 Taxi's and PH vehicles make a contribution to the transport infrastructure the world over, maybe looking at best practice from elsewhere would be a starting point rather than introducing a penalty to owners who bought cars that were low polluting according to government policies at the time. 193 Allow private hire and taxi in bus lanes only the ones with Zero emmitions 194 Let PHV use bus lanes so we can reduce congestion and pollution in Edinburgh.

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195 government incentives to buy electric vehicles, use of the greenways to reduces congestions and pollution, compulsory driver training, Basic Edinburgh knowledge a must, More electric charging stations 196 Let's do some deal with Tesla Cars to buy one cheaper or reduce cab test fee to £50 187 197 There should b no different rules for taxis and phc they should b the same rules 198 Maybe we should let private hire vehicles to drive on bus lines? 199 Allow private hire vehicles into the green ways.

Provide grants or interest free loans for drivers purchasing electric cars or Euro 6 emission vehicles. 200 N/A 201 Reduce the amount of buses that currently use streets at same time ie princess street. Spread the routes through other streets. Ie queen st or George st 202 Allow private hire vehicles to access the green ways.

Make grants or interest free loans available to drivers who are required to buy electric cars, euro 6 emission vehicles. 203 Help drivers to buy electric cars as giving them intrest free easy loans. 204 Please let PHC into greenway & taxi & bus only ways provide grants & intrest free loans for buying new low emission car & electric cars etc 205 Make funds available for people to loan for the purchase of new vehicles. 206 Give grants to buy new taxi or ph 207 let private hire into the greeways supply grants or intrest free loans for driver purchasing electric cars or euro 6 emissons

208 Allow all taxis and private hire vehicles access to the greenways. The longer a vehicle is idling in traffic the more pollution will be caused. If you are serious about cutting down pollution in the city then you would do it without hesitation. 209 A reasonable cap on vehicles of an older age (10+ years) 210 They should stop all vehicles from running and make town for just cyclist. 211 Give us grants to get electric cars 212 You can either limit the number of liscence 213 Reduce alll licence fees. 214 I think that PHCs should be allowed to use the greenways along with taxis & buses. This would help towards reducing the emissions 215 Yeah get rid of 10 plus years old black cabs.you driving behind it and you think you in the smoke room.

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216 The City of Edinburgh Council should make operating a new vehicle more affordable. Before the Licensing Fees restructure, Taxi and PHC operators would only pay the 'Annual License Fee' if they decided to do a 'Change of Vehicle' at the vehicles 'Annual Test Date'. This saved both C.E.C Administration time and expense and the Cab Office vehicle testing man hours and therefore money. This was changed and the incentive to change your vehicle for new at test time was removed.

As a first step the C.E.C should remove the 'Annual' and 'Change of Vehicle' license cost when an operator decides to replace a vehicle for a new one at 'Annual Test Date', as an incentive to replace an older car for new and help save the operator money at a costly time. The Scottish Government should subsidise this cost to meet their Green Targets.

In conjunction with this, and in answer to question 14, vehicles that exceed 15 years of age or Euro 4, could be tested twice a year to make sure they comply with emission tests and road worthiness. Thus ensuring only the best older vehicles are licenced and the cost of two tests could sway these operators to replace older vehicles with new ones.

Only zero emission capable vehicles should be approved for use in any NEW [not existing] Taxi and PHC Licence applications that EXCEED the current vehicle licence numbers. This would address the emissions issues at source and would hopefully reduce the amount of applications for New PHC and Taxi licences. A slow down of new licences will help ease the rising congestion and pollution in the city and make sure that New Licenced vehicles are not adding to pollution.

A cap on PHC licences should be introduced, for two reasons. Firstly Increased numbers of licenced PH vehicles is adding considerably to congestion and therefore pollution in the city. Secondly increased vehicle licences is diluting the amount of work per vehicle which reduces operators income, as income drops, new, less polluting vehicles become even less affordable.

Edinburgh Taxi Tariff is currently down in 178th place in the UK although Edinburgh has the UK's 9th most expensive cost of living . The Tariff needs to be greatly increased to help with the ever increasing costs felt by taxi and PHC operators and the rising purchase prices for purpose built Licenced Taxis.

If Edinburgh Council aim to have a fully carbon neutral Taxi and PHC fleet by 2030, the Taxi trade must be supported both financially and with the required charging infrastructure needed to comply with new legislation. The C.E.C can't blindly change legislation and put the full onus on Taxi and PHC operators to comply without assistance.

217 Plz repair the hols and bumps on the road to save our cars suspention we r paing to much road tax and roads r verry bad thanks 218 Allow PHC drivers to use greenways. 219 Put a cap or limitation on private plates and licenses as there are too many private hired on road now instead of earning more n more money think for existing people please

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220 I think you should think of all vehicles not just taxis or PHCs 221 Ali 223 By introducing 0 percent Apr on easy and affordable scheme for owners.

224 Interest free cars or help of buying 225 introducing the new 20 mph in the city is increasing pollution levels as everyone is having to drive in 2/3 gear hence increasing levels, are the council aware of this so setting about the taxi trade to try and help the situation of which you are creating by introducing the 20mph 226 Yes by allowing the phc drivers to enjoy the same privileges as the hackney fleet i.e green ways. 227 Ph vehicles to be allowed to use bus lanes as taxis as we do the same job.Get car manufacture's to make electric cars go longer distance and have more charge points 228 Get the roads sorted out as there is congestion in Edinburgh all the time which doesn't help pollution in Edinburgh. 229 Let private hire vehicles into the green ways , provide grants or interest free loans for drivers purchasing electric cars and euro 6 emission vehicles. 230 It is all down to the upkeep of your vehicle if you're car is service and clean as they should be the car will run cleaner. 231 Increased public electric charge points. However driving range for entry electric vehicles is limited to 100 miles per charge approximately. This would limit taxi drivers ability to earn money and reduce long fare journeys. Hybrid cars may be a better solution. 232 The council need to accept that the biggest polluters on the roads are buses and trucks by far. The 4000 taxis and PHC are well maintained and serviced . Buses and trucks are a lot noisier than taxis and PHC 233 Let private hire vehicles into green ways. 234 I would suggest that phc and black cabs have regular services and be able to show proof of this 235 The government can increase grants to purchase electric vehicles as at the moment they are to expensive and don't make financial sense to have as PHC. 236 Let PH vehicles use greenlanes 237 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 238 Stop issuing more phc plates 239 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 240 Limit the amount of vehicles in the worst polluted places to certain times of the day. I/e st johns rd. Limit cars and lorries along that stretch by using times they can use it. Similar to bus lanes

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241 we need to be realistic to circumstances surrounding by the taxi driver along with environmental factor. agreed to age limit but in middle of 7-10 years. not too harsh 242 Treat phc and black taxi the same. 243 Electric cars. 244 Private hire vehicles should be allowed to use green ways ....

Provide interest free loans for purchasing Euro 6 emissions vehicles

and hybrid cars. 245 I thinks they should start limiting the number of private vehicles in the city centre during the day as they cause too much conjestion . Only allowed after 6pm 246 Allow phc to use bus lanes to help congestion 247 Work with car dealerships to help to reduce price of new cars for taxi/phc owner drivers. 248 If you are going to put age limits on taxi/phcs it has to be the same limits for both. there would have to be some kind of scrapege payment sceme to help drivers affected by age limits. 249 Scrap the 20 mph limit so you dont drive in a lower gear higher revs putting out more polution 250 Let private hire vehicles into greenways. Provide grants or interest free loans for drivers purchasing electric cars.euro 6 emission cars. 251 Stand at the roadside and you will see the smelly exhausts of old taxis and other vehicles. And sort them first. 252 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers

purchasing electric cars , Euro 6 emission vehicles 253 Let private hire and black cabs use green lanes on the same rules 254 Remove B taxis cars off the road that are old then 5 years , servicing history for exciting taxis should be presented at the cab office inspection to make sure cars have been services on time to minimise emission that caused by non looked after engines. 256 Yes I strongly feel that older taxis and cars should be tested more often Private hire cars should have access to bus lanes as they are currently sitting in long lines of traffic emitting diesel fumes and creating more pollution Customers in phc cars are also being disadvantaged as journeys take longer I believe that in Glasgow phc cars are allowed to use the bus lanes Access to princes street would also be welcomed by customers and drivers alike Customers are having to be dropped in side streets and then carry cases to hotel receptions In many cases this is a visitors first impression of our city and I am sure that you wil agree that this is not ideal particularly if the visitor is elderly or indeed had a disability

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257 Cap private hire plates 258 1. Give priority status to applications for EVs.

2. Give PHC full access to bus gates and greenways; the cost of EVs represent a significant investment which can be incentivised by the increased earning opportunity that access will bring.

3. Establish congestion zone in the City, impose a small charge for PHC & Taxis, but give free access to EVs.

4. Quickly improve Rapid Charging points infrastructure around City centre.

Impose parking fines or removal of vehicles parked in EV recharging bays (not recharging).

5. Provide financial support towards purchasing EVs and Euro 6 emission vehicles.

259 get rid of the 20mph zones and allow private hire cars to use greenways 260 Encourage cycling and invest in more cyclist infrastructure. 261 Usee greeways 262 Let the phc drivers use green ways, bus lanes 24 hours.

And give interest free loans or grants on purchasing electric vehicles. 263 I think there are many private hire vehicles and taxis that are really bad at polluting our city. I think many are good, but some are terrible. Hard to answer these questions since I am in the industry

This vehicle, a van registration GP07 NWE I saw spewing out thick smoke from beneath it. The owner was not happy when I made him aware of it. Plus telling me basically to go back where I came from.

I think it's an issue I see on vans, buses and even personal cars. We can't just target the taxi business alone. 264 The number of PHC's on the streets of Edinburgh has doubled in the last 2 years increasing the levels of air pollution. The reduction to 20mph has also had a negative effect on air pollution as have all the other road narrowing and bus stops extending into the road schemes the council have implemented in the last few years.

Traffic flow within the city desperately need to be addressed. Lessons can be learned from many cities across Europe. 265 Build few underpass and flyover to ease the conjunctions during peak time. Due to bus lane there is always traffic jam. This is what cause the pollution more.... and stop digging up all the Edinburgh if it necessary then builder must be working day Time and night time to finish as quick as they can. 266 Get rid of 20m zone as causes more pollution.

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267 City of Edinburgh - stop persecuting car ownership, remove speed bumps and stop the 20MPH limit, all of which increase pollution.

Scottish Governent to apply European/UK/Gobal Standards 268 Let private hire vehicles into the greenways. Provide grants or interest free loans for drivers purchasing electric cars, Euro 6 emission vehicles 269 Make same rules for black cabs and private hire about using bus lanes to lover emissions in Edinburgh 270 provide finance to help us change vehicles 271 You already do an emissions test 272 Allow PHC,s to use bus lanes which will cut down on journey times, therefor less emissions per journey. Provide incentives for drivers buying electric vehicles. 273 Let private hire vehicles into the green ways. Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 274 Stop increasing vehicles on road that should stop pollution.. 2 many car available at moment... Stop others operators getting operators licencing 275 I think targeting the age of a vehicle is pointless.. they all have to pass emission tests as part of there MOT.. regardless of age.. I think we should go with the Euro emissions option .. all vehicles are progressing towards hybrids and fully electric cars in the next few years anyway... the new tx5 taxi out next year is a hybrid.. and so I believe targeting the age of vehicles.. either taxi or private hire is just going to cause mass agrivation to many hard working drivers and owners... I think there will be an introduction of a congestion charge in Edinburgh soon anyway.. so I would urge you to please not target the age of vehicles. Thanks sy 276 Allowing PHC in greenway zones the same rule as hackney many have the same view regardless what's driven, will cut down emissions and also help congestion which in itself creates more emissions when greenways are empty. Provide grants or loan opportunities for drivers pirchasing low or zero emission vehicles 277 Alow ph to use green way 278 The problem of air pollutants are: old buses and old trucks, old vans.

279 Let private hires vehicles use green ways

280 Let privet hire vehicles into green ways provide grants or interest free loans for drivers purchasing electric cars, euro 6 emission vehicles .

281 Allow Private Hire Cars to use the green ways

Provide grants or interest free loans to buy electric cars or Euro 6 emission cars

Stop allowing as many companies to dig up the roads at the same time. 282

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283 Other measure should be reconsider that reducing speed all over the city making congestion and cause more time on the road, it doesn't mean the national speed limit within the town but 30mph is more appropriate to control the flow of traffic 284 Yes .stop digging up roads ALL OVER THE CITY.it causes more pollution with roads full off traffic.and cars and buses in the city polluting the Air !not just taxis and PHC Vehicles. 285 discount for drivers if they want buy new 0 emission vehicle 286 Change Bus lanes to lanes for multiple occupied vehicles and allow PHC drivers to use these lanes, said lanes would operate 24 hours a day seven days a week. Reducing emissions and benefiting passengers alike. Too many vehicles using bus lanes when they are empty. 287 Get rid of 10+ year taxi and phc

288 Let private hire vehicles into the green ways provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles. 289 Reduce the number of buses going through the city centre and ammend traffic lights to better suit emissions 290 Grants for purchasing electric vehicles.

PHC able to go in greenways. 291 Encourage taxi driver to go for electric or hybrid car by giving some finance schemes by councils.. 292 Allow phc vehicles to use bus and greenway . Also allow them same priority as taxis.

293 Provide more taxi rank spaces so that they can be parked instead of driving aimlessly about the city centre looking for a space to sit. 294 Abandon 20 mph limit 295 Allow phc to use the bus lanes, getting to the there destination sooner, and more economical, and not caught up in congestion and adding unnecessary pollutants into the community 296 Let phone use greenaway. 297 Reduce fees, give financial support and interest free loans to drivers for buying low emissions vehicles, let Phc use bus lanes.

The council allowing a parallel fare structure like uber in the city has not just greatly affected all taxis private or otherwise . It also has an environmental impact that these drivers do double the miles to make a reasonable wage hence DOUBLE THE EMISSIONS

298 Allow PRIVATE HIRE vehicles to use the GREENWAYS.

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299 *Allow PHC vehicles access to greenways - whether the plate on a vehicle is a Taxi license or Private Hire license, the fact remains that a customer has opted to pay to get to their required destination, in the quickest and most efficient way.

*Absorb at least 30% of low or zero emission vehicle cost.

*Encourage businesses to take delivery at night where possible to reduce HGVs slowing the road network and causing slow traffic

*Address some of the unnessecarily slow traffic lights, or lights where only 3 cars or 1 bus can get through per cycle.

*I suspect the real reason for our air pollution lies within the some 180,000 vehicles navigating the city everyday, and not the mere 4,000 vehicles plying for hire. Our road network is struggling. Relentless road works, temporary traffic lights and the new 20mph limits have all contributed to the worst road congestion and air pollution of recent times.

*Limit the number of Taxi & PHC plates.

*Congestion is the real problem here... 300 Had to change the vehicle is not that easy .other thing council can do emmisiin test when that need if is pass then drive other wise change bit not 2 years

Our house hold based on this job we strongly say that is not fair for driver 301 The same policy whatever they introduce should apply to all vehicles and not just taxis and PHC 302 Give permission to private hire to use greenway 303 Let private hire vehicles into the green ways provide grants interest free loans for drivers purchasing electronic cars Euro 6 emission vehicles 304 Currently, PHC vehicles in Edinburgh are disadvantaged by not having the same dispensations as Hackney Cabs, e. g. not allowed on bus lanes, entry through bus gates or other such "privileges". This leads to increased stationery traffic and a greater build-up of pollutants. As such, bearing in mind that there are nearly 2000 PHC vehicles in Edinburgh compared with approx 1300 Hackneys, it is obvious that current policies are contributing greatly to p[ollution levels. 305 Why is the coucil not looking at there own vehicles like all the council owned bin motors or all the let buses that are driving around the city which are all diesel 306 Allow the PHC in the bus lanes to ease traffic congestion 307 Let PHC into green ways?

Help with funding grants for people to afford newer cars? 308 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles

Also limit the number of private hire licences allowed at any time

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309 Electric cars are the future for Edinburgh but Council need to build the infrastructure of charging points for those vehicles. 310 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 311 Edinburgh council should do their maths better. Issuing plates like hot roles to uber has not and will not encourage greener taxis and dropping the price of PH licences 'coincidentally' when uber came along. A 15 year old taxi does not pollute more than a 5 year old one - it's the same technology. 312 Let private hire vehicles into the green ways 313 Offer them a vehicle buying scheme where any phc or taxi driver would be accepted regardless of credit status. Vehicle would have to be offered at good price with low interest rates. 314 Let private hire vehicles into the green ways and provide grants or interest free loans for drivers purchasing electric cars, Euro 6 emission vehicles. 315 Allowing Private Hire Cars access to the green ways would reduce emissions from queuing in traffic at peak time. 316 To make it easier to buy low emmission cars by setting up some type of a schemme or interest free loans. To put a limit on issuing more licenses on both drivers and cars. 317 Subsidise electric vehicles. 318 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 319 Let private hire vehicles into the green ways, provide grants or interest free loans for drivers purchasing electric cars, euro 6 emission vehicles. 320 To provide interest free loan for buy environment friendly new cars and bit high taxi fare for cover car price every month. 321 Actively promote hybrid cars and electrical cars.

322 Provide drivers with support in making their vehicles more compliant or assist in getting newer compliant vehicles. Same rules should apply to both black cab taxis and PHC. 323 Council can part exchange all the vehicle when it is absulately necessery to replace the vehicle. If and when it will be obvious. 324 Allow phc drivers to use the green ways , council could give grants or loans to help with purchase of electric euro 6 standard veichles 325 Get old cars/taxis off the road if emissions are to high especially when they are clearly blown black smoke out of exhaust pipes visible to police public and taxi inspectors please look at what a man from Mumbai has came up with a filter on tail pipe which catches carbon and makes black ink for art BBC news program 326 Allowing phc cars to use the bus lanes would vastly reduce emissions during rush hours

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327 Significant investment in safe, direct, attractive routes for active travel to encourage people to walk or cycle rather than driving or taking a taxi. And of course, associated bicycle parking and improved capacity for taking bicycles on trains and also buses.

Reorganisation of bus routes to reduce numbers of empty buses queuing along city centre streets and radial routes.

Presumed liability for accidents, this will help to ensure that those driving vehicles are more aware and more respectful of cyclists and pedestrians and therefore more people are likely to switch to active travel.

Congestion charging for all private cars and vans entering city centre, including residents of the city centre.

Sectorisation of parts of the city (widespread installation of bus gates) to discourage use of cars for short journeys especially across and near to city centre.

Land Value Taxation to replace the Council Tax; this will make it easier for businesses to open closer to where people live, and also will lower house prices, making it easier for people to move close to their work - both will serve to reduce the need for frequent vehicle journeys. 328 Phase out motor vehicles. Stand up to the motor and oil industries who continue to benefit from continued motor vehicle use despite the well-known disastrous effects on the environment.

Stop housing developments that encourage vehicle commuting (eg. Midlothian to Edinburgh). If people need to get in their cars to get a litre of milk, or have to travel five miles by car because there's no bus service, that's poor planning. Local services, eg. shops, cafe's, pubs etc. should be reachable without needing a car.

Make cycling much safer - it's wrong to encourage it if it's going to put cyclists in danger.

Penalise motor vehicle use and incentivise active and public travel. Hold private-car- free days and watch those particulate levels plummet. 329 Let PHC's use the greenway. Possible start a govenment funding scheme where owners can trade in their PHC's/Taxi's for an electric vehicle so it won't be so expensive for the individual.

Make the roads 30 mph again (except by schools, hospitals, ect.) 330 Let private hire vehicles to use bus lanes in Edinburgh 331 Let private hire Vehicles in to the green ways Provide grants of interest free loans for drivers purchasing electric cars, Euro 6 emission vehicles .

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332 PHCs should be permitted access to the Greenways at all times. It seems bizarre that these licensed vehicles are forced to drive longer routes when Greenways traffic restrictions are in operation. Longer routes means greater fuel use which automatically leads to increased emissions. Access to the Greenways for the very many hundreds of licensed PHCs in the city would significantly reduce the overall level and impact of emissions.

All PHCs are now liveried with council and company stickers as well as PHC plates front and rear and are therefore highly visible and easily identifiable. The issue of other drivers following PHCs into the Green ways no longer exists. The Greenways restrictions also financially penalises the thousands of passengers with mobility difficulties and Taxi Card holders in general that cannot physically access Taxi cabs due to the particular nature of their mobility difficulty. It is also galling that non Hackney cab taxis from outwith the City of Edinburgh are permitted full and unhindered access to the city's Green ways. 333 Yes 334 By encouraging drivers to buy low emission vehicle.by bring down the cost of the of the badge if say your vehicle is a 0 %emission vehicle 345 Allow private hire to use greenway will help 346 metro cabs are too old....

ghosts tour bus spits out more emissions than the whole taxi trade

too many Uber (PHC) causing more emissions and a lot of Uber cars are that old i wouldnt even sit inside them. 347 No more new licenses 348 Increase the speed limit back to 30 mph , let phc vehicles into the green ways , provide grants or interest free loans for drivers purchasing electric vehicles. 349 The cost of a zero emissions taxi is near £50k I'm not sure what it is for a phc. Also most taxis are double shifted.on the road 24h. How do the vehicles get charged? This will lead to taxi drivers unable to work. 350 Give financial help to owners. Years ago, the govt told us to ditch petrol & buy diesel. Better for environment. Because of companies falsifying emission figures, we are in this position. Owners have been guided by their lies. 351 not sure here but i know that we are being priced out of the market by the companies that we buy our vehicles from. we are now over run by phc and the not needed uber. it has got harder to run a cab and doing more hours which in long run affects our health. 352 Full statistics on the most polluting vehicles in Edinburgh are essential in this debate otherwise all comments regarding taxis and PHC are meaningless. What are the comparative pollutions emanating from buses/delivery vehicles/private cars/taxis&PHCs? 353 Remove the 20 mph currently active by a council that obviously needs attention

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354 Yes - stop issuing new PHC licences when it was proven by CEC's own commissioned report by Halcrow that there was no significant unmet demand. The issue of approx 600 licenses to predominately older private cars significantly increased emissions in the city contradicting their own stated policy. 355 Council should help people by providing loans and grants for electric vehicles or low emission vehicles. 356 If the government where to subsidise taxi owners to switch to electric that would help 357 Stop the scatter gun approach to road works in recent weeks we had leith st / Saint Mary's st and holyrood rd closed at the same time MADNESS ,get more cameras at lights to stop vehicles blocking junctions ,reduce the amount of tour buses at peak rush hour times , out with rush hour stop the tram -usually empty- getting priority at lights ,see princes st at south Saint David st ,Waverley bridge and Haymarket junctions

There are now more Phc cars on the road than black cabs perhaps the total should be capped 358 Let private hire vehicles into the greenways,Provide grants or interest free loans for drivers purchasing electric cars,Euro 6 emission vehicles. 359 The Scottish Government could provide subsidies/scrappage schemes to help people convert from petrol/diesel engines to electric vehicles (cars and electric bicycles). More emphasis and incentives should be given on leaving the car at home for short journeys of up to 5km; currently around 70% of journeys in Edinburgh are 5km or less - distances that can easily be walked or cycled.

The city should continue to invest in high quality walking and cycling infrastructure, and focus on separation of pedestrians, cyclists and motor vehicles to ensure that all transport users experience a minimal level of conflict.

It is also important to maintain the accessibility and affordability of public transport for the city. Edinburgh's one of few cities seeing car use drop and public transport use increase so it is critical that new greenbelt housing developments are built with public transport in mind rather than car use dominating the developments - pavements are key to safe routes to school.

In order to cut traffic on St John's Road we would also like to see more development/use of the Edinburgh Gateway station. This would be ideal to be developed as a bus interchange removing many of the long distance buses/coaches from the congested and polluted St John's Road. 360 Are there grants available to help purchase the new electric LTI taxi as this is likely to cost somewhere in the region of £60k making it a false economy to do so? 361 Let private hire vehicles in to green ways.

Provide grants or interest-free loan for a drivers who wanted to purchase electric vehicles. 362 Cease the amount of PHC and cap the amount of licences of PHC straight away then you will reduce the amount of vehicles on the street 363 Give subsidies for lower emission hybrid or electric vehicles

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364 Engine replacement / scrappage scheme for engines failing emissions. To replace an engine costs approximately £5,000. A 20% Scottish government grant at a cost of £1000 per vehicle. Money would be partially recouped by greater tax revenues on the businesses which would be carrying out engine replacements. 365 The cost of a new taxi and phc are poles apart therefore different rules should be applied ie a new taxi can be up to four times more expensive than a phc .Please remember the rules were set by the council and it should fall on them to introduce legislation that reflects the cost of replacement vehicles in a fair manner and not as it is at the moment; heavily biased in favour of cheap phc vehicles 366 There is not only taxi and phc using out roads. Other ways of reducing emissions should be looked at before putting stricter rules in place for taxi owners. We are finding it hard to make ends meet and more expensive rules will eliminate the the taxi trade in a few years. 367 The only feasible way of making these changes fast would be to subsidise the replacement of old Taxis.

Unlike PHC's, Taxis are public transport assets that cannot be easily sold into the public domain, and abrupt changes could render many expensive Taxis useless.

As a public health concern, the cost of these changes should be largely met by the Country's authorities. 368 Phase in cleaner less polluting vehicles. It will need to be over a long period of time 369 If this what they want to do they should give us a grant for a new car 370 Make the drivers turn off their engines when on rank. Random tests on the street for emissions. 371 Let private hire vehicles onto the green ways, provide grants or interest free loans for drivers purchasing electic cars, Euro 6 emission vehicles. 372 Reduce the prices for new taxis maybe council should look at selling new taxis instead of cab direct who have no competition and just rip us off with inflated prices 373 Reduce the amount of PHC in Edinburgh,Edinburgh does not need this amount of PHC.

The sudden increase in the amount of licences issued to PHC has congested the city,this happened at a time when we were trying to REDUCE emissions. 374 Allow use of green ways for PHC vehicles 375 Provide subsidies to enable more business owners the opportunity to purchase cleaner greener vehicles more regularly 376 Stop putting on new phc every week 377 More control for old vehicles and not allow for bed. 378 Let private hire vehicles into the green ways.

Provide grants and interest free loans for drivers purchasing Electric cars.

Euro 6 emission vehicles.

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379 Let private hire vehicles into the green way provide grants or intrest free loan for drivers purchasing electric cars euro 6 emission vehicles. 380 In reducing the time that there is roadworks and temporary traffic lights in the city will reduce emissions - streamline the services that need to be carried out at any one time in high traffic areas.

Introduce days in the week when only certain vehicles are allowed to drive.

Switch off non essential traffic lights after 10pm to help with the flow of traffic and raise driver awareness. 381 The cost of replacing a black cab is already causing hardship to many owners 382 As taxi drivers we can not afford new cars to buy. Council should also consider subsidies towards taxi drivers as they are struggling now in competition.

383 If zero Emissions are the stated aim of the authority then more positive steps need to be taken to support the taxi trade to convert. The provision of fast charging points throughout the city either subsidies on the cost or lease of electric vehicles as the projected cost of the new London Taxi will place it beyond the reach of most current taxi owners. The move has to cover all forms of public transport . Other major contributors are commercial vehicles which should also be targeted. 384 As texi driver we cannot afford to buy brand new car and going to pay high tex and other expensive 385 More spot checks on popular ranks at busy times from Taxi Examination inspectors and Council representatives would serve as a very powerful deterrent in getting owners and drivers alike to keep their vehicles cleaner and better presented there forcing more pride to be taken in their vehicle's presentation. 386 Whilst the rest of the industrialised world like China/India/USA carry on as normal does edin city council really think that all this nonsense will actually make any difference? Edinburgh is a small city in a tiny country at the back edge of beyond. 387 Car manufacturers are continually working on reducing the emissions for vehicles year on year. In West Lothian the PHCs have a limit of 150 g co2 which has in turn has worked well for them. Taxis are exactly the same manufacturers work to have these vehicles working to strict euro guidelines reducing their emissions also year on year. 388 Look at reducing the numbers of phc drastically, refuse to relicence uber and subsidise the cost of electric taxis when they become available and are viable. The council needs to seriously listen to the taxi trade as using a "big stick" and bringing unviable policies will not bring the result they are hoping for, it will just be the final nail in the coffin for the taxi trade in Edinburgh. 389 Introduce a wider policy of Parking Priority Schemes throughout City Centre and enhance existing ones to prevent commuters from bringing their cars into City Centre and Parking for free. i.e. enforce them to use sustainable transport such as bikes and buses or zero emission taxis. 390 The City of Edinburgh Council wishes to reduce air pollution, but increases the PHC fleet to 2000 vehicles within months thus making a mockery of their environmental credentials! Stop increasing licences that would be the first step.

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391 To reduce levels of air pollution the council could consider restricting more city centre streets to buses and taxis only. Also by extending parking restrictions to seven days instead of encouraging the public to bring cars into the city on a Sunday. As the number of PHC vehicles now outnumber taxis and given that they can be more easily sold on, the council should concentrate on limiting the age and emissions of PHC vehicles. 392 Allow Private Hire cars drive in green ways. Provide grants or interest free loans for drivers buying electric car or Euro 6 emission car. 394 You have to make sure there are sufficient charging/gas stations in Garages, the vehicles must give you the same as the owners get from the cars they own now. Every housing estate that is being built should have a charging station, if you did then more people may look to change cars. 395 I think all car should be eclectic and this could help for less pollution 396 A limit in PHC is essential, taxi licensing is limited and doesn't bring any further pollution to our city but a 40% increase in PHC licences has without dout and will continue to do so until the first step is made! 397 stop the issue of new PHC plates and cap it at the current number which is far too high. 398 Apply the same rules to private hire cars that apply to black cabs regarding bus lanes and access to certain streets to cut journey times and also emissions. 399 The capital cost to replace a taxi is between £35-£45k. On top of this you have servicing costs, licensing costs, substantial road tax costs (as from March this year) as well as fuel and other incidental costs. Given the unprecedented rise in PHC vehicles over the last 2 years and the licensing of Uber as a company it is extremely difficult to make a living wage from the black cab trade, as the market is oversaturated. This can be witnessed by the over crowding at ranks with drivers forced to drive from rank to rank looking for a space. This in itself is creating unnecessary pollution, a problem that CEC could sort out. As an example, the busiest station in Scotland (Waverley) probably has the most inadequate taxi provision in the whole of Europe. In order for me to afford a new taxi the initial capital cost would have to be heavily subsidised by a scrappage scheme or grant. Also, as it is comparatively cheaper to purchase a PHC vehicle, the continued over licensing of the PHC trade will lead to more taxi owners being unable to purchase and run a new taxi.

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400 Stop the 20 mile speed limit. It has been proven in many cities in England that it actually creates more pollution driving about in 2nd gear with your engine revving.

For the safety of cyclists in Edinburgh it would have been more appropriate spending the £5 million on fixing the roads rather than wasting it on Signs & Road paintings.

The Black Taxis in Edinburgh are of a very good quality thanks to a very strong Police examination.

As for the PHC car & driver they leave an awful lot more to be desired. Causing many accidents from driving the wrong way & not being able to understand basic English!! 401 If the council would give the taxi industry a fair playing field and stop putting more phc on the road,why can a ordinary person apply for a phc driving license and work the next day and pick up passengers when they do not know where they are

going!!! But my daughter has just spent over a £1000 obtaining her taxi license ,so she can do a proper job taking people from a to b. 402 Yes issue less PHC licences especially when there is no clear indicator that the number of PHCs needed to increase by so much.

Secondly offer interest free loans to anyone replacing or buying a TAXI for the first time. Not for PHC as cost to put new car on road considerably less. Although would be unfair to not offer something to the PHC trade. 403 if you impemented to rid the city of older taxis what help cost wise would the council be willing to give with the costs as these new taxis are really expensive and with the council not putting a cap on phc licenses will it be cost efective for the black cab owners to afford new taxis??? 404 Provide an affordable leasing option for electric or hybrid vehicles 405 Termination of further PHC licensing therefore allowing Black Cab drivers earn enough to replace vehicle when necessary. 406 Although this survey focuses on the polluting roles of taxis/PH vehicles, it is evident through driving a taxi (in my own case) that part of the pollution problem is caused by stationary traffic because of poor traffic flow management (notwithstanding the horrendous amount and frequency of roadworks). For instance, at certain points in the city centre there are so many busses concentrating at certain points that queues of idling vehicles are inevitable.

Secondly, again when it comes to traffic flow, some junctions are terrible. Many need right filter arrows that allow right-turning traffic to actually operate effectively. Similarly, the seemingly inexhaustible mania for widening pavements beyond seeming need, has robbed many streets of left filters. Thus, where you have no right filter and no left filter, any vehicle at the front of a queue wanting to turn right holds back everything behind it - adding to pollution levels. The junction from Lawnmarket into George 1V Bridge is terrible at times with right-turning busses causing all sorts of jams.

Thirdly - as with the filtering system, bus-stops extended so that all traffic behind a bus has to stop when the bus stops, also causes standstill, idling traffic. Morningside Road & Grassmarket being cases in point.

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Edinburgh has at its disposal one of the best traffic management tools available to it, in my opinion, that simply isn't being used. That tool is its fleet of taxi drivers, who day in, day out see traffic flow issues first hand. I mentioned to a councillor years ago that the council should be utilising that continuously updated knowledge to manage traffic flows and volumes better by setting up a forum whereby drivers could highlight places, junctions etc where there are problems. I was told that as we weren't 'elected' people, we wouldn't be listened to.

I still maintain that an official CEC forum whereby taxi (and bus drivers) can highlight traffic flow issues and have them read and acted upon by officials to put before councillors for consideration is one way to see where problems are arising and possibly head off more serious pollution problems before they happen. It may be a small measure, but it would be cheap and effective, I believe - and help pollution levels, as traffic would flow better and break up hanging pollution. 407 The grants would need to be of a reasonable amount as the vehicles will become more expensive to purchase, also what about charging points for 1330 taxis that need to be on the road 24/7 to pay. Air pollution levels scrap the 20mph now. 408 I as a owner have invested money over the years in purchasing a plate and cab and maintaining it to the highest standards as expected, been through several cabs from TX2, TX4 to Metrocab to even the new Mercedes and eventually back to the TX1 as i have found it to be the most reliable cab out of all and perfect for the streets of Edinburgh especially for the new speed limits put in place as it doesn't have the speedy initial take off of the new motors, if the government was to aid us in replacing the vehicle as we have ploughed so much into it over the years, they are not cheap to maintain to a high standard would be an incentive to change as it stands just now i think the majority would not be able to afford a new one as the work is not there like it used to be become saturated with PHC and UBER which i am not against as i believe competition is always good for business but at the moment the black cab trade is suffering so to to buy at the moment without any help is very difficult and because of the high amount of older cabs which are being used in Edinburgh if they were all to go then to find a rental would be difficult to find as well, a good number of cabs in Edinburgh are TX1s which have been regarded as bulletproof as they are made for the job easy to maintain so always ready for work, i would like to make my cab presentable as an example of what i think an iconic cab should look like, if you can keep them to a high standard then why let them go.

Maybe in the somewhat future we can all move to electric as more electric cabs being brought into the market but still be a while yet.

Also maybe allow buses taxis and cycles only in city centre as it is becoming increasingly busy in peak hot spots this would aid in reducing the pollution. 409 Remove all phc,taxis,buses and private vehicles more than 10 years old 410 Get rid of 20 mph and ease congestion by co ordinating roadworks far too many needless tailbacks caused by lack of consultation more and bigger black cab ranks as driving around only to find no space to stop 411 Let private hire vehicles into green ways, provide grants or interest free credit loans for drivers purchasing electric cars, euro 6 emmission vehicles

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412 At the moment Birmingham city council is looking at an LPG project .I feel it would be positive if Edinburgh Council could look into this also. 413 Allow private hire vehicles onto the green way's also provide grants and interest free loans for drivers purchasing eclectric or hybrid euro emission 6 vehicles. 414 Let private hire vehicles into the green ways , provide grants or interest free loans for drivers purchasing electric cars, euro 6 emission vehicles. 415 let private hire cars use green ways and or interest free loans for driver to buy electric cars euro 6 emmison vehicle 416 Regardless of the age of the private hire car as long as the emissions are low they should be allowed similarly with Taxi. 417 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars, Euro 6 emission vehicles. 418 Reduce the number of PHC's

419 Let private hire vehicles into the green ways

Provide grants or interest free loans for drivers/owners to purchase electric cars, euro 6 emission vehicles 420 Let Private Hire Vehicles access to Greenways 421 Lift the 20mph limits 422 Allow phc vehicle's onto the green ways also provide grants and interest free loans to driver's purchasing electric or hybrid euro 6 emission vehicle's. 423 Council road policy in keeping the city running is appalling. Bus stops out in the carrige way,narrowing of streets,speed humps,road closures and now 20mph restrictions. Has the council ever thought it could actually be their policies that cause not only congestion but poorer air quality.

Also council licensing another 800 !! PHC cars to satisfy Uber smacks of something very dodgy. 800 !! How on earth does that help our city ? The cost to get a phc plate was even dropped just as the American tax dodging lot came to town. How about that for coincidence ??

Council must have a long hard look at their own road policies before hammering hard working Cabbies. 424 Let private hire vehicles into the green ways Provide grants or interest free loans to purchase electric vehicles Euro 6 emission vehicles 425 Private hire vehicles allowed onto green ways and drivers purchasing new hybrid and electric vehicles should be given grants and interest free loans 426 Let private hire vehicles into the green ways. Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles .

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427 Scrap the 20mph zones. Install more taxi ranks to stop taxis driving around needlessly burning fuel and adding to pollution. Remove/impound cars parking on ranks - same reason as above. 428 Let PHC into the greenways to reduce emissions and help with shorter journeys .Provide grants or interest free loans for drivers purchasing new or electric cars, euro 6 emission vehicles. 429 Allow PHC to use Greenways to help traffic flow and reduce omissions 430 Well, increasing the speed limit back to 30mph would help. Having traffic flowing better around the city would also help rather than stopping it at every opportunity. 431 Can't explain 432 To try hard to keep pollution low 433 Remove 20mph speed limit to reduce pollution and congestion in city. Traffic filtering should be checked and redesign. During Summer Time in City there should be no Road Works . Its cause of high density pollution. Interest free loan for PHC drivers to buy electric cars and maintain euro standards.

434 If forced to change vehicle the council/Scottish gov should provide low cost finance to all that have to change their vehicle 435 Less polluting vehicles 436 Let private hire vehicle into the green ways provide grant or interest free loan for drivers purchasing electric cars, Euro 6 emission vehicle 437 Edinburgh should move towards the same model as London and introduce electric taxis, with appropriate infrastructure, as soon as possible 438 Let private hire vehicle into green ways provide grants or interest free loans for drivers purchasing electric cars Euro 6 emission vehicle 439 let private hire vehicles into the greenways provide grants or interest free loans for drivers purchasing electric cars, euro 6 emissions vehicles. 440 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 440 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 442 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 443 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 444 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 445 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles .

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446 I think that licence fees should be lower for lower emission vehicles and clearly higher for diesels of any sort.

Convenient charging points should be provided and these should prioritise those drivers getting fares

Maybe some sort of transitional fund - say interest free loans on new vehicles by drivers swapping to EVs and decommissioning diesels. Or help with leasing new tech while it is still early adoption. 447 For a start stop creating publications, questionnaires and briefing documents which seems to class Taxi and PHC as the same when they are totally different. In fact you should help educating the public of the differences. If anything you seem to be encouraging the blurring of the lines between the both. If you want to class them as similar make ever PHC to have meter. See how you get on with that with one of the "Technology" companies. Create a level playing field.

To be honest if you wanted curb air pollution within the trade you should have capped the unprecedented rise in PHC which would totally wipe out any incremental difference between Euro 4, 5 or 6 448 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 449 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 450 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 451 Interest free loans to by newer cars.

452 Does the new law would apply to hybrid cars as well? I drive Toyota Prius hybrid car.pleae reply to this quary at [email protected] 453 They should help people who have bad credit in the past and issue interest free loans and make them cheaper.or hep the cab black trade move to electronic cabs. 454 limit the number of PHC. 456 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 457 There's not an electric taxi made that can do enough miles per shift my taxi is double shifted both drivers doing at least 130 miles per shift

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458 There are approximately 1800 PHCs on Edinburgh's streets,some of them driving around plying for hire,others sitting with the engine at tickover to keep the heater or aircon going. Taxi ranks are overflowing because there is not enough work for them. This apparently causes obstructions,I am serious by suggesting these statements are linked. The oldest taxis on the streets are the LTI TX1,a reliable & tough cab. Many owners have found out to their cost when they got an "environmentally friendly" Peugeot that,not only did they spend thousands buying it,that they then spent more time off the road because the engine,clutch,gearbox & electrics were not up to the job.

CEC would do well to realise that closing off side streets,(Leith Walk to Iona Street is one of them) & all the street closures in the New Town since 1991 causes congestion. A frequent journey I get is Queensferry St to Stockbridge. This ought to be Charlotte Square,Glenfinlas St,Great Stuart St,Moray Pl,Doune Terrace,but no,we are forced onto Queen St & Howe St,or across the Dean Bridge. More unnecessary restrictions are the Cowgate from 10pm which is widely ignored by all motor vehicles apart from black cab drivers,so we are forced to use Victoria St,Geo IV Bridge,Chambers St,Infirmary St. I could go on. 459 Yes you could provide us with zero emmision cars that will cost 41000. 460 PHC vehicles be let in the green ways . Loans and grants be put in place for drivers to purchase electric cars like Euro 6 emission vehicles 461 Allowing PHC cars on greenway 462 Only in the period of a year CEC has added more then 500 private hire vehicles, which you continually keep printing and adding.. yet you are asking of opinion how to reduce polution? Are you serious?

If you don't cap the number of PH and keep going in line with Uber nasty politics of flooding and destroying taxi trades you are directly responsible for all the consequences which include higher level of polution. 463 Promote hybrid vehicles 464 One of the main sources of pollution in any town or city in the UK is from service busses . Electric busses are available now !They are a great application for electric vehicles with the size of the floor pan area enabling a substantial amount of batteries to be stored . They would be capable of working all day without charge. The only reason they are not used extensively is because a fuel rebate from the government makes them financially more expensive to operate . It is only because of the substantial subsidy from the government that we don't have Electric busses now !! 465 The taxi test , does a emissions test, ! So if it passes the test what's the problem??

The council is to blame for the high pollution in our city ,,!!

If you would like to talk to me about the problem, phone me 07708459341,, I could highlight the problems in our city.!!!

466 put the speed limit back to 30m.p.h. lower gears at 20m.p.h, produces more pollution and cause more wear and tare.

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467 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 468 Reduce traffic lights, stop narrowing roads especially main arteries out of the city. Stop giving trams priority leaving huge tailbacks of traffic emitting fumes Prioritise cleaning up all the buses that are which are belching smoke into the atmosphere first, review bus routes taking them from the Royal Mile and any narrow streets that causes tailbacks . In short make Edinburgh move again. 469 Stop the 20MPH limit 470 Let private hire vehicle into the green ways provids grants or interest free loans for drivers purchasing electric cars ; euro 6 emission vehicles. 471 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers

purchasing electric cars , Euro 6 emission vehicles . 472 Reduce Lothian buses

473 We need to consider the owners coz they create job and the cost of living is getting higher and new vehicle may result to many not in jobs but if we use technology can help to reduce emissions .Cost of renting is more than owning one yet Diseal engine can be added ad- blue to lower the emissions .this will be fair for both owner and lower emissions 474 Increase speed limits and congestion by improving infrastructure rather than putting more burden on the working class. 475 YES,STOP GIVING OUT PRIVATE HIRE PLATES LIKE CONFETTI.

MORE PLATES ISSUED MORE POLLUTION. 476 Get rid of the 20 mile an hour zones as these increase pollution. 477 Reduce private hire numbers and add more public hire plates !!!! PHC vehicles are sometimes very old and also some taxis as well so by adding to public hire and new plates being allowed on taxis 3 years old or newer we can reduce pollution because taxis are allowed on. Us lanes etc 478 Hybrid cars will be mandatory 479 For CEC to urgently implement a strong Low Emission Zone covering the city centre and other areas where air quality standards have been failed.

For the Scottish Government to financially incentivise CEC towards implementing said LEZ.

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480 Question 19 is nonsense as you are assuming that there will be a new generation of electric cars capable of doing the job, that you will have provided a full backup infrastructure to support such vehicles and that the price of conversion is affordable for the trade to pickup.

Just as Taxi owners have to field approved vehicles for their business it follows that the Council could recognise certain cars deemed suitable for the PHC trade, so at a stroke you would have low emission cars or even zero emerging and over a reasonable period all cars would ultimately be fully compliant with the desired revised pollution levels, and of course the rationalisation of the PHC fleet would be a welcome product of such an initiative.

A light touch on regulation desirable as technology is driving the change we all seek to push matters at this point will ruin businesses and place owner/drivers in financial straits. 480 Install electric vehicle charging points in publicly accessible areas, which while not necessarily providing free electricity, would incentivise greater adoption of electric or plug-in hybrid vehicles. 481 Yes drop the 20mph zones would be great help 482 Ban sitting stopped with the engine running. 483 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers purchasing electric cars , Euro 6 emission vehicles . 484 Raise speed limit. Stop congestion. Keep vehicles moving. Reduce number of unnecessary vehicles on the road. 485 Drivers need help from city council to by new car .. Long terms loan 486 Pedestrianise most city centre streets. Prevent motor vehicles from driving through the city centre, with the exception of buses (AKA filtered permeability). Taxis and PHCs to be fitted with mandatory GPS controlled speed limiters (to ensure adherence to 20mph limits). Taxis and PHCs to mandatorily attend eco-driving and cyclist-awareness courses. 487 It is easy to sit back and suggest such things with the best of intentions, but to maintain a taxi fleet under financial pressures, coatings must be part of the consultation, I do not see any costings here. 488 Let private hire vehicles into the green ways, provide grants or interest free loans for drivers purchasing electric cars , euro 6 emissions vehicles. 489 Re charging points, and access to priority ranks for zero Emission vehicles, eg at the train station 490 Get rid off 20 mile speed, because it's burn more fuel, mean more carbon foot print. Stop giving more new license. All the bus need to control the emission because they are five times more polluted than other vehicle. 491 Let private hire vehicles into the green ways Provide grants or interest free loans for drivers

purchasing electric cars ,

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Euro 6 emission vehicles .

Appendix 5 – Written Responses/Submissions Energy Saving Trust

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The City of Edinburgh Council – Spacial Policy Team Transport & Planning

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London Taxi Company Ltd AGE LIMITATION OF TAXIS AND PRIVATE HIRE CARS (AIR QUALITY)

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RESPONSE FROM THE LONDON TAXI COMPANY (LTC)

INTRODUCTION

LTC is the manufacturer of the world’s only purpose-built mass market electric taxi. The company draws upon decades of UK automotive heritage, having built the iconic London taxi in the West Midlands for almost 70 years. Edinburgh is current one of our largest markets outside London, particularly for used diesel vehicles. LTC’s electric taxi is manufactured at a new purpose-built facility at Ansty. The facility is the result of a commitment to motor manufacturing in the Midlands and a £325m investment by LTC’s parent company Geely. Ansty will also be home to Geely’s global R&D function for EV technology, exporting innovation worldwide. LTC’s taxi is built at Ansty on an adaptable platform which will in due course pave the way for LTC to manufacture other electric commercial vehicles following the taxi’s UK launch, the first of which will be a zero emissions-capable van. These new LTC’s vehicles have been designed not just for London, but cities around the rest of the UK and the world. LTC’s new electric taxi will meet the global demand for a safe, clean, accessible taxi – as well as dramatically reduce operating costs for drivers. We are keen to work closely with taxi drivers and passengers, as well as local governments to tackle the air quality crisis and bring pollution down to safe levels as soon as possible.

RESPONSE LTC welcomes Edinburgh City Council’s intention to address air quality in the city by revising the taxi and private hire licensing policy. We agree that there is a real danger to the health and wellbeing of people in Edinburgh caused by poor air quality, and that this danger can be mitigated by taking the oldest taxis and private hire vehicles off the road. This means removing vehicles with lower emission standards from the road. We also believe that to encourage investment in vehicles, the Council need to set a long-term path way for drivers – gradually supporting them to move from more polluting vehicles to the latest ultra-low emission vehicles. This will reduce emissions whilst being mindful of the pressures that the taxi trade faces. We would note that a significant proportion of Edinburgh’s taxis are Euro 4 or earlier. So, to start to realise dramatic improvements in air quality in Edinburgh, the city will need to start getting these high polluting, vehicles off the road. We believe that conditions which focus on the emission standard would be more effective than the age limit, which is paired to the vehicle’s date of registration and not its date of production. A measure linked to age limit could impact drivers who upgraded to cleaner vehicles some time ago and potentially leave polluting vehicles that were bought later on the road. As such, in the near term, the city needs to place a requirement on operators to run Euro 5 standard vehicles or above. It should also set out a timeline for mandatory adoption of Euro 6 and then zero emission-capable vehicles – a policy mechanism adopted by a number of cities around the UK. This encourages drivers to invest in new, cleaner vehicles when their finance deals end allowing them to affordably upgrade their vehicles.

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The consultation document also refers to the potential to retrofit older vehicles. From our experience from cities around the UK and around the world, we would advise against this approach in the strongest possible terms. We have yet to be consulted by a single firm offering conversions for our vehicles. As such, we can offer no guarantees about the safety of these converted vehicles, nor the quality and reliability of the conversion. Finally, we would note that Edinburgh will need to make significant infrastructure investment before it is able to host an electric taxi parc of any scale. As such, it was a shame to see that the city did not apply for funding during the last OLEV taxi infrastructure fund competition round. With this near-term challenge facing electric vehicles, we believe that Edinburgh will have to focus on getting older, more polluting taxis off the road sooner, and walking drivers up through the various emission standards will be key.

Transport for Edinburgh From: George Lowder Sent: 07 June 2017 12:36 To: Terry Higgins Cc: [email protected] Subject: TfE: Age Limitation of Taxis & PHCs (Air Quality)

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Afternoon Terry; As discussed, TfE would make 3 observations in relation to the consultation:

1.1 • Taxis and private hire vehicles should be a component of the world class, integrated, environmentally-friendly and socially inclusive transport network that we are developing for the Edinburgh City Region. It therefore follows, that taxis and private hire vehicles should be world class, environmentally friendly and socially inclusive. Taxis and private hire vehicles provide complementarity, where the existing network ends or to fill gaps in the existing network and further customer choice.

2.1 • To be a worthy partners in this, TfE would expect taxis and private hire vehicles to be; accessible, socially inclusive, healthy and sustainable. The plans of some taxi operators to move towards an electric fleet to serve city contracts is to be applauded. Significant fleet investment is being undertaken by Lothian Buses to meet 2020 emissions targets with a totally Euro 6 fleet and similar efforts by taxi and private hire vehicles should be encouraged by policy and quality partnerships.

3.1 • There is ongoing work to better integrate taxis and private hire vehicles into existing and future transport interchanges, hubs and nodes. This is an area that is recognised for improvement.

Regards

George

George Lowder MBE I Chief Executive Transport for Edinburgh Ltd Chief Executive's Suite, 5th Floor, City Chambers, High Street, Edinburgh, EH1 1YJ UBER

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ScotRail

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From: Michael Hall Sent: 07 June 2017 12:46 To: Terry Higgins Subject: Scotrail: Consultation: Age Limitation of Taxis & PHCs (Air Quality)

Terry, Thanks for the message. ScotRail are happy to be involved with this issue as taxi’s do form one of many mechanisms our customers use to access stations and thus trains. We are implementing 50 electric vehicle charge points within station car parks between July and November 2017 and these will be free to use by any EV vehicle, whether it is a taxi or not. If the car park is charged then the usual parking fee will apply. ScotRail has ambitions to create a better environment; which includes clear air and less toxic emissions within our station environments. Anything we can do help and support less emissions is being looked at and idling/waiting taxi’s form a part of this equation and we would strongly support a regulatory taxi regime by Edinburgh council which promotes low or zero emission taxi’s. I believe Dundee council have had success in this area and are pioneers across Scotland and the UK and I am sure they would be keen to share best practice.

Regards,

Michael Hall BA Hons PGCE Transformation Manager - Car Parking

ScotRail 50 Waterloo Street Glasgow G2 6HQ

07825 725437

City Cabs (Edinburgh) Ltd

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Central Radio Taxis (Tollcross) Ltd

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From: Keith McCall [mailto:[email protected]] Sent: 24 August 2017 14:22 To: Terry Higgins Subject: Age Limits, Final submission

Terry, Thanks for allowing Central the opportunity to present a written response to the recent age limits consultation for taxis and private hire vehicles.

1. Cost of Vehicles. A new TX4 was £30,485 in 2011, today it is £45,945. The new TX5 is £56,995 with government grant A new Peugeot E7 was £30,495 in 2016 but is no longer available. The replacement Ford Procab will be £35,495 when(if) passed by examination centre. The Mercedes taxi was £38,495 in 2016 and is now £43,495. These prices show a dramatic rise in the cost of a new vehicle in recent years and represent a significant investment for owner operators. Given the current climate in the industry I would very much doubt that anyone will be prepared to purchase the new TX5 at that price considering that Edinburgh is currently 198 in the PHTM table of taxi fares throughout the U.K, and the uncertainty which surrounds the trade currently. Until there is a low cost, low emission vehicle available for use as a taxi, we are of the opinion that any restriction on age/emissions is unworkable in Edinburgh, because replacement vehicle cost is so high. If CEC are to adopt an age limit on vehicles, we would like CEC to consider how operators are supposed to dispose of these vehicles at the end of their working lives given that other councils are likely to follow with a similar approach to restrictions, rendering the vehicles redundant. Further to this, there appears to be no action being taken by CEC to stop the relentless licensing of Private hire Vehicles which has seen numbers more than double to almost 2,000 in the space of 18 months. Operators are rightly sceptical of what the future holds for the trade and are reluctant to make such massive outlays as detailed above. Central Taxis are proud of the high standard of taxis we offer and are willing to work with CEC and The Scottish Government to improve these standards further, however we need the assistance of regulatory bodies to secure a prosperous future for the trade. To encourage drivers to change to cleaner vehicles, annual licensing costs should be reduced as a first step in conjunction with 0% loans and government grants.

2. Private Hire

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Taxi drivers do not have the same choice of vehicles as PHC operators do. A brand new low emission PH can be purchased for a fraction of the price of an M1 taxi. It will also be easier for operators to dispose of these vehicles at the end of their working lives into the used car market. The increase in PHC number detailed above will be contributing significantly to pollution in the city. By restricting new license applications for PHC to Ultra low emission vehicles(ULEV's) and license renewals to vehicles less than 5 years old this would help air quality hugely in the city. Operators such as Uber have benefited hugely from the council policy to reduce the price of a PHC license so perhaps now is the time to ask them to improve their fleet of vehicles to meet strict conditions. Because the entry level for a PH license is so low, the traditional taxi trade has seen a drop in the number of drivers available to cover shifts. Most new drivers will prefer to work for Uber because the price of a vehicle license and the ease with which they can acquire a driver’s license compared to the rigorous taxi application process. This has resulted in a significant drop in rental income for operators, which is another factor when considering replacing a vehicle. Taxis need to be on the road 24 hours a day, 7 days a week if it's full potential is to be realised. As the number of PHC vehicles continue to rise, the pool of work per vehicles reduces which results in a lower income per car, making affordability of cleaner replacement cars less likely. We are not suggesting that taxi operators are allowed to continue to run older polluting vehicles forever as we would like to see an improvement in the city's fleet overall, but as we are so restricted in affordable vehicle choice currently, the trade needs time to seek viable alternatives from manufacturers. Other licensing areas recognise the cost of putting on a purpose built taxi as opposed to a saloon car and have introduced a system whereby the age restriction of a taxi is higher than that of a PHC. The Scottish Government should also be assisting public hire taxi drivers to achieve their air quality targets by incentivising drivers to replace vehicles. We are aware that The Government currently offer 0% loans on vehicles over 8 years old and if limits are introduced we suggest that this age should be lowered, along with higher grants for the cleanest available vehicles.

3. Alternative Strategies to improve air quality. Park and rides, congestion charging, a ban on general traffic in the city centre, daytime parking restrictions in suburbs to encourage greater use of P&R and public transport. Edinburgh sees an influx of vehicles into the city every day from outlying areas such as West Lothian, Fife, East Lothian, Midlothian and further afield. A congestion charge could help to ease this problem in conjunction with limited time on street parking in the suburbs. Commuters can easily drive their car into areas such as Portobello, Corstorphine, Gilmerton and others to dump their cars for days at a time if they want and hop on a local bus into town. These should be using Park and Ride facilities and a congestion charge might well encourage them to make better use of them.

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Finally, our submission may seem like we are opposed to this consultation. We are broadly supportive of a phased introduction as and when affordable vehicles become available.

Keith McCall Company Standards Director

United Private Hire Drivers (Edinburgh)

From: Edinburgh PHDA [mailto:[email protected]] Sent: 23 August 2017 21:56 To: Terry Higgins Subject: Vehicle Age/Emission Restrictions

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Dear Terry,

Further to the recent consultation regarding vehicle age and/or emissions limits. I wanted to write to clearly state our views on this consultation.

There are a large number of vehicles within both the Private Hire and Hackney trades that fall short of our recommendations; these vehicles however continue to be licensed as they meet the current conditions of fitness.

We agree that the conditions of fitness need to be reviewed and updated to recognise the advancements in vehicle technology and the availability of Low Emission Vehicles (LEV) and Zero Emission Vehicles (ZEV).

We acknowledge the benefits an improved hire car fleet would bring to the City and the significant reduction in harmful emissions which could be attributed to the current fleet. Private Hire Operators have already been investing in Hybrid Vehicles, PHEV and full Electric Vehicles (EV) for a number of years and there is growing interest in EV's. I have been driving an Electric PHC for the last 4 months to evaluate the vehicle and discover issues that drivers might encounter when they begin to operate an EV; and to gauge the public's reaction to these vehicles. I'm bound to say that EVERY SINGLE passenger has been very impressed with the vehicle and the ride experience. It's also worth noting that not only will these vehicles contribute a significant reduction in harmful pollutants but also the welcomed reduction in noise pollution, especially during the early hours.

Whilst the current capital cost of an EV is higher than diesel/petrol models it is not restrictive. The cost of ownership is greatly reduced in maintenance and servicing costs not to mention volatile fuel costs. The removal of deisel/petrol costs could also result in a lowering of tariffs, or at least the tariffs will have more resilience to external external fuel price fluctuations.

We would support an age restriction of 10 years but this was historically challenged by a hackney operator arguing that his vehicle was single shifted and had done half the mileage of a double shifted vehicle and regardless of that, it was able to meet the established conditions of fitness and cab test.

We feel it would be better to go down the emissions route and reccomend that no vehicle below the Euro 5 standard should be licensed

Yours sincerely,

Mark Greenhalgh

(Chairman)

United Private Hire Drivers (UPHD)

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Appendix 6 – Additional Information – E.V. Chargers, Traffic Control & Council Fleet

The City of Edinburgh Council – Environmental Health

From: Andrew Campbell Sent: 09 August 2017 16:52 To: Terry Higgins Subject: RE: EV Chargers

Dear Terry,

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The Council recognises the need to both encourage the uptake of electric vehicles across the city as well as ensuring that appropriate charging infrastructure is in place for a range of users. The Council is currently in the process of developing its first Electric Vehicle Strategy aiming to take this to Committee in the autumn. The new Strategy will have actions designed to address a range of technical issues. These include the criteria and guidance to apply when selecting chargers, the appropriate strategic locations across the city for charging hubs, maintenance and operation of chargers and the linkages with other key partners such as the city car club. Currently there are (as of December 2016) 141 electric vehicle charge points sited across 60 locations for a mix of public and non-public use. However, to date all of these charge points have been installed in off-street locations. The need to significantly increase the number of on street charging points is fully acknowledged as a key to the significant uptake of electric cars. You can access the map which shows the location of all the charging points in the city at Charge Your Car. The EV Strategy will also outline the reasons why electric vehicles should be promoted and encouraged, such as the positive impact it will have on Edinburgh in terms of meeting it’s CO2 emission targets and improving the city’s air quality. The Marchmont and Sciennes pilot of on-street charging infrastructure will be the first on- street trial in Edinburgh and will help to define the future roll-out of on-street charging infrastructure in the city. In support of the on-street pilot project the Council was required to promote Traffic Regulation Order (TRO) changes. This statutory process has taken around nine months to deliver but is now complete enabling the Council to proceed with the advanced site works and the procurement and installation of the five EV charger units. The information from the pilot will be invaluable in developing the work further. The Council is also developing a new procurement contract for the supply, installation and maintenance of EV chargers. This will streamline the Council’s delivery approach and in the future help expedite any further charging infrastructure rollouts. As the framework is expected to be in place soon, the intention is to utilise it as part of the Marchmont and Sciennes Pilot rollout. We have had an increased number of similar enquires throughout the city, but especially in areas of high population with no access to private car parking. We have a database recording the locations where people want chargers installed, this will assist with prioritising the future roll out of chargers.

Kind regards

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The City of Edinburgh Council - Planning & Transport

From: Andrew Easson Sent: 10 August 2017 09:46 To: Terry Higgins Cc: Eileen Hewitt; Will Garrett; Stuart Harding; Robert Mansell Subject: RE: Question re traffic measures

Hi Terry, I am responsible for the ongoing citywide roll out of 20mph speed limits and the impact of this on air pollution is a subject that regularly comes up. I will ask one of the 20mph team to provide you with some text that we use to respond to these enquiries. The use of speed humps in residential areas is historical, because this used to be required by legislation before you could introduce a 20mph speed limit. Legislation has now

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changed so that this is no longer necessary and the current roll out does not involve any new speed humps, being achieved by signs and road markings only. Speed humps would only now generally be installed by the Council in streets where there is a demonstrated speed related safety issue (i.e. where there is a record of people being injured in speed related accidents). I cannot think of any examples of this happening in recent years. There are, however, no plans to remove existing speed humps. The impacts of the 20mph roll out are being monitored and will be reported to Committee a year after the completion of the roll out (which is expected to be early in 2018). It is possible that Committee may then (i.e. in early 2019) decide that additional measures need to be taken in some streets, if there is evidence of a high rate of non-compliance with the new 20mph limits, and one of the possible measures that could be considered at this stage would be speed humps.

Andrew

The City of Edinburgh Council – Road Safety & Active Travel

From: Eileen Hewitt Sent: 09 August 2017 17:04 To: Terry Higgins Cc: Simon Lievesley Subject: 20mph - Emissions

Hi Terry Studies have so far not conclusively proven either a positive or negative effect on emissions: driving at 20mph causes some emissions to rise slightly and some to fall. Research indicates that at slower speeds, vehicles flow more smoothly through junctions. As such, within an urban environment, 20mph may help to improve traffic flow. In addition, as a result of reduced acceleration and braking, 20mph may help to reduce fuel consumption and associated emissions. Some environmental benefit from the change is expected from helping to unlock the potential for walking or cycling short distances instead of driving.

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A report on the environmental impact of 20mph speed limits in central London provides further details of research that has been carried out. Regards

Eileen

Eileen Hewitt I Professional Officer I 20mph Programme I Active Travel and Road Safety I Place I City of Edinburgh Council I C:2 Waverley Court I 4 East Market Street I Edinburgh I EH8 8BG I 0131 469 3502 [email protected] I [email protected] I www.edinburgh.gov.uk/20mph

The City of Edinburgh Council – Fleet Services

From: Pat Traynor Sent: 10 August 2017 08:01 To: Terry Higgins Subject: RE: Council Electric Vehicle Fleet Hi Terry We currently operate 27 electric powered vehicles and aim to have our car and light van fleet on a 5 year replacement cycle going forward. Regards

Pat Traynor I Fleet Maintenance Manager I Environment I The City of Edinburgh Council I Fleet Service 38 Russell Road I Edinburgh I EH11 2LP I Tel: 0131 347 1923 I Fax 0131 347 1910 / Mobile: 07966050086| E- mail: [email protected]

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The City of Edinburgh Council – Planning – Spacial Policy

From: Shauna Clarke Sent: 23 August 2017 16:12 To: Terry Higgins Subject: RE: Question re traffic measures

Hello Terry

The Council, has an Air Quality Action Plan to address areas of poor air quality which have been identified though our statutory duties of reviewing and assessment air quality (Local Air Quality Management). The Action Plan sets out measures to be put in place in pursuit of bringing pollution levels within legal standards.

One of the main elements of this Action Plan is to improve traffic flow and ease congestion by using intelligent traffic signals in areas of poor air quality.

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Additionally, the Action Plan alongside the Local Transport Strategy, aims to promote model shift away from car use, predominately by means of an Active Travel Action Plan (ATAP), which is also supported by other policies such as the 20mph, improving public transport etc.

The Council’s Air Quality Annual Progress Report summarises all the work being undertaken by the Council to improve air quality and details the progress that has been made. This report can be found here; www.edinburgh.gov.uk/airquality

Hope you find this useful.

Please let me know if you want to discuss any further.

Kind regards, Shauna

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Appendix 7 - Summary of Local Authority Vehicle Age Limitations

Transport for London London will introduce the world’s first Ultra Low Emission Zone (ULEZ) in 2020. • From 1 January 2018 all taxis licensed for the first time must be zero emission capable, while new diesel taxis will not be allowed in London. • From 1 January 2023 all vehicles granted a private hire vehicle licence for the first time will be zero emission capable regardless of age. To achieve this ➢ In advance of the ULEZ requirements, all private hire vehicles licensed for the first time between 1 January 2018 and 31 December 2019 must feature a Euro 6 petrol or diesel engine, or a Euro 4 petrol-hybrid engine. ➢ From 1 January 2020 all new private hire vehicles – defined as those under 18 months old –when licensed for the first time will have to have to be zero emission capable. ➢ Older private hire vehicles – those over 18 months old – will need to feature a Euro 6 engine when licensed for the first time between 1 January 2010 and 31 December 2022. They will also need to be zero emission capable from 2023. Birmingham City Council • New Hackney carriage licences will only be granted in respect of brand new vehicles. • Hackney carriage vehicle licences may only be transferred to another vehicle that is younger/newer than the age of the vehicle currently licensed. • PHV licences will only be granted in respect of vehicles which are less than 8 years old.

This policy is subject to review. The UK Government was taken to court by the environmental pressure group called Client Earth. The Supreme Court ruled that the government’s plans to improve air quality were inadequate. Birmingham, together with other English cities, has been told by the Government that it must introduce Clean Air Zones (CAZ) to improve air quality in the city centre by 2020. Birmingham is aiming to have a CAZ in place by 2019 and recently conducted a consultation seeking views on proposals to introduce emission standards for licensed vehicles.

Aberdeen City Council

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• Accessible taxi vehicles must be 10 years old or less at first licensing and at substitution. All other taxi vehicles must be 5 years old or less at substitution. • Private hire car vehicles must be 5 years old or less at first licensing and at substitution. • There will be a general exemption from the age limit for any vehicle presented as a private hire car at first licensing prior to 6 June 2018 which, immediately prior to the date of application, operated as a licensed taxi vehicle in the city of Aberdeen. (Note – this exemption is to assist with the transition of hire cars to wheelchair accessible vehicles). Dundee City Council • Applicable from 1 September 2016 all new licences granted for taxis and PHCs will have a condition that only an electric vehicle from an approved list of vehicles can be placed on service and any subsequent replacement vehicle must also be from the approved list of electric vehicles. • Applicants operating as airport transfer ONLY vehicles may apply for a variation to dis-apply the electric vehicle condition.

Glasgow City Council • No taxi licence will be issued in respect of vehicles whose first date of registration was greater than 5 years before the date on which the vehicle details for an application for a licence or substitution of a vehicle were declared unless that vehicle had been licensed by the Council within the previous 12 months. • PHCs must be not more than 5 years old from the date of first registration when first licensed by the licensing authority with the further restriction that when the vehicle is 7 years old from the date of first registration it must be taken out of service and replaced.

West Lothian Council • There is no age limitation in respect of taxis or PHCs. • Since 23 November 2009 all PHCs must have a maximum CO2 emission level of 150 g/km for diesel vehicles or a maximum CO2 emission level of 165 g/km for petrol vehicles (with the exception of tail lift vehicles which must have a maximum CO2 emission level of 225 g/km for diesel or petrol vehicles).

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