Port of Leith Development Framework 310513 Redacted

8/10/2019 Port of Leith Development Framework 310513 Redacted

1/39

IronsideFarrar

PORT OF LEITH STAGE 2Development Framework

Draft Final Report V231.05.13


2/39

IronsideFarrar| May 2013 | 79142


3/39

3Port of Leith | Development Framework | Draft 31.05.13

CONTENTS

1. INTRODUCTION

1.1 The Future of the Port of Leith

1.2 The Development Framework

Planning / EIA

2. DEVELOPMENT CONTEXT

2.1 The Site

Location, size, extents, historic and existing

uses etc

2.2 Planning & Policy Context

Scottish Planning Policy, NPF2 and N-RIP

SDP - ECLP and emerging LDP

Port of Leith Development Frameworks

2.3 Local Area Context

Urban Contextual Analysis

Visual Analysis

Land Uses Access & Accessibility

Environment

Communities

3. SITE APPRAISAL

3.1 Summary of Constraints

3.2 Summary of Opportunities

4. STRATEGIC VISION & DEVELOPMENT

PRINCIPLES

4.1 Strategic Vision & Objectives

Key Requirements (Outer Berth /Imperial Dockupgrading / HLR)

4.2 Development Design Principles

Development Structure

Access & Connectivity

Land Use, Massing & Form

5. DEVELOPMENT PROPOSALS

5.1 Infrastructure for 21stCentury Port

Outer Berth / Inner Berth / Docks /HLR /

Internal Roads / Rail / Craneage

Marine Works

5.2 Development Plots for Manufacturing and Port Activity

5.3 Development Boundaries & Interfaces

6. OPERATIONAL ISSUES

6.1 Port Operations

Port & Outer Berth Activity

Manufacturing -

6.2 Working Periods

6.3 Other

7. DELIVERY APPROACH & PHASING

7.1 Hi-Level Programme

Consenting

7.2 Phasing

7.3 Site preparation / Demolitions /Construction

8. SUSTAINABILITY

8.1 Hi-Level Sustainabili ty Objectives

8.2 Environmental Stewardship

CEMP

APPENDICES

Environmental Statement Non Technical Summary


4/39


1.0 INTRODUCTION


5/39


1. INTRODUCTION

1.1 The Future of the Port of Leith

1.1.1 The Port of Leith is a key gateway port for Scotland. The port is

seeking to develop its facilities to support sustainable growth

across a diverse business base. The port strategy involves

embracing traditional port operations, new industrial and

logistic requirements and business growth that strengthen the

ports multi-user capacity and builds upon a competitive portand is capable of addressing the needs of the 21stcentury.

1.1.2 The National Renewables Infrastructure Plan (N-RIP) identifies

the Port of Leith as an area with the potential to support the

development of Scotland's offshore renewable energy industry

alongside growth across its traditional broad mix of cargo

activity and services. The Port of Leith has been designated an

Enterprise Area by Scottish Government.

1.2 The Development Framework

1.2.1 The Development Framework is a planning document prepared

to express the vision of a multi-use port and support consent

applications and the consenting process.

The framework sets out a future vision for the Port of Leith as a

multi-use port and provides for a new specialist manufacturing

hub within the port utilising upgraded port infrastructure for the

import, export and off-shore deployment of energy devices.

The consenting process involves a combination of Planning

Consents (Local Authority) and approvals under Harbour

Revision Order (HRO) (Transport Scotland) and Marine

Licensing. An Environmental Impact Assessment and

Environmental Statement have been prepared for the proposed

works. Forth Ports Limited operate the port as a statutory port

authority and retain permitted development rights for port

activity and related port operations.

SECTION 1.0 INTRODUCTION

Location Plan


6/39


Pelamis Bath Road Port Managers Office The Shore

Imperial Mill Ocean Terminal Scottish Government


7/39


1.2.2 The Framework demonstrates how the development proposals

meet economic and sustainable development objectives and

principles at local and national levels. It also demonstrates how

the proposals have been informed by a thorough understanding

of:

the site and its surrounding context (physical / social/

economic)

the planning policy context

existing and planned port operational needs

established design principles

existing and emerging port and manufacture-relatedmarket opportunity

design and environmental mitigation recognising the

areas multi-functional character

1.2.3 While its principal purpose is that of a supporting planning

document, the framework provides a tool for public

engagement and the communication of the development

proposals to wider stakeholders, including local communities.

Rail Goods Yard

Cruise Liner Berth

Central Workshops

Coal Hoist

Concrete Plants

Royal Yacht Britannia

Entrance Lock

Technip

Harbour Masters Office

Imperial Mill

Occupational Health

Pipe Coating Plant

Pipe Loadout Facility

Port Managers Office

Seafield Entrance

Main Port Entrance (Bath Road)

Ro-Ro Ramp

Scottish Government

Storage Area

Weighbridge

Cemex

31 Bath Road Industrial Building

Marine Esplanade / Seafield Road

J G Russell

Study Boundary

Buildings

Legend

SECTION 1.0 INTRODUCTION

Existing Site Plan


8/39


2.0 DEVELOPMENT CONTEXT


9/39


SECTION 2.0 DEVELOPMENT CONTEXT

2. DEVELOPMENT CONTEXT

2.1 The Site

2.1.1 The Development Framework supports an application and

consenting process specifically for manufacturing development

sites within the Port of Leith. The framework addresses in terms

of context the wider area of the Port of Leith and sets the

development within this context. Planning consent requirements

are limited to the manufacturing facilities with harbour

infrastructure consents addressed through a Harbour Revision

Order (HRO).

The Port of Leith today is the biggest enclosed deep-water port

in Scotland, road and rail connected to transport networks and

is a busy port visited by cruise, cargo and other vessels. Forth

Ports has its operational headquarters for all Forth Estuary ports

at Leith.

The nature of port operations varies both in time and across the

port estate. Current land use is predominantly of dockyard

operations, including cargo handling, engineering (specialist

maintenance of cranes, lock gates, roads and other

infrastructure), security, warehouses, dry docks, grain silos and

ship repair. Port operations for which the port has Permitted

Development Rights include all port and port related activity

including all elements related to port operations. These include

but are not limited to materials, handling, storage,

transshipping between modes, logistics, transit and storage

facilities including facilities supporting the import/export and

handling of goods.

The site is substantially in Forth Ports' ownership, but also

includes areas owned by Network Rail and other land owners

(see Land Ownership Plan above).

Study Boundary

Ownership Boundaries

Forth Ports Ltd Ownership

Network Rail Ownership

Other Ownerships

Legend

Ownership Plan


10/39


Port History

2.1.2 Port related activity at Leith dates back to the 14thCentury and

the port historically served as the entry port for travellers coming

to Scotland. The first docks in the Port of Leith were built early

in the 17thcentury, but were blocked by the formation of sand

bars. Construction of the resulting docks to the west of the river

to overcome the shortage of deep water was commenced in the

early 1800s and supported export of coal and timber and

merchant import/ exports.

2.1.3 Victoria Dock was constructed in the middle of the 19th century,

followed by the Albert and Imperial Docks in the 1880s.

Edinburgh Dock opened in 1881. In the late 1930s, work

began to enclose the deep water with breakwaters to create the

Western Harbour that was completed in 1943. After World

War II, the Port of Leith underwent a period of decline which

was reversed with the construction of the impoundment and sea

lock structure in 1968. Shipbuilding was an important element

within the port with the last remaining yard closed in 1984.

2.1.4 The Port of Leith site includes a number of sites designated fortheir cultural heritage value including the docks themselves and

associated buildings including cranes, bridges, dry docks and

other listed buildings. The Royal Yacht Britannia moored at

Western Harbour is of national importance.

Martello Tower SAM and Category B Listed Building

Custom House, hydraulic crane & cabin SAM

Victoria Bridge SAM and Category B Listed Building

Dock Place, swing bridge and lock SAM and Category B

Listed Building

Imperial Dock Grain Elevator Category B Listed Building

Victoria Dock and Lock Gates Category B Listed

Alexandra Dry Dock and Hydraulic Station Category BListed

Prince of Wales Dry Dock and Hydraulic Station Category

B Listed

Tower Place, Harbour and Dock Offices Category C

Listed

Albert Dock with Swing Bridge Category B Listed

Edinburgh Dock, Pumping House and Swing Bridge

Category B Listed

Port of Leith Edinburgh Dock 1958

Port of Leith 1938 Historical Plan


11/39


Edinburgh LDP - Proposals Map

2.2 Planning Policy Context

2.2.1 The Port of Leith is currently allocated as part of a major mixed

use regeneration opportunity within the adopted development

plan which comprises the Edinburgh & Lothians Structure Plan

(2004) and the Edinburgh City-Wide Local Plan (2010).

2.2.2 The City of Edinburgh approved as Supplementary Planning

Guidance (SPG, 2005) a Leith Docks Development Framework(LDDF) covering circa 170 hectares of Leith Docks and the

surrounding environs including the historic core of Leith. The

LDDF was based on a residential led, mixed use masterplan

seeking to integrate port and non-port operational areas into a

mixed, balanced and inclusive waterfront community and

quarter.

2.2.3 Subsequently Scottish Enterprise (and HIE) published the

National Renewables Infrastructure Plan (NRIP) which identifies

the Port of Leith as a potential location for the creation of a

renewable energy manufacturing hub to service offshore wind

farm development. This potential land use requires recognition

and allocation as part of the emerging Edinburgh City LocalDevelopment Plan (ECLDP). Industrial and commercial

development of the Port of Leith would be entirely compatible

with the existing land uses on site.

2.2.4 The Scottish Government (January 2012) announced the

establishment of four Enterprise Areas for Scotland. Port of

Leith forms part of the Low Carbon/Renewables East Enterprise

Area, alongside Port of Dundee. The Enterprise Areas have

been established to help create a supporting business

environment. The status aims to maximise strategic

manufacturing opportunities in key Scottish growth sectors and

industries.

2.2.5 The emerging Strategic Development Plan for South-East

Scotland (SESPlan) recognises potential alternative uses for the

Port of Leith and directs the council to consider this by way of

consultation and assessment of impact as part of the

preparation of the new local development plan. The alternative

option for renewables development is recognised by the recently

approved Waterfront and Leith Area Development Framework

adopted by the City of Edinburgh Council in October 2011.



12/39


2.2.6 Consultation on the LDP Main Issues Report (MIR) took place

over three months from late 2011 to early 2012. The MIR

sought comment on the preferred development scenario for

Leith. The potential change to the current allocation for mixed

use regeneration required consideration of the wider planning

context and the potential impact of the proposed renewable

energy use in relation to European, national and local nature

and heritage interests.

2.2.7 Preparation of the LDP has since been progressed having

regard to issues raised at the MIR stage. On March 19th2013

Edinburghs Planning Committee considered the proposed LDP

suitable for consultation for 6 weeks from 1stMay 2013 in line

with legislation. The March 2013 Development Plan Scheme

sets out the programme for preparing Edinburghs Local

Development Plan.

The relevant extract is below.

*Provisional dates

LDP Timetable - Development Plan Scheme, March 2013

2.2.8 The Proposed Edinburgh Local Development Plan identifies

Leiths Northern and Eastern Docks as an area of general

industrial, storage and business development and port related

uses. The proposed LDP also identifies it as a Special EconomicArea. It is identified nationally as an Enterprise Area, which

offers fiscal benefits and a speedier development management

process. The proposed LDP notes there is potential for new

deep water berth(s) outside the current port lock gates. In order

to provide a flexible context for renewable industry related

developments, the LDP does not set detailed layout or design

principles for any proposed port infrastructure.

19 March2013

Report Proposed LDP for approval

1 May 14June 2013

Publish Proposed LDP including a 6 weekperiod for representations.

December2013

Submit Proposed LDP to Ministers(examination starts)

September2014*

Report of Examination

February2015*

Adoption

Edinburgh LDP Design Principles

2.2.9 With respect to the Northern and Eastern Docks the Proposed

LDP also establishes a series of Development Principles

identifying that proposals should take account of the following:

Within the Northern and Eastern Docks (EW1e),

proposals will be assessed to ensure there are no

adverse impacts on the nature conservation interests of

the Firth of Forth Special Protection Area or other

relevant Natura 2000 sites.

The character and sense of place in The Shore is

important to the tourism potential of Leith. Views from

The Shore will be a factor in considering proposals for

new larger buildings.

Existing pedestrian footpaths at Marine Esplanade and

Albert Road have the potential to form part of a coastal

cycle route and be extended to Salamander Street and

Leith Links. These routes avoid the secure port area,

which is no longer expected to be available as a

section of the wider Edinburgh Promenade.


13/39


2.3 Local Area Context

Urban Contextual Analysis

2.3.1 The Port is located on the northern edge of Leith, and to the

east of Newhaven. Leith has an urban form typical of historic

port settlements made up of a fine grain urban fabric of

Georgian and Victorian warehouses (mostly converted to

residential or commercial uses), tenements, shops with flats

above and a range of grand civic and mercantile buildings.

Apart from areas of late twentieth century infill, buildings are

arranged in a perimeter block layout with high and continuous

building frontages providing strong spatial definition of streets

and other public spaces. Newhaven is a smaller-scale largely

residential area, less dense and more leafy than neighbouring

Leith and retaining its original fishing village plan and harbour.

2.3.2 The Waterfront & Leith Area Development Framework (2011)

seeks to integrate the citys townscape, create successful and

sustainable places to realise the full potential of urban land.

The Framework identifies the Shore to Constitution Street area

of Leith as a key centre or a 'Primary Heart' of the area. Itcontains a vibrant mix of restaurants, cafe/bars, shops, hotels

and office or studio-based businesses together with modern or

refurbished apartments all benefiting from proximity to the

Water of Leith waterfront. Newhaven Harbour/Village Centre is

also described as a Primary Heart, with the Ocean Terminal

shopping and leisure centre as a Secondary Heart.

The Port of Leith sits adjacent to these, with particularly close

interface with the Constitution Street/ Ocean Drive/ Shore area

of Leith. Redevelopment of the Port in this immediate area

requires particular consideration of urban design issues relating

to the mix and intensity of land uses and activities. Views of the

port from each of these centres is also an importantconsideration in the design of redevelopment proposals in the

wider port area.



14/39


Visual Analysis

2.3.3 Despite its size, views of the Port of Leith tend not to dominate

the surrounding urban areas. This is due mainly to a

combination of distance, the prevalence of large 'empty' spaces

in the port (made up of docks, quays and other hardstandings)

and the particularly built-up nature of the neighbouring areas.

North-south vistas into the port from within Leith are few and

tend to be narrow, and the popular Shore area follows the bend

of the river which deflects views out towards the Western

Harbour.

2.3.4 Visibilit y is limited to areas immediately adjacent to the port

boundary, or further away 'over the water' at the Western

Harbour development, Ocean Terminal and Victoria Quay.

Key views and visual receptors have been agreed within the EIA

with SNH and the City Council and integrated into the

development planning. The Environmental Impact Assessment

for development within the port of Leith addresses the visual

context and impacts. 3D visual modelling has informed spatial

planning and been an important consideration in the

development of the proposal.

Existing view from Ocean Terminal (Ocean Drive)

Existing view from Casino Car Park)

Existing view from Commercial Street Bridge


15/39


Local Visual Context - Areas of Potential Sensitivity

Western

Harbour

Ocean

Terminal

Portland

Place

The

Shore

Constitution

Street

Bath

Street

Leith

Links


Forth

Estuary Views

Victoria

Quay


16/39


View from Ocean Terminal - Pedestrian level view looking from Ocean Drive towards Imperial Mill across Harbour Berth

View from the Shore - Pedestrian level view looking North at corner of The Shore and Tower Street, across Malmaison Square.

Ocean Point Imperial Mill The Shore

Victoria Swing Bridge Tower Place Malmaison


17/39


Land Uses

2.3.5 Land uses within the port and immediate hinterland include

organisations and companies dependent in part on port activity

including service and support companies, rail and road freight

operators, freight forwarders, stevedoring firms, towage firms,

dry dock operators, ships chandlers, transport and

warehousing operators, and construction sector businesses.

2.3.6 Other port neighbours include an area of residential

apartments 5 to 8-storeys in height, extending along Ocean

Drive from the eastern end of Victoria Dock to the eastern-most

roundabout and continuing down Constitution Street. Across

from these on Constitution St/Tower Street are a group of small

industrial units and on the southern side of Tower Street as far

as Baltic Street/Salamander Street are large industrial

warehouses. These continue along Salamander Street opposite

more high-rise modern apartment buildings, older residential

buildings and groups of 'out-of-town' commercial units.

2.3.7 The Waterfront & Leith ADF identifies a 'Transition Zone'

between Edinburgh Dock and Salamander Street, and

continuing to the east between the railway tracks and

Salamander Street. It suggests that this could be developed as

an employment/commercial area with "bulky adaptable

architectural forms resonating with the old commercial buildings

along Commercial Street".

2.3.8 Further east, land uses include the Seafield Cemetery along

Seafield Road and the Waste Water Treatment Plant along the

eastern edge of the site.

Creating connections and consolidating the heart of Leith

Indicative Plan outlining City of Edinburgh Council Strategic Concept

(source: Waterfront and Leith Area Development Framework, City of Edinburgh Council)



18/39


Access & Accessibility

Road Access

2.3.9 Road access to the Port of Leith is currently gained primarily via

Bath Road off Salamander Street to the eastern side of the port

and via a secondary access from Albert Road and known as the

Seafield entrance. A third access exists off Ocean Drive toward

the western end of Albert Dock, mid way along the port's

southern boundary. There is a fourth point of access along the

southern boundary at the Constitution Street/ Ocean Way

roundabout located to the east of the third access. This access

is currently sealed off but formerly provided access to the

eastern end of the port.

2.3.10 Road access at any point to the operational port is controlled as

part of the ISPS (International Ship and Port Facility Security)

Code requirements with operational areas fenced off from

public/ general access other than at the controlled points of

entry/ egress. ISPS requirements introduce important statutory

obligations and could be considered to be of increasing

importance in port masterplanning in securing controlled access

and differentiating land use activity zones.

Earlier design frameworks advocate the continuation of the

industrial grid structure of Leith which "provides a strong

framework for both current and port-related activities and

possible future uses associated with the offshore renewable

energy industry".

Public Highway Proposals (TIF)

2.3.11 City of Edinburgh Council is proposing implementation of new

public highway infrastructure as part of a TIF (Tax Incremental

Finance Initiative) project for the Leith area and as part of a

wider regeneration initiative. The business case for the TIF

project is currently under review. The project includes new road

infrastructure connecting Lindsay Road and Ocean Drive with

Salamander Street/ Seafield Road. The TIF Road Scheme

addresses the long term needs of the area. The Development

Framework for Leith is compatible with the TIF Road Scheme.

Study Boundary

Primary / Secondary Port Access Roads

Public Roads

ISPS Boundary

Existing Rail Lines & Sidings

Lock Gates

Secondary Port Entrance

Primary Port Entrance

Legend

Existing Access & Infrastructure Plan


19/39


Internal Port Circulation

2.3.12 Existing vehicle circulation routes within the port generally follow

dock apron and quay edge alignments. Internal routes are

managed by Forth Ports Limited to suit operational activities

and user needs as required and this arrangement will be

maintained.

2.3.13 The existing Port roads are based on an east west corridor

through the site and dictated by the dock configurations

themselves and follow Imperial Dock North and Edinburgh

Dock North. Secondary routes and links provide north/ south

connections from the principal spine route to the individual

docks, facilities and entrances.

Rail Access

2.3.14 The Port of Leith benefits from a live rail connection and two

sidings extend into the port from the Network Rail system.

Once inside the port, the live rail lines are under the control of

Forth Ports Limited. Current rail activity primarily relates to coal

distribution from sea imported and stockpiled coal. Distribution

is to coal fired power stations located in East Lothian and Fife.

The rail sidings are covered by a rail designation. Other local

rail freight usage relates to steel haulage.

Public Transport

2.3.15 The general port and Leith area is well served by public

transport networks and many of Edinburghs bus routes include

the port area and Ocean Terminal. The first phase of the

Edinburgh Tram system will terminate at York Place at the south

end of Leith Walk with the intention that a future phase could

potentially run towards Ocean Terminal on the west side of the

port.

2.3.16 Study work relating to cross Forth ferry services have been

conducted in the recent past and ferry landing points both west

and east of the port of Leith have been considered, although

there are no firm proposals at this time.


Rail Haulage

Public Transport Links at Ocean Terminal

Internal Port Circulation Quay Edge Alignment

Existing Rail Lines


20/39


Environment

Addressing Quality of Environment

An important aspect of the Development Framework is co-

ordinating development and environmental planning and

ensuring full recognition is given to the sensitivities of the site,

the presence of European Designated Sites and securing a

framework which positively supports sustainable economic

growth.

Developing options which ensure the protection of key assets

has been at the heart of the design development process. The

strategy has sought to address the environmental qualities of

the site from the outset to address the mitigation, protection and

enhancement of environmental assets and the close integration

of environmental, setting and place-making objectives. The

detail of which is reported within the Environmental Impact

Assessment and Environmental Statement. Environmental

opportunities and constraints have been considered early in the

preparation of the framework in order to inform the land use

zoning and site capacity and to assist other related study work

in relation to land use, infrastructure, marine access and egress

and site opportunity.

This process has involved consideration of the influencing

factors posed by existing site features, including existing

infrastructure, adjoining land uses, topography, water

environment, environmental assets and built heritage in parallel

with understanding of existing environmental sensitivities and

constraints.

Detailed Environmental Considerations

Iterations of the Options included initial analysis of likely

optimal locations for the built elements and infrastructure.

Detailed considerations include:

Development scale and potential development

footprints based on understanding of environmental

sensitivities e.g. Firth of Forth SPA/ SSSI/ Ramsar and

Imperial Dock SPA, proximity to other potentially

sensitive receptors e.g. community / residential / views

The character and sense of place in The Shore is

important to the tourism potential of Leith with local

views from The Shore needing consideration relative

to any proposal for l arger buildings.

Alternative layouts, building massing and heights,

engineering interventions, etc that would make the

proposals more, or less acceptable in environmental

and urban design terms.

Review of likely assessment requirements and

programmes of works under the various consenting

regimes (Harbour Revision Order under the HarboursAct 1964, Marine Licence under the Marine (Scotland)

Act 2010 and planning under Planning etc (Scotland)

Act 2006) and how these relate to the EIA Regulations

(Scotland) 2011.

Opportunities for place-making and securing simple

clean building hierarchy, massing, form and

alignments that respond to urban context

Martello Tower

Common Tern at Leith Docks


21/39


Key EIA Issues Include:

The Northern and Eastern Docks area proposals (LDP

EW1) needs to demonstrate that there are no adverse

impacts on the nature conservation interests of the Firth of

Forth Special Protection Area or other relevant Natura

2000 sites.

Protecting cultural, archaeological or heritage elements

including potential impacts on Scheduled Ancient

Monuments and Listed Buildings

Ecological protection of habitats and species as part of

the development proposals recognising the International

and National nature conservation designations

- Imperial Dock Lock SPA - Breeding populations ofcommon tern. Largest colony of common tern in the

Forth, and one of the largest colonies in Britain.

- Firth of Forth SPA, SSSI & RAMSAR Populations ofnon-breeding waterfowl, wildfowl and waders

- Forth Islands SPA support internationallyimportant numbers of breeding and seabirds and

wintering waterfowl

Protecting and enhancing the townscape/ seascape and

visual amenity of the site and surrounding area e.g.

Edinburgh World Heritage Site whilst recognising the fit

with current level of industrial use of the port and scale of

existing industrial buildings including views from tourist

centres such as the Shore

Protecting and enhancing the water environment

including the Firth of Forth, Water of Leith and River Forth

through appropriate management of construction e.g.

timing of future piling works, dredging, infilling etc and

assessment of flood risk and surface water management.

Addressing user needs and the connectivity of the site

within the wider community in terms of non-vehicular linksthat connect the site and wider Edinburgh City.

Integrated environmental assessment and design team working

has iteratively explored areas requiring specific design

approaches to address environmental designations, sensitivities

and receptors. Team working and close professional

engagement is a central part of this process.


Communities

2.3.16 Leith is home to a vibrant mixed community in socio-economic

terms with areas of deprivation, poor health and higher crime

rates whereas Newhaven is a predominantly more affluent area.

More affluent pockets exist around the more commercially-

successful and vibrant areas of the Shore and the waterfront. In

terms of open space amenities, with the exception of Leith Links

the green recreational infrastructure is fairly limited due to the

area's built-up nature.

Leith Links is considered to be one of the city's six major parks.

A new park is proposed linked with residential development on

Ocean Drive as part of new residential development.

Economic Context

2.3.17 Current economic stats / employment

to be completed. Awaiting information D Keddie / Socia-

Economic Assessment.

Employment

Local detail / key employers / changing employment trends /

importance of port

To be completed

Ocean Apartments Leith

Residential Flats on Seafield Road


22/39


3.0 SITE APPRAISAL


23/39


3. SITE APPRAISAL

3.1 Summary of Constraints

Constraints mapping has been undertaken with input from all

parts of the design and environmental study teams alongside

technical and operational inputs from Forth Ports.

Critical to Forth Ports Limited operational requirements is the

need to maintain access for tenants and operators within the

port (including cranes/ equipment/ quay access/ H&S / etc)

and ensure flexibility of use to address changing cargo and

storage requirements that form the core of the ports operations.

Environmental constraints and formal designations have been

assessed within the EIA process. Detailed surveys and

technical studies on protected and designated areas; species

and viewpoints have been undertaken within the environmental

assessment. A precautionary approach with safeguarded zones

has been adopted where appropriate.

Marine access to the port is currently restricted by the

dimensions of the sea lock to vessels of 259 metre LOA and31.6 metre beam with a maximum depth over cill of 12.6

metres.

Constraints Plan


24/39


Constraint: Existing Operational Port Quays

Constraint: Capacity of Entrance Lock

Constraint: Setting of Victoria Swing Bridge

Opportunity: Advanced Manufacturing

Opportunity: Increased Economic / Employment Gain

Opportunity: Outer Berth offering enhanced port access


25/39


3.2 Summary of Opportunities

The development proposal represents a further phase in the

development of the port creating opportunities for port

diversification and addressing the limitations on marine access

presented by the sea lock.

The development of the port as a 21stCentury gateway port is

created by a combination of new infrastructure (marine access

and enhanced quays) together with rationalisation of land uses

and promoting greater flexibility, extending market

opportunities and securing investment from key growth sectorcompanies.

Developing the port with a long term vision for change involves

building on the multi-cargo / multi-user port of today and

promoting higher value uses clustered around enhanced port

infrastructure. Multi-use activity and flexibility of operations will

be retained. Opportunity exists, within the mix to secure inward

investment to support large scale manufacturing that requires a

coastal location with unrestricted sea access. The delivery of a

new Outer Berth and development plots meets this need.

Existing uses and activities will continue and where possible

opportunity taken to promote enhanced land utilisation andlogistics based on Forth Ports operational management. (See

Development Plots Plan above).

Study Boundary

Forth Ports Core Operational Land

Development Plot for Manufacturing

Outer Berth & Pre-Deployment Laydown Site

Retained Rail Access

Legend


26/39


4.0 STRATEGIC VISION


27/39


4. STRATEGIC VISION & DEVELOPMENT

PRINCIPLES

4.1 Strategic Vision & Objectives

4.1.1 Forth Ports and its partners, Scottish Enterprise and City of

Edinburgh Council, are seeking to promote continued

investment in the Port of Leith to create a world-class 21st

Century port. The vision anticipates accommodating a mix ofmodern port-related uses including advance manufacturing

activity requiring port facilities and based on infrastructure and

service standards that address user needs.

4.1.2 Investment in the port involves a range of stakeholders who

share a range of objectives that include:

1. Promote sustainable economic growth, by

Maintaining globally attractive and competitive

operational facilities and management

Promoting investment activity in port and related

high value growth sectors

Creating facilities that support low-carbon

advanced manufacture and logistics

Ensuring infrastructure planning provides a

lasting legacy of value

2. Support multi-use facilities and port activity, by

Retaining facilities that support current port

operations and market users / needs

Promoting business activity across sectors and

users including port operations

Supporting transport interchange facilities

meeting the needs of diverse users

Creating additional capacity that offers flexibility

and adaptability of use

3. Protect current & future operational flexibility, by

Securing a common infrastructure and shared

use operational areas, while avoiding

operational conflicts and retaining consent

flexibility for all port operations

Addressing future adaptability / flexibility through

infrastructure investment

Recognising technological change in growth

sectors

Secure opportunity to grow the existing business

base and port activity

4. Address sustainable environmental stewardship

and place quality, by

Promoting sustainable economic activity

Adopt best practice in urban planning in thecontext of the port and Leith

Addressing city-wide context and local character

areas and interfaces

Recognising the quality and importance of

design and environmental management

SECTION 4.0 STRATEGIC VISION & DEVELOPMENT PRINCIPLES


28/39


4.2 Core Elements supporting a 21stCentury Port

Development of the port in accord with the project objectives will

involve investment and upgrading of the infrastructure of the port

and some rationalisation of land-use. The key facilities/uses to

be accommodated are:

Outer Berth Facility

offering all weather 24-7 access for larger

vessels

associated deployment and pre-deployment

areas and facilities

Strategic Development Sites suitable for Advance

Manufacture Renewable Energy Sector

Large scale 25-50 acres Mixed Use (Class

4/5/6) sites

Supporting Supply Chain sites for co-located

manufacturers and suppliers

Strategic Road / Rail Freight Servicing facilities

Heavy Load and Strategic Load Routes

connecting Outer Berth & Development sites

Retained rail freight access for cargos (bulk /

specialist rail freight cargos )

Multi-Use berth facilities for a range of activity internal/

external to sea lock

Import - Export quays with heavy load capacity

Cruise Liner facility (Port of Call) potential

longer term legacy facility

Capacity for Efficient Multi-Cargo Handling24-7 Port Access

Large Scale Mixed Use (Class 4/5/6) SitesHigh Quality Flexible High Load Quays


29/39


4.3 Development Design Principles

The Development Framework seeks to establish a clear

framework for manufacturing activity within the Port of Leith.

The framework seeks to support five core design principles that

collectively promote quality of design and sustainable spatial

planning reflecting the functionality of the port environment and

the specific context of the Port of Leith.

The design principles arose from a multi-disciplinary design

team workshop linking planning, design, engineering and

environmental disciplines and seeking to secure a holistic

response based on good urban design principles.

Flexible & Adaptable Urban Development Structure

4.2.1 Designing for a successful modern-day port will require a

structure and layout which can accommodate various activities

through the shared use of space and infrastructure, while being

able to adjust with ease to new uses and changing operational

needs.

4.2.2 A clear hierarchy of dedicated, non-dedicated and multi-

functional use areas operates within the port based on function,

safety and access. Buildings and laydown areas need to be

defined by operational needs and reflect the flexible functions

inherent in port operations. No standard port configuration

exists. Building form and massing represent the dominant

elements of the urban structure and should retain and extend

the grain and grid structure in a simple legible manner.

4.2.3 In contrast to typical urban structures, ports are not made up of

defined urban blocks and a fixed street pattern. The majority of

the space would be devoid of boundary walls, pavements and

kerbs, with the main spatially-defining elements being the

buildings themselves. Building layouts should be arranged to

continue to reflect the port grid structure as far as possible as

set out in the Waterfront and Leith Area Development

Framework. This broadly orientates buildings to run with the

grain of the land aligning the long axis of buildings with port

quays, other infrastructure and site boundaries. In areas close

to points of public access gable ended alignments may improve

visual and physical connectivity.


Grid Aligned

Framed Random

Design Principles

Grid Aligned

Framed Random

Connectivity


30/39


Efficient Access & Connectivity that links Marine & Land

Based Transportation Modes

Ports secure a premium on land offering a location with sea

access and freight interchange facilities. Marine access linked

to road and rail servicing is central to the inter-modal facility

offered by the port. Efficient marine access (Outer Berth /Inner

Berths & Quay) and connections to road/ rail freight facilities

should be protected and optimised the site.

Ports attract specialist cargos with particular load and

movement characteristics requiring specialist infrastructure

(quays / craneage / storage / transit / transportation). The

Heavy Load Route from the Outer Berth addresses a specific

loading requirement of wind turbine generators and connects

heavy load manufacturing facilities to the Outer Berth. A

Strategic Load Route or corridor (meeting the need for wide/

specialized loads) is required to create a spine road for the port

connecting the Outer Berth and pre-deployment / laydown

areas with sites suitable for tower, blade or other component

manufacture. Critical to the integrated manufacturing facility

are efficient connections for specialist vehicles. Self Propelled

Modular Transporters (SPMTs) are used to move large and

heavy components. SPMTs have specific loading and swept

path requirements and these need to allow two way movement

and be future proofed for the port to allow for potential scale

increases over time.

Measures to ensure safe access and mobility for all users are

linked to the ports operational management and addressed by

the ports Health and Safety requirements. A clear hierarchy of

routes and spaces will be defined through a combination of

buildings, boundaries (where appropriate), signage and road

and/or surface markings.

Efficient Space Planning Secured by Wise Use of

Resources

Port land is a premium land asset and efficient use and

management is critical to meeting the needs of differing users.

Flexibility of sites / plots and ensuring plot specifications

(loading / ground conditions / servicing / access) reflect user

needs is important to both efficient space planning and making

wise use of resources in terms of site infrastructure.

Simple flexible layouts are preferred. Layouts should be

promoted based on securing efficient and effective use of land

ensuring that the nett usable area is maximised and minimising

the extent of orphaned land and small land parcels constraining

flexible port use. Rectangular plots that offer simple boundaries

with boundaries perpendicular to roads are preferred.

Quay areas on active docks form prime activity zones and need

to be safeguarded to allow efficient and direct access between

quays and buildings or storage areas.

Quay aprons and quay connected land is at a premium and

essential to the efficient operation of a modern port. Craneage

provision (mobile or fixed) requires quay aprons with known

loading characteristics and unrestricted access to quay aprons.

Layouts and buildings that restrict mobility for Special Purpose

Movement Transporters / Cranes and the movement of goods

should be avoided.


31/39


Creating Legibility & Fitness for Purpose based on

Function

4.2.4 Port functions dictate and set the context for the Development

Framework. Ports like airports have generic operational

requirements and these change with technology often driven by

the changing scale of marine vessels, craneage and cargos.

Flexibility of operation is paramount. A port has a number of

operating areas that typically include:

Land based / land side access supported by services /storage and distribution facilities

Quay based / quay area access supported by

services / transit facilities / cargo handling

Marine based / ship loading and marine access areas

for cargo import and export

Port planning seeks to ensure 24/7 marine access is supported

by quays that maximise cargo throughput, avoid constraint to

quay access that maximise vessel turn-around times and simplify

cargo movements between quays and storage building or

yardage.

These functional requirements create a simple operational and

urban legibility based on quays, aprons, buildings and yardage

punctuated by cranes and other infrastructure. Buildings and

quays form the dominant elements.


Integrating Land Use, Massing & Form

4.2.5 Land uses involving advance manufacturing, general port

activities such as transit facilities and other industrial uses all

share a common vocabulary of form created by large simple

industrial buildings in open large multi-use sites with generous

external storage.

Manufacturing can be anticipated to introduce the largest and

bulkiest buildings together with the largest external spaces.Building are large in scale requiring a floorplate within the

range of 300m x 150m range with building heights typically up

to 40metres. Secondary buildings are typically significantly

smaller creating a hierarchy of forms with large buildings

aligned parallel to quays dominating. Massing is strong, simple

and contains and frames internal docks and quays.

4.2.6 Large buildings form part of the architectural character of port

areas and their massing should be addressed through

orientation, profile, colour and facade treatments. Operational

needs dictate building form and scope to break down their

massing is limited. Visual integration can be best secured

through orientation, simple design detailing, use of materials

and colour treatments.

4.2.7 Buildings should also be orientated to reflect the historic pattern

and grid structure of the port. The alignment can create a

simple functional relationship between buildings, quays and

landform that has a simple harmony that builds on the existing

grain and retained structures and buildings. This accords with

the ADF proposals to retain a port/industrial grid structure.


32/39

Pages 32 through 47 redacted for the following reasons:- - - - - - - - - - - - - - - - - - - - - - - - - - - -Regulation 10(5)(e)


33/39


6.0 PORT OPERATIONS


34/39


6. PORT OPERATIONS & MANUFACTURE

6.1 Port Operations

The Enterprise Area (Port of Leith and Port of Dundee) has a

clear sectoral focus in line with the Governments wider

economic development strategy of supporting Scotlands

growth companies, growth sectors and growth markets.

Establishing the Low Carbon / Renewables Enterprise Area will

help support the transition to a low carbon economy while

encouraging businesses in this sector to set up and grow inScotland. The intent is to ensure port activities and

manufacturing are integrated into the site taking advantage

from a modern fit-for-purpose infrastructure and operational

benefits of the port.

The Port operates as a inter-modal port facility and all existing

port activity and operations will continue servicing a wider

range of user needs making use of both current and future port

infrastructure and the supporting facilities offered by Forth Ports

Limited. This includes all marine, freight (bulk, specialist, etc),

marine support services, inter-modal and transit activity and

support operations. Rail access for commodities and special

rail freight appropriate loads is retained.

The Development Framework retains capacity for all viable

marine activity within existing docks and quays and retains

access (marine /rail /road/pedestrian) across all modes as

existing and compliant with ISPS requirements.

(Discuss with FP to identify any additional/amended text or

requirements) Detail on bulk cargos / virtual quarry / materials

handling to be agreed with Forth Ports for the DF.

6.2 Manufacture

Inward investment interest reflects the Enterprise Area

designation seeking to bring forward an integrated

manufacturing facility that combines wind turbine generators

(WTGs, also referred to as Nacelles), towers and blades

together with secondary elements all within a hub location that

provides for direct deployment to arrays and export facilities to

wider markets. Essential requirements are for 2No WTGmanufacturing units; 1 No. Tower manufacturing unit and

marine deployment facilities. Blade manufacture is acceptable

on adjacent or local sites within the Forth-Tay Cluster.

The WTGs are manufactured within the main buildings on

frames and weigh approximately 400-500 tonnes with

dimensional allowances of 15 x 10 x 10 metres. The units are

tested, certified and approved and transferred to external

storage areas on special bogeys / transporters. Nacelles are

stored on unit specific stools and require regular servicing.

Storage areas need to provide prepared areas capable oftaking appropriate loadings and allow for movement by SPMTs

and loaded crane units. WTGs will be transferred from the

storage area to the export quay or pre-deployment/

consolidation site.

Pre-Deployment Area

The Pre-Deployment Area (s) provide for consolidation of all

components (WTGs / tower sections and bases / blades / hub

star units / cabling / etc) ensuring contract packs are

consolidated prior to movement to the Outer Berth / Export /

Deployment Quay.

Capacity studies indicate that each operator will have amanufacturing capacity of circa 50 units/ year. Storage areas

are required to meet minimum deployment ready capacity. Pre-

Deployment areas need to connect directly to the HLR / SLR

and allow for loaded crane movement and SPMT access.

Services include power supply for testing / exercising of units

and 30 lux shielded mast lighting.

Outer Berth / Deployment

The Outer Berth provides full deployment facilities to allow

transfer of fully prepared units to be exported by specialised

jack-up and similar vessels to off-shore arrays. Assembly is

completed on land and loaded in package ready units.

Dependent upon turbine, tower and blade dimensions anddeployment vessel these are typically in 6 packs (6 nacelles; 6

complete towers (18 sections); 6 tower transition /base units; 6

rotor stars; 6 ancillary packs. Transfer to deployment vessel is

required 24-7 and will involve varied combinations of vessel

and shore based craneage.

Deployment is a time critical activity. Units will be stored on the

Outer Berth immediately in advance of arrival of the

Deployment Vessel with further units being uplifted and

transferred from the pre-Deployment Area to facilitate rapid

turnarounds and maximise deployment quay utilisation. Load

out can involve cranes operating in tandem. Both quay hi-mast

lighting and vessel lighting at high lux levels is required to meet

operational and health and safety requirements. Deployment

times for 6 pack units in acceptable weather working conditions

is typically in the range of 28-36 hours.

SECTION 6.0 PORT OPERATIONS & MANUFACTURE


35/39


Heavy Load Route / Special Load Route

The Heavy Load Route and Special Load Route offers a multi-

user access for all port users with specific operational

characteristics that provides for the movement of extra heavy

loads and wide and specialised loads from points of

manufacture to deployment.

The Heavy Load Route is designed as a road carriageway to

allow loads of 500 tonnes to be transported and provide a loadcapacity of 20tonnes /m2. SPMT vehicles will use this route

carrying fully equipped WTG units/ nacelles. The SPMT units

are of variable length typically up to 6m x30m. The HLR is

10metres wide with an additional clear zone of 3metres. Units

travel at up to 3km/hour loaded (15km/h non-loaded) and

passing places are provided on the Imperial Dock Quay to

allow 2 No transporters to use the HLR. The Special Load

Route takes abnormal wide and long loads (towers and blades)

with tower height allowances up to 100-120metres with

sections potentially to 50 metres. The Special Load Route is

7.3metres wide with swept paths providing for 100metre radii

and a clear no-build/unobstructed zone of 20metres. Access

and egress from manufacturing sites and laydown areas forSPMTs is allowed for in the HLR/SLR alignments.

All port operations are 24-7 operations 365 days per year and

allow for all shipping movements and freight/cargo and related

port operations and materials handling at all hours. All

standard port operational and management requirements

(health & safety / craneage / stevedoring / lighting /etc) apply.

Access and Egress associated with Manufacturing

The addition of manufacturing capacity within the port

boundary will be integrated within the general port land-use

mixes. Manufacturing has no special access or egress

requirements with all heavy/special loads being internal to the

port. Employment densities associated with manufacturing are

comparable with other land use activities and no additional

requirements are anticipated. (see also Transportation

Assessment within the EIA). The existing primary andsecondary access points for the port will be retained in their

current locations and configurations. Parking provisions for

employees on the basis of nationally recognised standards will

apply.

Self Propelled Modular Transporter (SPMT)


36/39

Pages 51 through 52 redacted for the following reasons:- - - - - - - - - - - - - - - - - - - - - - - - - - - -Regulation 10(5)(e)


37/39


SECTION 8.0 SUSTAINABILITY

8. SUSTAINABILITY

8.1 Hi-Level Sustainability Objectives

Sustainable growth is a key objective of Scotlands Economic

Development Strategy and embracing economic, social and

environmental objectives at a national level.

At a project development level it is important that all parties

recognise the importance of operating in a responsible manner

within accepted principles of sustainable development. This is

particularly important in the context of a mixed use port area

with strong local connections associated with:

Economic activity and transition towards a low carbon

economy

Communities interests and aspirations

National infrastructure associated with a gateway port

Climate Change and promotion of low carbon freight

transport

Key areas of importance for sustainability associated with all

development include: Conservation ensuring the protection of natural

environmental assets

Protection of Water Assets minimising risks to water

pollution

Energy facilitating responsible energy use and

promoting low carbon activity

Air Quality controlling emissions from plant and

cargo handling

Waste minimising waste and promoting recycling

Communities supporting engagement as good

neighbours

Environmental management is about managing risks and

securing enhanced performance through environmental

management systems. The developments within the port will

operate in accord with adopted Environmental Management

Systems and in an environmentally responsible manner.

8.2 Environmental Stewardship

The development of the port of Leith is adjacent to sites

designated as important for conservation. These include local,

national, European and international designations for both

species and habitats. A statutory Environmental Impact

Assessment has been completed for the project.

The Environmental Impact Assessment addresses phasing and

construction methods and includes an outline Construction

Environmental Management Plan (CEMP) to inform future

construction management.

CEMP

Generally most potential impacts of a development are

associated with the construction phase (earthworks, building

demolition and renovation, developing infrastructure and

utilities, piling, use of concrete and building materials etc).

A Construction Environmental Management Plan (CEMP) isbased on the key impacts, mitigation measures and

environmental enhancement measures identified in an

Environmental Statement or Environmental Assessment. The

CEMP aims to provide a quick reference guide to developer/

contractor responsibilities and obligations. The CEMP sets a

framework within which the environment of the development

site will be managed during the construction phases. The

CEMP is a key reference document for Contractors working on

the site to help ensure the control of pollution of air, land and

water as the site is developed out.

Compliance with a CEMP should ensure that project impacts

are minimised through control of both known and unknown

environmental risks. However, In addition to the actions

required as set out in this CEMP, developers and contractors

need to fully comply with the relevant legislative, codes and

standards and the planning conditions applied by the planning

authority as part of the post-consent process.

Energy Conservation

Detail of Energy Policy supporting a sustainable approach to

energy use in production / buildings.

Waste and Recycling

Detail of Waste Strategy supporting a sustainable approach to

waste and recycling.


38/39


APPENDICES


39/39


APPENDICES

Port of Leith Development Framework 310513 Redacted

Documents

Transcript of Port of Leith Development Framework 310513 Redacted