Air Quality Progress Report 2011- MASTER

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Air Quality Progress Report 2011

Transport, Infrastructure and Environment Committee

29 November 2011

1. Purpose of report

1.1 The purpose of this report is to update the Transport, Infrastructure andEnvironment Committee on the outcomes of monitoring and assessment of localair quality in Edinburgh carried out during calendar years 2009 and 2010 withrespect to obligations under the Environment Act 1995, the UK National AirQuality Strategy and Scottish Air Quality Regulations.

1.2 The report also outlines a range of actions and initiatives which will improve air inthe city.

2. Summary

2.1 The Environment Act 1995 requires local authorities to work with CentralGovernment to achieve Air Quality Standards by 2015. The Air QualityStandards of particular relevance to Edinburgh are shown below.

Nitrogen dioxide Annual mean concentration: 40g/m3Max. hourly concentration: 200 g/m3Max. no. of exceedences of hourly mean: 18 per year

Particles PM10 Annual mean concentration: 40g/m3

Scottish Government annual objective: 18 g/m3

24-hour mean 50 g/m3Max. no. of exceedences of 24h-mean: 7 per year

2.2 The report describes current air quality in the city and highlights the benefits to airquality in Edinburgh that are anticipated as a result of a range current and futureimprovement actions. The report also identifies key challenges to the Council inworking to achieving Air Quality Standards and offers options for future initiativesand action.

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2.3 The technical documents 2010 and 2011 Air Quality Progress Reports for City ofEdinburgh Council (2011 in Draft) (see Background Papers) are statutorycomponents of the Councils cyclical reporting process under UK and ScottishGovernment Local Air Quality Management (LAQM) Frameworks, and provide theevidence base for this committee report.

9TI+E/57/11-12/SfC


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2.4 The 2010 technical report has received Scottish Government (SG) and ScottishEnvironment Protection Agency (SEPA) approval. The draft 2011 technical reportwill be submitted to SG and SEPA for formal ratification, in accordance withstatutory requirements. The process normally takes around 2-3 months; anyrecommendations from SG / SEPA are acted upon accordingly.

3 Main Report

Background

3.1 Local Authorities are required to assess and review air quality within their areas,to declare Air Quality Management Areas (AQMAs) and to produce Air QualityAction Plans (AQAPs) where it is clear that air quality targets are not beingachieved.

3.2 The Councils Corporate Air Quality Working Group, consisting of staff from

Services for Communities, City Development and Corporate Governance iscurrently reviewing the most recent monitoring findings and a range of other keyfactors, such as the pending revision of the Local Transport Strategy. Thisreview will provide a comprehensive update of the Air Quality Action Plan forconsultation in summer 2012.

The updated Air Quality Action Plan will provide the Council with a realistic andmeasureable set of actions that builds on current progress and enables furtheractions to be developed in the event that they are required. Progress willreported to Council on an annual basis.

Monitoring Data (2010): Nitrogen Dioxide (NO2)

3.3 Nitrogen dioxide is monitored at approximately 120 locations across the city,using a combination of automatic real-time monitoring stations and PassiveDiffusion Tube (PDT) samplers. The monitors are strategically sited to takeaccount of the nature of road traffic volumes/movements, other influencingfactors, such as buildings and structures, and potential interference from othersources. Data from monitoring in 2009 and 2010 is reported in the 2010 AirQuality Progress Report for City of Edinburgh Council and draft 2011 Air QualityProgress Report for City of Edinburgh Council, respectively.

3.4 Three Air Quality Management Areas (AQMAs) have previously been declared inEdinburgh: City Centre, St Johns Road and Great Junction Street, due toelevated levels of NO2 associated principally with road traffic. NO 2 is monitored ata number of locations within each AQMA and annual mean concentrations varybetween monitoring locations within the AQMAs. The highest annual meanconcentrations in each AQMA are presented in Table 1.


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Annual mean concentrations(g/m3)AQMA

2008 2009 2010

Central 76 67 62

St Johns Road 75 70 71

Gt Junction Street 50 44 44

Annual mean objective = 40g/m3

Table 1: Highest annual mean concentrations of NO2 in each of the 3 AQMAs

3.5 Table 1 shows that the highest mean values have reduced over the period 2008

to 2010. However, overall NO2 concentrations in the AQMAs have not changedsignificantly and do not exhibit the desired improvements against the annualmean value for NO2. Concentrations of NO2 at nearly 70% of monitoringlocations throughout the AQMAs remained in breach of Air Quality Standardsduring 2010.

It should be noted that due to the limited availability of traffic count data for anumber of key routes, the impact of tram-related works and associated roadclosures and diversions, it has been difficult to establish clear data trends forNO2, particularly in the City Centre AQMA.

3.6 Monitoring data shows a continuing downward trend in the number of breaches ofthe hourly mean value in the St Johns Road AQMA (See Table 2). From 2008 to2010, the observed reduction was of the order of 65%; 166 breaches of the hourlymean value were recorded in 2008, whilst in 2010 the total was 60. Air QualityRegulations allow a maximum of 18 breaches of the value in any year.

MonitoringYear

Recorded breachesof the NO2 hourly

mean (200 g/m3)

Maximum number ofbreaches allowed in

Regulations

Number of breachesexceeding permitted

maxima

2008 166 18 148

2009 114 18 962010 60 18 42

Table 2: Year-on-year reductions in the number of breaches of the

hourly mean for NO2 (200 g/m3) recorded in the St Johns Rd AQMA.

Breaches of the hourly mean value are indicative of more serious air qualityissues, so the observed improvements in the hourly mean values in St JohnsRoad are a welcome trend.

Initial analysis suggests that the reduction could be attributable largely to

improvements in the emissions standards of the bus fleet operating in the StJohns Road corridor. Further analysis of local traffic volumes and composition isin progress to identify the reason(s) for the improvement in air quality.


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3.7 Detailed Assessments of monitoring data collected in 2010 confirmed thatconcentrations of NO2 were similar to previous years and exceeded Air QualityStandards for NO2 at the following locations outside the existing AQMAs.

Angle Park Terrace Glasgow Road (Newbridge) Hope Park TerraceBernard Street Gorgie Road (Chesser) Inverleith RowEaster Road Grassmarket / Cowgate London RoadHillhouse Road Slateford Road

Exceedence of the Air Quality Standard for NO2 was also observed at Tollcross,but data capture was below the statistical minimum and additional monitoring datais currently being gathered to obtain a statistically valid result. Furtherinvestigations are also being progressed at Queensferry Road (W) as a result ofdifferences between corrected roadside and faade monitoring data.

3.8 As a consequence of the Detailed Assessments, it will be necessary to extend the

existing City Centre AQMA to account for exceedences at Easter Road, LondonRoad and Grassmarket/Cowgate. It is also proposed to extend the Great JunctionStreet AQMA to account for the exceedences at Bernard Street, rather thandeclare a further AQMA.

Detailed Assessment for Glasgow Road indicated that current exceedences arelocalised at its western end towards Newbridge, consequently an additionalAQMA will be required for this location. The outcomes of the DetailedAssessments at the remaining locations will require further discussion to identifythe most appropriate actions to be taken.

3.9 Monitoring data collected in 2010 identified exceedences of the Air QualityStandards for NO2at the following locations.

Broughton Road Commercial Street Ferry RoadSalamander St / Bath Street Portobello High Street

Further assessment at these locations during 2011 is being undertaken to verifythe findings of the 2010 monitoring and determine the air quality status at theselocations.

3.10 In response to concerns from local residents about potential impacts on local airquality arising from planned alterations to traffic flows in the West End, additionalPDT monitoring sites were established in 2010 at locations outwith the CityCentre AQMA in Great Stuart Street and St. Colme Street. This monitoring did notindicate that levels were in breach of EU target values.

The monitoring has continuing during 2011, with a number of additional PDTsalso installed. Fully corrected/bias-adjusted data from all monitoring of NO2during calendar year 2011 should be available in late spring 2012.

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Monitoring Data (2010): Fine Particles (PM10)

3.11 Monitoring for PM10 is carried out at eight automatic Air Quality MonitoringStations (AQMS) strategically located across the city. Data from monitoring in2009 and 2010 is reported in the 2010 Air Quality Progress Report for Cityof Edinburgh Council and draft 2011 Air Quality Progress Report for City ofEdinburgh Council, respectively.

Annual mean concentrations for PM10 are presented in Table 3.

Annual mean concentrations(g/m3) and number of dailyexceedences (in brackets)

LocationWithin NO2

AQMA

2008 2009 2010

Queen St Y 19

(0)

18

(1)

18

(1)

Roseburn Y 16

(0)

15

(0)

15

(0)

Haymarket Y 20

(2)

- -

Salamander St N - 22 26

(19)

St Leonards N 15

(0)

17

(2)

14

(1)

Currie N - - 11

(0)

Scottish annual mean objective = 18 g/m3

Permitted number of daily exceedences = 7

Table 3: Results of PM10 Automatic Monitoring: Comparison with Annual Meanand Daily Mean Objectives

3.12 Monitoring data demonstrates that the UK/EU Standard for PM10 (40 g/m3) is not

being exceeded and PM10 levels across the city are well below this Standard.

Scottish Government has specified a more stringent Air Quality Standard for PM10(18 g/m3), to be achieved in Scotland. Monitoring data suggests that the

majority of heavily-trafficked routes within the City Centre area are likely toexceed the Scottish Governments annual objective for PM10. Therefore, the


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Council must continue working towards containing and reducing levels of PM10,wherever practicable.

3.13 Monitoring data from the AQMS at Salamander Street also continues to indicateexceedence of the Scottish Governments target value, although it is possible thatsources include industrial and commercial activity in the Leith Docks area.Detailed analysis is currently being progressed and if confirmed, the Council willbe required to work jointly with SEPA to address the issues.

3.14 There have been technical problems experienced nationally with the DEFRAapproved monitoring instrumentation. These problems are now mostly resolvedand monitoring is ongoing. However, the effect has been to delay completion ofthe city-wide Detailed Assessment for PM10. It is anticipated that the outcomes ofthe study will be reported towards the end of 2012, which is approximately oneyear later than intended.

3.15 The delay in completing the Detailed Assessment for PM10 has implications forthe Councils Interim Planning Guidance (IPG) Use of Biomass up to 50MW (e)in Edinburgh, which is due for review at the end of 2011. Biomass combustion isa source of PM10 and NO2 and the current Biomass IPG provides the Council witha means of managing the number of biomass installations in the city. The Directorof Services for Communities will work with the Directors of City Development andCorporate Governance to ensure that the Councils IPG remains in place until theoutcome of the Detailed Assessment of PM10 is completed.

4 Financial Implications

4.1 There are no direct financial implication related to this report.

5 Equalities Impact

5.1 This report proposes no change to current policies or procedures and as such afull impact assessment is not required. The contents have no relevance to thepublic sector Equality Duty of the Equality Act 2010.

6 Environmental Impact

6.1 This report does not in itself produce any direct environmental impact. The

background reports 2010 and 2011 Air Quality Progress Report for City ofEdinburgh Council provide an evaluation and assessment of air qualitymonitoring data gathered by the Council in Edinburgh in 2009 and 2010.

7 Conclusions

7.1 Monitoring data from 2010 has shown that concentrations of NO2 are not showingthe downward trend required to meet Air Quality Standards by 2015. Inconsequence, continued action by the Council is necessary to achieve the requiredStandards.

7.2 From the data described at 3.7, it will be necessary to extend the existing CityCentre AQMA to account for exceedences at Easter Road, London Road andGrassmarket/Cowgate. It would be prudent to extend the Great Junction Street


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AQMA to account for the exceedences at Bernard Street, rather than declare anadditional AQMA.

7.3 Detailed Assessment for Glasgow Road indicates that current exceedences arelocalised at its western end, towards Newbridge, consequently an additionalAQMA will be required for this area. Further investigations are being progressed atQueensferry Road as a result of differentials between corrected roadside andfaade monitoring data observed here. The outcomes of Detailed Assessments atother locations will require further discussion to identify the most appropriateactions to be taken at these locations.

7.4 Monitoring data for Particles PM10 has shown that levels are lower than the UK/EUAir Quality Standard, but are close to or exceed the more stringent ScottishGovernment Air Quality Standard. A Detailed Assessment is in progress, whichwill assist in consideration of the actions required to reduce levels of thisparameter.

8 Recommendations

8.1 It is recommended that the Transport, Infrastructure and EnvironmentCommittee:

a) notes and endorses the actions and new initiatives being undertaken toimprove air quality in Appendix 1.

b) agrees to review Defra/Scottish Government guidance on Low EmissionZones (LEZ) and consult on the introduction of LEZs in Edinburgh whenthe guidance is published;

c) agrees that the current Interim Planning Guidance on biomass installationscontinues until the Detailed Assessment of PM10 is completed andreported;

d) agrees that the Air Quality Action Plan 2008 should be reviewed andupdated, and presented to Committee for approval;

e) notes that the current Air Quality Management Areas (AQMA) may beextended to include the locations indicated in paragraphs 3.7 and 3.8,depending on the outcome of the monitoring programme; any proposedchanges to current AQMAs will be reported separately to Committee.

Mark TurleyDirector of Services for Communities

Appendices 1. Initiatives and Actions to Improve Air Quality


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Contact/tel/email Dr Andrew Mackie - Environmental Health & Scientific ServicesManager0131 469 [email protected]

Wards affected City-wide

Single OutcomeAgreement

Outcome 12 We value and enjoy our built and natural environmentand protect it and enhance it for future generations.

BackgroundPapers

1. 2010 Air Quality Progress Reports for City of Edinburgh Council(Local Air Quality Management)

2. 2011 (Draft) Air Quality Progress Reports for City of EdinburghCouncil (Local Air Quality Management)

*
mailto:[email protected]:[email protected]:[email protected]


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1 Developments in Bus Operators Fleets

1.1 Compared with most other urban centres in the UK, Edinburghs busfleet has a young age profile and many vehicles already achieve a highEuro emissions standard.

1.2 The majority of public bus services pass through the Central AQMA.Lothian Buses, the largest bus operator in the city, has endeavoured toreduce impacts on air quality by improving emissions from their overallfleet and utilising the cleanest vehicles on those services which havethe highest frequency.

1.3 Airlink 100 and No 26 Services, which pass through the City Centreand St Johns Road AQMAs, are operated by buses of Euro 5 standard,the highest current standard. Service No 22 buses are also either Euro4 or Euro 5 standard. This route passes through both the City Centreand Great Junction Street AQMAs

1.4 Match-funding from the Scottish Government (through TransportScotland) was made available to the Council earlier this year, tosupport bus companies operating in the city to install exhaust retrofittechnology to upgrade them to present-day emissions standards.

Lothian Buses submitted a proposal, with match-funding, to upgrade 34mid-life single-deck buses from Euro 3 emissions standard to beyondthe current Euro 5 standard. The installation programme wascompleted in September 2011 at an overall cost of 500K. First

Scotland (East) also submitted an application to upgrade approximately20 vehicles; however their submission did not include match-funding,so it could not be progressed.

1.5 In a further effort to reduce emissions of air pollutants and greenhousegases in the city, Scottish Government support funding of 1M wasobtained in 2011 by Lothian Buses towards a 3.7M acquisition of 15hybrid diesel-electric double-deck buses. These vehicles wereintroduced in September 2011, and are currently being operated on theNo.10 Service, a high-frequency service that traverses the City CentreAQMA.

Lothian Buses has also fitted all vehicles with idling cut-off devices,which will reduce the volume of exhaust emissions.

1.6 Following a period of high investment in new vehicles and emissionsreduction retrofits, it is anticipated that investment by Lothian Buses infleet renewal / upgrade during 2012 will be limited. Table 1 showsimprovements in the emissions standards of Lothian Buses fleetbetween 2006 and 2010.

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Euro Standard Lothian Bus 2006 Lothian Bus 2010 Lothian Bus 2011Pre Euro 63 (10%) 0 - 0 -Euro 1 33 ( 5% ) 0 - 0 -

Euro 2 202 (33%) 64 (11%) 7 (1%)Euro 3 317 (52%) 307 (52%) 257 (43%)Euro 4 0 - 79 (13.5%) 79 (13%)Euro 5 0 - 136 (23%) 141 (23%)

Euro 5/6 0 - 1 (0.1%) 117 (20%)Total 615 (100%) 587 (100%) 601 (100%)

Table 1: Year-on Improvements in Emissions Standards for Lothian Busesfleet

1.7 First Scotland (East) is the second main operator of public bus servicesin the city. The Company has provided figures on the emissionsstandards of their current fleet and projected fleet in 2015. Table 2

shows the current and 2015 projected emissions standards ofFirst Scotland (East) fleet. However, the Company is unable tostate whether buses of these standards will always be operating inEdinburgh. A detailed breakdown of vehicle types is required inorder to calculate the impacts on local air quality of First Scotland(East) operations.

Further discussions are ongoing with First Scotland (East) to explorethe opportunities for improving the emissions standards of their fleetoperating in the city.

Euro Standard 2011 (Current) 2015 projected

Euro I 7% 0

Euro 2 45% 5%

Euro 3 35% 35%

Euro 4 10% 35%

Euro 5 3% 25%

Table 2: First bus fleet operating in Edinburgh current and projected

improvement at 2015 (Data provided by First Scotland (East), 2011)

2 Council Fleet

2.1 It is the Councils policy to ensure that the average age of its vehiclefleet is such as to produce as low emissions as practicable.

2.2 The Council submitted a successful bid to the Scottish Government ina joint venture with NHS Lothian, Lothian and Borders Fire and RescueService and Police to obtain funding from the Low Carbon VehicleProcurement Support Scheme. The Scheme provides funding for the

difference in costs between low carbon vehicles and their conventionalequivalents. The bid resulted in the purchase of two hybrid vans, a

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hybrid mini bus and 4 electric cars, as well as the installation of sixelectric vehicle charging points in Council operated facilities.

2.3 A Scottish Government grant was awarded to the Council in 2011 tofacilitate a trial of enhanced telematics technology in a number of itsvehicles. The trial aims to reduce fuel consumption through more

efficient driving and better route planning/improved utilisation ofvehicles. 15 cleansing vehicles operating in the City Centre area havebeen adapted to provide real-time information on driving behaviour andfuel usage. It is expected that the trial outcome will demonstrate thebenefits of fitting telematics software to Council vehicles, delivering fuelefficiencies and consequential reductions in exhaust emissions of airpollutants and CO2. Trial outcomes will be reported to Council and toScottish Government.

3 Expansion of Park and Ride Sites

3.1 The city is served by a series of park and ride sites situated at locationsaround its periphery (see below). Substituting car trips by bus travelfrom the park and ride sites, together with associated bus prioritymeasures on arterial routes, will have a positive influence on air quality,by reducing the number of vehicles entering the citys urban area,where AQMAs are located.

Park and Ride Site Number of Spaces

Wallyford (East Lothian) 334

Hermiston 470

Sheriffhall (Midlothian) 561Newcraighall 565

Straiton 600

Ingliston 1085

Ferrytoll (Fife) 1040

Total 4642

3.2 The Transport, Infrastructure and Environment Committee considereda report on Future Expansion of Park and Ride Serving Edinburgh inSeptember 2009. Committee gave authority to proceed to detailed

design and initiation of statutory procedures for further capacity at:

Hermiston: expansion of Park and Ride site (400 spaces)Lasswade Road (600 spaces)Hermiston Gait

3.3 Current data on usage rates for bus-based Park & Ride sites inEdinburgh is collected by automated counting equipment and verifiedby twice-daily manual counts.

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3.4 Hermiston has the highest utilisation levels, which at times reaches100% of its spaces. Plans to expand and double the capacity of the siteare nearing completion, with planning consent expected by spring2012.

3.5 Ingliston currently has utilisation of around 56%, but this is after

expansion and there is evidence of recent growth to fill the additionalcapacity. Straiton and Newcraighall currently have lower utilisationlevels, but offer the opportunity of spare capacity to meet futuredemand.

4 Parking

4.1 The overall objective for the Councils parking strategy is to manageparking to support wider economic, environmental and social policies,whilst recognising the competing demands for space. Objectives are toimproved road safety, reduced congestion and pollution, to facilitateand include the operation and expansion of Car Clubs. There isevidence to suggest that where households are members of Car Clubs,there is lower level of car ownership and higher use of alternativemodes of travel.

4.2 A key objective of the Councils parking strategy is to reduce pollution.A recent enhancement of this approach was the introduction of ParkGreen in November 2010. The Park Green scheme is a tieredsystem of resident permit charges linked to the emissions of aresidents vehicle (or engine size for vehicles registered pre-March

2001). It is anticipated that this scheme will encourageresidents to purchase more environmentally friendly vehicles, whenrenewing their vehicle. This should reduce the environmental impact ofmotoring by Edinburgh residents.

5 Electric Charging Facilities

5.1 The Council has recently reviewed its Planning Policy on ParkingStandards. The Policy now encourages developers to incorporate aprovision for electric vehicle charging infrastructure. Currently, this isbeing progressed by the inclusion of an informative on planning

consents, rather than use of Section 75 legal agreements or theapplication of planning conditions. It may be necessary to review thisposition if increased vehicle charging provision in Edinburgh is to berealised.

5.2 The UK Office for Low Emission Vehicles (OLEV) has provided fundingfor a second wave of its Plugged in Places programme, which partfunds electric vehicle charging infrastructure. The programme isintended to encourage the use of low emission vehicles by reducingrange concerns of potential users. The programme for 2011-2012 willprovide funds for charging points in public sector car parks through all

32 of Scotlands Community Planning Partnerships.

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5.3 The Central Scotland Plugged in Places Project consortium, led byTransport Scotland, submitted a successful bid to the programme andit is anticipated that funding for on-street charging points will be madeavailable directly to the consortium members, including Edinburgh, in2012-2013.

5.4 Chargemaster plc launched POLAR in September 2011, the UKs firstprivately funded nationwide electric vehicle charging network. The rollout of POLAR will initially be in approximately 100 towns and citiesacross the UK, providing 4,000 fully installed electric vehicle chargingbays by the end of 2012. However, the locations to be covered byPOLAR will not include those benefiting from the Plugged in Placesprogramme. Chargemasters intention is that POLAR will complementPlugged in Places infrastructure.

The combination of charging points provided by the Plugged in Placesprogramme and the Chargemaster network are likely to make usingelectric vehicles more attractive, with consequent air quality benefits.

6 Traffic Management Systems

6.1 Split Cycle Offset Optimisation Technique (SCOOT) systems areautomatically responsive to traffic flow and demand, and therefore helpto ease congestion and pollution levels by having effective control overtraffic signals. This system is in place on a number of road networks inthe city and once operational will benefit air quality from improvingtraffic flows.

6.2 The Council secured Scottish Government grant funding for a researchproject to support deployment of a real-time remote sensors system(MOTEs) to monitor NO2levels in St Johns Road. The system, which isbeing developed by Newcastle University, provides qualitative real-timeNO2 data, and can be linked to the SCOOT system. This would enabletraffic signalling to be controlled with respect to local concentrations ofNO2. The system is currently being trialled in Medway, Kent and theoutcome will influence whether the Council proceeds with the project.

7 Promotion of Walking and Cycling

7.1 To support sustainable, zero emission forms of active travel theCouncil is implementing an Active Travel Action Plan, aimed to deliversignificant increases in the numbers of pedestrians and cycliststravelling within Edinburgh. The proportion of walking and cyclingjourneys in 2007- 2008, were 34.3% and 1.6%, respectively. The Plansets targets of 35% for walking and 10% for cycling for all trips by2020.

7.2 A core element of the Plan is the development of a Family Network ofcycle routes that will enable people to travel around the city on safe

routes away from the busier traffic routes. On-road cycle routes willremain important and reductions in vehicle emissions arising from thesupport of Active Travel will be beneficial to air quality.

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7.3 The Council is a member of a consortium that has been successful in

obtaining Intelligent Energy Europe funding for project "MERCX"(Managing Energy Reduction through Cycling eXcellence). The budgetfor the project in Edinburgh is 146,508, of which 75% will beEuropean funding. The project commenced on 1 October 2011 and will

end September 2014.

7.4 The MERCX project will support cycling promotion through marketingand promotional activities, development and distribution of publicitymaterials, planning and delivery of workplace initiatives. These arelikely to include travel planning, possibly mobile bike mechanics, cycletraining for employees etc. The project will also assist with initiatives topromote use of the Quality Bike Corridor and other similar initiatives.

8 Edinburgh Tram Project

8.1 Operation of the tram will provide a positive impact on air quality, asemissions to air at point of use are zero. The full benefits to air qualitywill be achieved once the network extends to Leith/Ocean Terminal.Review of traffic management and bus routing will be necessary toavoid creating local air quality issues.

9 ECOSTARS Europe Freight Recognition Scheme

9.1 The Council has joined an EU-funded project, ECOSTARS Europe,which aims to achieve reductions in emissions from road freight

vehicles. The project is an extension of a successful trial in SouthYorkshire, and includes members from a range of EU member states.ECOSTARS Europe was formally launched in Edinburgh in June 2011and will run for 3 years. The project will assist in reducing emissionsfrom road freight vehicles that serve Edinburgh, by introducing anaudited self-certification scheme for operators, based on driver training,age and Euro emissions standards of vehicles, type of fuel used anddelivery scheduling/routing techniques applied.

9.2 The ECOSTARS Europe scheme can be extended to other commercialroad vehicle sectors e.g. public service buses, coaches, taxis, LGVs.

Ambitious targets have been agreed for each member organisation.The targets for the number of freight vehicles operating in Edinburghbecoming scheme members are:

Year 1: 3000 vehiclesYear 2: 4000 vehiclesYear 3; 4000 vehicles

9.3 The targets are for vehicles operating in and through the Councilsarea. An implementation strategy for Edinburgh has been prepared andis being developed towards a formal launch with freight operators in

January 2012. Contact is being made with key freight operators andtheir representatives, both locally and throughout the UK.

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10 Local Transport Strategy

10.1 Local authorities are advised in DEFRA Technical Guidance documentLAQM TG (09) to refer to measures, which are outlined in the LocalTransport Strategy (LTS) specifically relating to producingimprovements in air quality.

10.2 The Councils current LTS covers the period 2007-2012. The LTScontains a framework and policy measures that mirror those in thecurrent Air Quality Action Plan, and are intended to assist in achievingthe objectives of the Action Plan. It is anticipated that collectively theywill assist in delivering the required air quality improvements. The keypolicies in the LTS that are associated with air quality are listed inAppendix 1.

10.3 The current Local Transport Strategy is under review. It is anticipatedthat the next LTS will focus on key outcomes, including a greateremphasis on air quality and reducing emissions of greenhouse gases.Members of the inter-departmental Air Quality Working Group willadvise on the drafting of the air quality section of the new LTS.

11 Planning Guidance on Biomass Installations

11.1 The Councils Planning Committee introduced Interim PlanningGuidance (IPG) in November 2009 to manage the introduction ofunabated biomass combustion through new development proposals.The IPG Use of Biomass of 50 MW (e) or less in Edinburgh highlights

increasing concerns about the potential cumulative adverse impacts onlocal air quality and health from unabated emissions of fine particlesPM10 / PM 2.5 from biomass installations. The IPG provides the Councilwith policy support to manage and control the introduction of biomasscombustion in development proposals. In the absence of this policy,the uncontrolled installation of biomass combustion systems couldresult in significant increases in PM10 emissions and increased difficultyin meeting Air Quality Standards. It is intendedto review the Policyfollowing report of the city-wide study of fine particles emissions in2012.

12 Future Developments

12.1 The measures described in the preceding paragraphs will have asignificant beneficial impact on air quality. However, the measuresmay not be sufficient to achieve the required Air Quality Standards inEdinburgh by 2015. In consequence, consideration must be given tooptions to promote further improvements in air quality.

13 Transport 2030 Vision

13.1 The Councils Transport 2030 Vision provides an overarching approach

for the development of transport in Edinburgh over the next 20 years.The Transport 2030 Vision will complement and inform the regularly

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updated LTS. The Vision has a number of measures which willcontribute to improving air quality:

Low emission zones, if other measures do not achieve thenecessary progress towards improved air quality.

Working with operators towards an emission-free publictransport fleet by supporting initiatives for electric and hybridvehicles.

Air quality improvements in partnerships with the publictransport and freight industries

Active traffic management to mitigate pollution hot spots.

Working through planning and economic development initiativesto foster low impact developments that reduces the need totravel by private car.

Engaging with Scottish Government and other partners toencourage a shift to low carbon transport, including supporting

use of electric vehicles. Parking permit charges based on vehicle emissions

Green procurement when purchasing new Council fleet vehicles

Promotion of ecological driving and slower speeds

Creating walkable and cyclable neighbourhoods through 20mphspeed limits.

Promote smarter travel through support for behaviour changeprogrammes, including travel plans

Targeting the school run, school travel plans and safe routes toschool

Improved cross- Forth services to Fife

Expansion of Park and Rides

Supporting growth of City Car Club

14 Road Freight Plans

Quality Freight Corridor

14.1 A Quality Freight Corridor is a designated key route where the efficientmovement of goods vehicles will be facilitated in partnership with roadfreight operators. A Quality Freight Corridor may also reduce the

environmental and road safety impacts of their operations.

14.2 At its meeting on 2 August 2011, the Transport, Infrastructure andEnvironment Committee authorised a stakeholder consultation on theconcept of Quality Freight Corridors in the Edinburgh area. Theconsultation will concentrate on the principle of the concept, whethersingle or multiple corridors are preferable and the type of measure thatcould form part of the Quality Freight Corridor.

14.3 Freight Consolidation Centre

A Freight Consolidation Centre is a facility set up on the edge of anurban area, where incoming goods vehicles unload part loads. Thesepart loads are consolidated to make a full load on another vehicle

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specifically used for urban deliveries. By combining loads, the numberof vehicle movements can be reduced and low emission vehiclesdeployed within the urban area.

14.4 A report by Halcrow Group suggests that these facilities are beneficialfor air quality and reducing congestion, but require revenue to operate.

It is estimated that annual income will only cover around 40% to 50% ofoperating costs; therefore, some form of public subsidy is likely to berequired.

14.5 Automated Loading and Unloading Systems

In urban areas, road freight operators seeking to makedeliveries/collections can encounter difficulties due to increasingdemand for kerb space. This could be resolved using technologicalinterventions to allow the efficient management of loading andunloading bays through advance bookings. By assisting goodsvehicles to move directly to an allocated on-street loading bay, withouthaving to circulate in traffic until space becomes available, it isanticipated that there could be reductions in emissions and congestion.However, operators in the Edinburgh area appear to have little interestin this approach, and it is likely to incur set up costs of around 60k.

15 Low Emission Zones

15.1 A Low Emission Zone (LEZ) is a defined area in which only vehicles ofa specified emission standard can enter freely. This can be further

limited to specified types of vehicles. Vehicles that do not meet thatstandard are either excluded or are required to pay a financial penalty ifthey enter the zone. A LEZ is usually introduced as part of a wider lowemission strategy, which will include other measures, such as greentravel plans, park and ride schemes, cycling and walking strategies etc.

15.2 A previous study commissioned by the Council concluded that the mosteffective method in terms of emission reductions would be to introducea mandatory Low Emission Zone for the bus and freight sector,targeting vehicles over 3.5 tonnes. Methods of enforcement varydepending on the type of LEZ in place or the classification of vehicles

included.

15.3 For buses the Traffic Commissioner for Scotland can apply conditionsto bus operators licences specifying emission standards. The Councilwould need to satisfy the Traffic Commissioner that there is a case toimpose such conditions; subsequent enforcement would be theresponsibility of the Traffic Commissioner.

15.4 To enforce mandatory controls for road freight vehicles, the LEZ wouldrequire a Traffic Regulation Order. Enforcement could then take anumber of forms including manual, fixed CCTV, Automatic Number

Plate Recognition. This is likely to require significant capital andrevenue investment by the Council. An alternative method of

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enforcement might be to authorise Council Parking Wardens to enforcea scheme for road freight.

15.5 Taxis are licensed under the Civic Government (Scotland) Act 1982.An option to control emissions from this vehicle class would be toimpose conditions on the operators licence.

15.6 At its meeting in November 2009, the Transport, Infrastructure andEnvironment Committee instructed Council staff to undertake aconsultation with stakeholders and report back on the feasibility andimplications of introducing Low Emission Zones in Edinburgh. TheCorporate Air Quality Working Group has undertaken exploratory workand it was intended to report to Committee in spring 2011. The Councilwas subsequently informed that the UK Government and DevolvedAdministrations were developing guidance on LEZs, and publication isexpected in early 2012.

15.6 Following advice from Scottish Government it suggested that theCouncils plans for a stakeholder consultation on the potential forestablishing an LEZ in Edinburgh take into account the guidance fromCentral Government. In assessing the concept of a LEZ, it will benecessary to balance the need to reduce emissions and trafficcongestion, with those of enabling economic development andincreasing social inclusion

16 Local Development Plan

16.1 The Local Development Plan (Env 18) is under review to ensure that itaccords with the South East Scotland Structure Plan (SESPLAN). Theenvironmental policy that underpins the current LDP is likely to becarried forward into the revised LDP; this states that development willnot be supported where there is significant adverse effect on air, soil orwater quality.

17 Integrated Land Use and Transport Model

17.1 An integrated Land Use and Transport model is a useful tool forassessing the cumulative impacts of new developments, including

those impacts relating to air quality and congestion, and assists inplanning and management of developments. The model enables aholistic assessment rather than assessing the impact of individualdevelopments. However, due to the capital and revenue costs requiredfor establishing and maintaining such a system, little progress hasbeen achieved in developing a city-wide Land Use and Transportmodel. Current financial constraints mean that it is unlikely that such amodel will be realised in the foreseeable future.

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18 Climate Change / Carbon Reduction Policy

18.1 The Council prepared its first Carbon Management Plan (CMP) in 2008as part of Phase 5 of the Carbon Trust's Local Authority CarbonManagement Programme (LACMP). This enabled the Council to buildon work already started, use the expertise and knowledge of

consultants assigned to Edinburgh by the Carbon Trust and benefitfrom Councils which had participated in previous programmes. TheCMP is now under review. The Council is also preparing to meet itsstatutory obligations under the Carbon Reduction Commitment.

18.2 The Council is required to respond to Part 4 of the Climate Change(Scotland) Act, which places duties on public bodies relating to climatechange. These duties require the Council to act:

in the way best calculated to contribute to delivery of the Act'semissions reduction targets;

in the way best calculated to deliver any statutory adaptationprogramme and;

in a way that it considers most sustainable.

18.3 Although climate change initiatives are generally beneficial with respectto improving air quality, there is potential for conflict between the twocompeting obligations. It is essential that measures proposed toimprove air quality and those relating to climate change are assessedfor possible adverse impacts. Council staff responsible for formulatingand implementing these policies are working to avoid the occurrence of

such situations.

Air Quality Progress Report 2011- MASTER

Documents

Transcript of Air Quality Progress Report 2011- MASTER