The City of Edinburgh Council 
Local Transport Strategy 2007-2012
March 2007

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
2

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Contents 
Part One • The Strategy
5
Foreword
7
1
Introduction
9
2
What has been done over the last five years
11
3
Trends and expectations for the future
14
4
The issues for transport
16
5
The next five years and beyond
19
6
Targets, Monitoring and Action Plan
26
Part Two • Policies and Plan
29
1
Introduction
31
2
Transport Governance and Funding
32
2.1
Governance
32
2.2
Communities
32
2.3
Funding
33
3
Streets
35
3.1
Street Management
35
3.2
Maintaining the infrastructure
38
3.3
Air Quality Management and Climate Change
40
3.4
Road Traffic Reduction Act
43
4
Individual Travel
44
4.1
Safety and Health
44
4.2
Walking
51
4.3
Cycling
55
4.4
Motorcycles and mopeds
59
4.5
Car travel
59
4.6
Parking
61
4.7
Park + Ride
67
5
Transport for All
69
5.1
Integrated Public Transport
69
5.2
Trams
73
5.3
Buses
75
5.4
Rail
78
5.5
Taxis and Private Hire
80
5.6
Community, Accessible and Concessionary travel
81
3

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
6
Smarter travel choices
85
6.1
Changing habits
85
6.2
Informing travellers
86
6.3
Business travel plans
86
6.4
Schools
88
6.5
Other measures
88
7
Transport and the economy
90
7.1
Competitiveness
90
7.2
City centre
90
7.3
External connectivity
91
7.4
Movement of goods
95
8
Planning and growth
98
8.1
Land use planning
98
8.2
Core development areas
100
8.3
Accessibility planning
102
9
Appraisal
104
9.1
Consultation
104
9.2
STAG
110
9.3
Strategic Environmental Appraisal (SEA)
124
10 Action Plan
127
10.1 Actions
127
10.2 Monitoring
133
10.3 Targets
138
Glossary and Definitions
139
Appendix 1
LTS 2004 Action Plan monitoring detail
141
Appendix 2
ELSP 2015 Investment strategy monitoring detail
153
Appendix 3
Parking Strategy Review Action Plan
155
Appendix 4
Responses to Stage 2 Consultation
163
Appendix 5
Interim Street Management Framework
169
Appendix 6
SESTRAN funding programme 2006-07
172
4

---

The City of Edinburgh Council • Local Transport Strategy 2007-2012
Part One – The Strategy

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
6

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Foreword
Transport policies greatly influence our day-to-day lives. They affect whether we choose
to take the bus, where we park our cars, how safe we feel crossing the road, how clean our
air is, and how we enjoy living in the city. For these reasons, our Local Transport Strategy
(LTS) is very important to everyone in Edinburgh. It’s a crucial document to guide us when
we make decisions about public transport, cycle lanes, and roads and pavements. That’s
why we asked you what you think should be in the LTS last summer.
You had plenty to say, especially about buses. Although most of you agreed bus service
is excellent, you want better bus services linking areas outside the city centre, and more
evening and weekend bus services. You’d also like a more integrated system with
transferable fares between buses, trains and the future trams. And you felt road and
pavement improvements were key. Reducing air pollution was also a high priority for
many of you.
We’ve taken into account all your comments to draft a strategy, which is summarised in
these pages.
I’m proud of all we accomplished under our last Local Transport Strategy. Since 2000,
more than £130m has been invested in transport improvements and we have made
enviable achievements – 20% of residents walk to work, 30% take the bus, 5% cycle and
35% drive. We’ve brought you three new railway stations and three new park and rides.
We’ve introduced Safer Routes to Schools and more 20 mph zones, which have played a
major role in reducing the number of accidents. Other changes – such as more pedestrian
and cyclist crossings – have also played a role in making our city safer.
We’ve also brought you the Fastlink guided bus corridor, more bus priority and cycle lanes
and BusTracker electronic real-time information signs. Record amounts, £64 million
between 2002 and 2007, have been spent improving our roads and pavements.
The new Local Transport Strategy is the framework for the next stage in Edinburgh’s
transport. Its role is to integrate and balance the sometimes conflicting needs of
motorists, public transport users, pedestrians and cyclists. That’s no easy task but it’s
essential to keep our growing city moving smoothly.
Councillor Ricky Henderson,
Executive Member for Transport
City of Edinburgh Council
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
7

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
8

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Introduction
Part One of the LTS sets out the Council’s aims and objectives for transport, and provides
an overview of the Council’s strategy. It summarises what has been done over the last few
years. Part Two sets out detailed policies for all aspects of transport, together with an
action plan.
The Local Transport Strategy sets the scene for managing and improving the city’s
transport over the next five years. An effective, integrated transport system within
Edinburgh is essential to the continuing development of the economy of the whole
Edinburgh region, the quality of life of its citizens and the experience of all who travel into
the city for work, education or leisure.
This LTS builds on the high level of transport investment that has been achieved over the
last few years, and the major projects that are currently in the pipeline – in particular the
Edinburgh Tram. There are significant choices and decisions to be made about the city’s
transport, but our consultation shows that most respondents support the general
direction of the last LTS. So our new LTS adjusts and updates the strategy rather than
fundamentally changing direction.
This does not mean that transport changes in Edinburgh will slow down. Continuing
growth in Edinburgh and the surrounding areas means we must keep on improving the
city-region’s transport system. In particular we need to ensure that the maximum benefit
can be gained from current investment in tram and regional rail projects, and that the
existing transport system is managed efficiently.
Major growth in housing and jobs is anticipated in Edinburgh and the surrounding
region, and transport must both influence and support the location of new development.
Commuting into the city from the surrounding area is forecast to increase, and the LTS
must ensure that the city’s transport system functions as the hub of a wider regional
network. It will therefore provide an important input into the Regional Transport Strategy
being prepared by the SESTRAN Regional Transport Partnership.
Regional Transport Partnerships have been established to plan, coordinate and deliver
key transport developments over each of Scotland’s main regions. The South East
Scotland Transport partnership – SESTRAN – covers the Edinburgh city-region. It is made
up of the City of Edinburgh, East and West Lothian, Midlothian, Fife, the Scottish Borders,
Falkirk and Clackmannanshire Councils. It will be the principal channel for Scottish
Executive funding for transport projects in this area. Its first major task is to prepare a
Regional Transport Strategy (RTS) by April 2007.
The LTS sets out Edinburgh’s approach to ensuring that appropriate infrastructure and
transport connectivity is in place to support the economy of the city-region. It provides
the framework to ensure the actions taken by the Council to manage and improve the
transport system are consistent and integrated with each other, while providing
Y
maximum choice for transport users.
G
E
T
A
As well as the new regional structures, there is significant evolution of the organisation of
R
T
transport and planning nationally. A draft national transport strategy was published by
S
E
the Scottish Executive in April 2006. Although a consultation draft, it proposes overall
H
national policy goals and a range of measures to achieve them. The final version of the
•T
Strategy is expected late in 2006, to be followed by a ‘strategic projects review’ that will
E
N
provide the framework for major infrastructure funding after current projects are
O
T
complete – ie after about 2012. A new government agency, Transport Scotland, has been
R
set up to deliver rail and trunk road projects.
PA
9

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
All this is taking place in the context of a National Planning Framework published by the
Scottish Executive in 2004. It is the main Scotland-wide vehicle for setting integrated land
use and transport priorities and establishing effective delivery mechanisms. A new
Planning Bill is paving the way for a new approach to strategic planning, focusing on city-
regions.
As well as taking into account these national and regional factors, the LTS is being
prepared in the context of wider economic, environmental and social objectives for
Edinburgh developed by the Council with the Edinburgh Partnership, its Community
Planning partners.
Communities and organisations involved in the Edinburgh Partnership
Partner agencies
The City of Edinburgh Council
Chamber of Commerce 
Communities Scotland
VisitScotland
Edinburgh Voluntary Organisations Council
Lothian & Borders Police
Lothian & Borders Fire Brigade
Higher Education
NHS Lothian 
Scottish Enterprise Edinburgh & Lothian
Community Sectors
Business 
Edinburgh Association of Community Councils
Young People
Older People’s Equality Forum
Race Equality Forum
Lesbian, Gay, Bisexual and Transgender Equality Forum
Disability Equality Forum
Women’s Equality Forum
Strategic Partnerships
Capital City Partnership
Children’s Services Strategy Group
Community Care Partnership Steering Group
Compact Strategy Partnership
Cultural Partnership
Y
G
Edinburgh Community Learning & Development Partnership
E
T
A
Edinburgh Community Safety Partnership
R
T
Edinburgh Sustainable Development Partnership
S
Edinburgh Lifelong Learning Partnership
E
H
Local Economic Forum
•T
Youth Services Advisory Committee
E
N
O
T
R
PA
10

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
What has been done over the last five years
Since the first LTS was produced in 2000, Edinburgh has enjoyed a period of
unprecedented delivery of new transport infrastructure and services, with over £130m
invested.
What’s been delivered
Major projects completed between 2001 and autumn 2006 include:
CrossRail including new stations at Brunstane and Newcraighall, and Park and Ride
at Newcraighall
Edinburgh Park Rail Station
Park and Ride at Ingliston and Hermiston
Straiton - Leith quality bus corridor
Edinburgh Fastlink guided bus corridor
A90 bus priority and queue management linked to Ferrytoll Park and Ride in Fife
Real Time Information/Bustracker at 120 bus stops
An extensive programme of Safer Routes to Schools Projects   
Widespread provision of 20 mph Zones to improve safety in residential areas and
around all Edinburgh schools
The Council has also achieved a significant improvement in the maintenance of roads and
pavements, with £40m spent over the last three years (2003-2006). In 2005/6, £23m was
allocated for maintenance expenditure, which rose to £28m for 2006/7.
These projects comprise much of the Base Strategy in the LTS 2004. This strategy has to a
large extent now been delivered. Full details of progress made in individual policy areas
are provided in Part Two of this LTS.
What has this achieved?
Major objectives in the LTS 2004 were to reduce road accidents, to reduce congestion and
to increase travel by public transport, walking and cycling. Significant progress has been
made in a number of these areas.
Edinburgh’s streets are getting safer: average annual numbers of casualties have reduced
by 16% between 1994-9 and 2000-2004, with 22% fewer people killed or seriously injured.
Numbers suffering ‘slight’ injuries reduced by 23%, substantially exceeding the target of a
10% reduction by 2010.
Between 1999 and 2004 there was a significant increase in the proportion of journeys
made by public transport by Edinburgh residents, with Lothian Buses plc, for example,
carrying around 25% more passengers (see the table overleaf ). The proportion of
journeys on foot or by bicycle did not change significantly in this period, compared to a
Y
trend of falling numbers across Scotland. Looking specifically at travel to work, over of
G
E
50% of journeys by Edinburgh residents are made by public transport, walking or cycling.
T
A
This is the highest rate in Scotland.
R
T
S
E
The total number of journeys by Edinburgh residents increased during this period,
H
reflecting population growth, additional jobs in Edinburgh and increasing car ownership.
•T
The percentages indicated below are therefore percentages of an increasing total
E
N
number of journeys.
O
T
R
PA
11

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Journey’s by Edinburgh Residents
%
Cycle
Walk Public transport Car (inc. passengers) Other Sample size
1999
2 24 
16 
57 
1 
2714
2004
2
23
19
54
2
1313
Source: Scottish Household Survey.
Increasing public transport patronage is closely linked with the increasing provision of
bus priorities and consequent improvement in bus reliability.
Bus Lanes and Bus Use in Edinburgh 1990 - 2005
Length of Bus Lanes
Annual Patronage
(Metres)
(Millions)
50000
110
45000
40000
100
35000
30000
25000
90
20000
15000
80
10000
5000
0
70
90
91
92
93
94
94
96
97
98
99
00
01
02
03
04
05
Year
Total length of Bus Lanes in Edinburgh
Patronage
Use of the new park & ride sites is increasing rapidly, with 75% of the 950 spaces at
Ingliston and Hermiston occupied at peak times in September 2006. This is an excellent
performance just one year after the sites opened in September 2005.
In the city centre, new traffic management arrangements have reduced traffic levels in the
areas of greatest pedestrian activity, while 20mph zones in many residential areas have
reduced the danger and domination of traffic.
The picture is more mixed in relation to congestion reduction, the first of the objectives
of the 2004 LTS. The rejection of the Council’s proposed congestion charging scheme, and
of the proposed changes to the tolling regime on the Forth Bridge will result in greater
levels of congestion than would have been the case if they had been implemented. This
remains a long term challenge for the Council.
The public transport and other
improvements proposed by the Council will make a significant contribution to better
transport, but on their own will be insufficient to stem growing traffic levels, and hence
congestion, resulting from new development and increased car ownership.
Y
G
E
T
What’s in the pipeline
A
R
T
A number of very significant major projects are under development, of which the
S
Edinburgh Tram scheme is of key importance. Two lines have received parliamentary
E
H
approval, and a detailed business case is being assembled to support the release of
•T
agreed funding. Trams should be running on Edinburgh’s streets in 2011.
E
N
O
Rail schemes such as the Edinburgh Airport Rail Link (EARL), the Airdrie to Bathgate link
T
R
and the Borders Rail Line will also have major benefits for the Edinburgh economy.
PA
12

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Improvements to Waverley and Haymarket stations are essential for Edinburgh to
perform an effective role as the hub of the transport system for South East Scotland. At
Waverley, initial improvements to increase train capacity, and to improve passenger
facilities are under way. A recent review has concluded that larger scale redevelopment
is not currently justifiable in terms of rail service needs. The Council is very concerned that
this decision will constrain future rail improvement options and limit enhancement of the
passenger experience overall. A major feasibility study, funded by the Scottish Executive
is in progress to examine how to redevelop Haymarket station as a major transport
interchange for rail, tram and bus services.
Construction has begun on a new motorway link between the Forth Bridge and the
existing M9 spur. This will be completed in Autumn 2007.
A further Park and Ride site at Straiton will open in 2007 subject to successful land
acquisition, and Midlothian Council plans to complete another site at Sheriffhall (Todhills)
in early 2007. Funding is approved to double the size of the Ingliston Park and Ride and
for planning of further sites on the A702 at the southern edge of the city and Wallyford in
East Lothian.
Further 20 mph Zones and Safer Routes to School are also being put in place, together
with continuation of road safety schemes and small scale improvements to help
pedestrians, cyclists and other road users.
Consideration is being given to the longer term needs of the region. Studies are in hand
to consider options and benefits of major upgrading of the Edinburgh-Glasgow rail link,
and of the potential for cross-Forth ferry services. Technical studies are being undertaken
on the Forth road bridge to determine future measures needed to maintain the integrity
of this vital crossing. All these issues will be taken further forward in the Regional
Transport Strategy and the Scottish Executive’s Strategic Projects Review.
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
13

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Trends and expectations for the future
Prospects for the Edinburgh city-region
Edinburgh and the Lothians have seen sustained economic growth over the last 5 years,
in spite of a slow-down in the national economy. The number of jobs in Edinburgh is now
expected to increase by 15% between 2000 and 2015, greater than predictions made in
2001. Population is also forecast to increase substantially over this period. Bigger increases
are expected over the wider Lothians area and Fife. Edinburgh is the major driver of
economic success, both for the wider region and for the Scottish economy as a whole.
Growth 2000-2015
Edinburgh
Lothians
Population
+30,000 (+6.7%)
+60,000 (+7.6%)
Jobs
+48,000 (+15%)
+77,600 (+18%)
Source: Edinburgh & Lothian Structure Plan Monitoring Report 2005
The Scottish Executive’s National Planning Framework, as well as economic development
agencies and businesses, highlight potential constraints to continuing this economic
success story. These include labour and skill shortages, high housing and land costs and,
especially relevant to this LTS, transport infrastructure capacity constraints leading to
congestion and unreliability.
This transport strategy, and complementary proposals from national and regional bodies,
must address this challenge to maintain the economic success of the region, the quality
of life it offers to its residents, workers and visitors, and to ensure it contributes to global
sustainability targets.
There is also a need to prepare for the longer term. We must ensure that economic
success can be maintained further into the future, and that expected growth beyond the
current horizon is planned for rationally and sustainably.
That means developing
approaches to long term integrated land use and transport strategy that link
development and transport over the whole city-region effectively. The Council’s Vision for
Capital Growth 2020-2040 sets out an initial approach, as a basis for discussion.
The SESTRAN regional transport partnership, and the proposed new approach to city-
region planning should help provide this long-term framework, so long as effective
mechanisms for co-ordinating the two at the regional level are established.
Growth in car ownership and use
Growing wealth leads to increasing car ownership. Although this growth has been very
rapid in Edinburgh over the last 10 years, car ownership remains relatively low compared
to other cities and countries. Average journey lengths also continue to increase as travel
costs reduce in real terms. The largest proportion of car commuting is from residents
Y
outside the city, and to job locations outside the city centre. This type of location is where
G
E
the greatest growth in jobs and population is likely to take place, so it is critical that new
T
A
developments are designed to make alternatives to the car an attractive choice for
R
T
S
commuters.
E
H
Funding
•T
E
There are significant changes to the arrangements for funding local transport
N
O
infrastructure. Funding for ‘strategic schemes’ will in future be channelled through the
T
R
Regional Transport Partnership, SESTRAN, so the Council will have to promote its
PA
14

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
aspirations via the Partnership rather than directly to the Scottish Executive. However, the
funding available is relatively modest, and RTPs will have to bid separately for larger
projects, which will need to be consistent with the National Transport Strategy. The
Executive intend to carry out a ‘strategic projects review’ based on the NTS to identify
major projects for the period after 2012. Some of these will emerge from Regional
Transport Strategies. Schemes not included are unlikely to gain funding from the
Executive. This approach will result in the Council’s involvement in promoting investment
in transport infrastructure becoming more indirect than currently.
This is a major concern for the future. The role of the city as the principal driver of the
wider regional economy is recognised by government in policies such as the Cities
Review. This recognition needs to be reflected in the approach to investment by all levels
of government. Transport is a key area for such investment to ensure the city can
maintain the quality of its infrastructure and services in a situation of continuing growth.
It is crucial that current targeted funding streams along the lines of the Cities Growth
Fund continue. The Council, in turn, recognises the importance of co-operation at
regional level and will continue to work constructively with national, regional and
neighbouring local authorities to promote the well-being of the region as a whole.
At the more local level, the sourcing of funding for schemes is very unclear. There are
currently limited opportunities for direct Scottish Executive funding to individual local
authorities for such projects, and it is crucial that existing funding streams such as the Bus
Route Development Grant and Cycling, Walking and Safer Streets fund are at least
maintained. It must be recognised that to achieve national and regional transport targets,
effective delivery at local level is crucial. To assist this linkage, the Council will seek to
develop further the integrated approach to projects used for the Straiton to Leith Quality
Bus corridor, which included measures for walking, cycling and enhancement of local
centres as well as bus priorities.
The Council will seek to maximise alternative sources of funding for revenue and capital
spending on transport, including searching for innovative approaches.
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
15

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
The issues for transport
Background
The transport strategy has to take into account a wide range of issues ranging from
growing congestion to the mobility needs of disabled people. These emerge from a
number of sources. Firstly, from the views of Edinburgh’s residents, businesses and other
organisations about transport requirements for the city. There has been extensive
consultation on transport strategy in Edinburgh in recent years. This has consistently
highlighted issues such as road maintenance standards and the availability of
evening/weekend bus services as being of key concern. General consultation with the
business and economic development community has also highlighted the importance of
good transport to continuing economic success.
The second set of issues arises from the pressures identified in the last chapter.
Development and growth of the city-region has to be facilitated.
Areas of new
development, whether brownfield sites in and around the city or greenfield sites, must be
well served by public transport if they are to be accessible and not generate excessive
levels of car traffic causing congestion on the wider road network. They also need to be
places where people want to live and where a sense of community can develop. As in
older areas, the way in which the street network is developed and managed significantly
affects the overall character and liveability of the city.
Finally, there are implications of government policies, requirements and legislation. These
include the national transport strategy, meeting national road safety targets, meeting air
quality standards, playing a part in reducing greenhouse gas emissions, and contributing
to wider policy objectives for traffic and congestion reduction, social inclusion and better
health. They also include the funding arrangements for transport.
Transport and the economy
A high quality, effective transport system is seen by business and economic development
agencies as essential to ensure the Edinburgh economy remains competitive and can
maintain its present success. Its importance is emphasised by Edinburgh’s role as the
driver of the wider regional economy and the city’s significance to the growth of the
whole Scottish economy. Major priority therefore needs be given to transport investment
and management and to effective delivery of transport projects serving the city. The
Council also needs to ensure that external connectivity supports the economy, promoting
improvements with the appropriate bodies.
More specific expectations from business were identified in consultation, including
customer accessibility to major retail locations (especially the city centre), the importance
of servicing and delivery to the functioning of the city economy, and parking for business
vehicles.
Improving the condition of transport infrastructure
Y
G
Effective maintenance of streets, footways and cycleways is a duty of the Council, and
E
T
A
many consultees saw additional resource in this area as essential or high priority. The key
R
T
difficulty for the Council in this area has been the availability of funding. However, more
S
E
resources have been allocated in recent years.
H
•T
Congestion
E
N
O
Congestion is seen by many as a significant problem in Edinburgh, and is unquestionably
T
one that has the potential to worsen significantly. Consultees perceive a number of
R
factors as contributing to congestion – the main ones being roadworks and the ‘school
PA
16

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
run’. However, the reality is that there is continuing growth in demand for travel by car
which cannot be matched by increases in road capacity. The inevitable consequence is
that congestion increases.
There is less agreement on potential solutions to congestion. Better public transport is
seen by many as the best way of attracting more people from their cars. Reducing the
impact of roadworks, strict enforcement of parking and loading regulations, and
measures to discourage the ‘school run’ are also highlighted in consultation. Land use
planning can help by ensuring new developments are designed and located to minimise
the need to travel by car. Some people see removal of traffic management, bus priority
and traffic calming schemes as a solution. This would, however, increase accident
casualties and worsen conditions for pedestrians, cyclists and buses while providing a
marginal – if any – increase in road capacity. Bus priority can protect public transport
users from congestion delays.
The Council’s preferred approach to dealing with the congestion problem in the last LTS
was to put in place a package of major improvements to public transport combined with
congestion charging. Following the rejection of this approach at the 2005 referendum,
the Council fully accepts the verdict of the public and has no intention of reintroducing
any proposal for congestion charging. This decision would only be reconsidered in the
context of a national proposal emerging.
Public transport
Consultees generally consider bus services to be good in Edinburgh, and there is
acceptance that public transport (and walking and cycling) should be prioritised, even if
this sometimes inconveniences motorists. However, certain improvements are felt to be
necessary:
Bus services to areas other than the city centre, including areas of new
development
Bus services at evenings and weekends
Bus access to health institutions, especially the Royal Infirmary
Public transport in rural west Edinburgh
Certainty of access to buses for people with prams or using wheelchairs
Improved provision of specialist mobility services to those unable to use
conventional public transport.
Funding year on year subsidy of additional services to tackle these concerns is a major
challenge for the Council. Such revenue funding is very constrained, with limited
opportunities for additional sources.
Co-ordination and integration of public transport services, including ticketing, are seen as
inadequate. The Council recognises these difficulties, but its powers to affect them are
limited by the deregulated environment for bus operation in the UK. The tram project
provides an opportunity to improve matters in this area.
Y
G
E
T
Air pollution and climate change 
A
R
T
Air pollution is a major issue for the city, with a statutory Air Quality Management Area in
S
E
place because air quality standards are not being met at certain locations. The Air Quality
H
Action Plan to tackle these issues will need to be reviewed and updated, although limited
•T
tools and funding are available to implement appropriate measures. There is also a risk
E
N
that policies to improve air quality in the short term could lead to economic disadvantage
O
(for example by restricting vehicle access to city centre) and/or dispersal of activity
T
R
increasing car dependence and increasing CO2 emissions as a result.
PA
17

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Emissions of greenhouse gases such as CO2 and resulting climate change are of
increasing concern. Transport contributes a significant and increasing proportion of such
emissions, and could also be significantly affected by the consequences of climate
change. The Council will contribute to reduced emissions from transport through
measures to reduce traffic levels and congestion, and assisting with the promotion of
appropriate alternative fuels.
The city centre
The city centre played an important part in the business sector’s response to LTS
consultation – it is crucial that customers, business visitors and deliveries are able to
access the city centre and park conveniently. However, business also recognised the
importance of a high quality city centre environment, as did the public and
conservation/heritage interests.
There is a need to provide both accessibility, and a quality of environment that will make
the city centre attractive for shoppers and visitors, as well as preserving the unique
character of the World Heritage Site.
Growth areas
Major growth areas identified in the Structure Plan and Local Plans include North
Edinburgh, especially the Leith and Granton Waterfront areas, Craigmillar and the ‘South-
East Wedge’ covering areas of both Midlothian and Edinburgh, and West Edinburgh. Each
has its own transport issues.
In north Edinburgh, a key concern is the road network’s lack of capacity to absorb
substantial increases in traffic that would be generated by major housing growth. Active
demand management will be required in this area to ensure a high mode share for public
transport, walking and cycling. This will combine high quality public transport with
parking controls, including reduced levels of parking availability in new developments.
The south-east Edinburgh area, including housing and the Royal Infirmary with
surrounding medi-park, would in the long term be served by tram line 3. Until the tram is
built, this area’s accessibility problems which are already manifest (particularly in relation
to the Royal Infirmary) could be exacerbated. At present, however, no date can be given
for implementation of this tram route. Interim measures will need to be considered.
West Edinburgh involves primarily commercial and employment growth rather than
housing. The area is considered to be of national importance. Pressures in the area have
already been considered in the Scottish Executive’s West Edinburgh Planning Framework
and significant planned transport investment will benefit this area, including the tram
and the airport rail link.
Y
G
Community involvement
E
T
A
The Council has established a new “Services for Communities” department and is
R
T
developing local community planning partnerships to involve local communities in
S
E
ensuring service delivery better reflects local needs.
There are opportunities for
H
reconsidering the way in which transport decisions affecting local areas are made,
•T
balancing local needs and preferences with the wider needs of the city as a whole.
E
N
Consultation and reaction to Council proposals has sometimes highlighted concerns in
O
communities that their views are not being taken into account. Proposals to tackle these
T
R
concerns are included in Part Two of this LTS.
PA
18

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The next five years and beyond
Vision and objectives
In response to the issues set out above, the vision for transport adopted by the Council is
that:
“Edinburgh aspires to be a city with a transport system that is accessible to all and
serves all. The transport system should support a sustainable and prosperous
economy. It should contribute to better health, safety and quality of life of all
Edinburgh’s citizens and visitors, particularly children, the elderly and disabled people.
The Council will seek to maximise people’s ability to meet their day to day needs within
short distances that can easily be undertaken without having to rely on a car. The city
should develop and grow in a form that reduces the need to travel longer distances.
Choice should be available for all journeys within the city.”
This vision is consistent with a number of aims for the city and its wider region that
underpin the way in which the transport system is managed and developed. These are to:
Support a sustainable and growing local and regional economy;
Improve safety for all road and transport users;
Reduce the environmental impacts of travel;
Promote better health and fitness; and
Reduce social exclusion.
These general aims relate closely to overall national and Council priorities for the
economy, environment and social policy. They have been developed into a series of more
specific objectives for the transport system:
A To facilitate reliable and convenient access to the city and movement within it, in
particular by reducing congestion;
B To increase the proportion of journeys made on foot, by cycle and by public
transport;
C To implement the tram project;
D To reduce the need to travel, especially by car;
E To reduce the adverse impacts of travel, including road accidents and
environmental damage;
F To recognise the many roles that streets have for the community – as places that
people live and work, as areas that people meet, shop and relax, as a setting for the
city’s built heritage, as well as routes for movement whether by car, bus, bicycle or
on foot  
G To improve the ability of people with low incomes and people with mobility
impairments to use the transport system; and
Y
H To ensure that the road, footway and cycle network are of a standard suitable for
G
E
safe and comfortable movement.
T
A
R
The table overleaf shows how the issues identified in the previous section are related to
T
S
these objectives.
E
H
•T
E
N
O
T
R
PA
19

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
ts
n
e
irm
a
p
im
ility
b
o
r
m
ca
ts
y
ct
e
ith
b
a
w
n
s
p
e
stre
s/
d
lly
im
f
o
e
stio
o
l
e
cia
m
e
ta
le
g
m
n
co
n
le
sp
e
ro
t
in
rd
co
b
a
l,e
m
n
n
w
a
g
e
in
e
d
ct
v
iro
m
lo
n
cin
sta
je
tra
v
e
n
u
n
v
o
o
sta
d
su
ro
to
y
p
m
le
ce
b
d
ts,e
p
n
m
e
n
d
o
a
ss,re
s
n
e
y
e
e
a
n
e
tra
n
p
t
e
r
te
e
cce
a
rn
n
ccid
ity
fo
in
u
e
th
a
n
a
le
u
m
tiv
b
jo
m
ce
ce
m
ility
c
le
u
u
d
lia
re
b
o
p
d
d
m
o
o
o
je
e
e
e
o
R
M
Im
R
R
C
M
G
b
O
A
B
C
D
E
F
G
H
Issue
Transport and the economy
33
33
3
Improving the condition of transport infrastructure
3
3
33
Congestion 
33 33 3 33 3
Public transport
33 33 3
33
Air pollution and climate change 
33 3 33 33 3
The city centre
33
33 33
3
Growth areas
33
33 33
Community involvement
3
3
3
3
3 33 3
3
The strategy
The range of realistic strategy options is relatively narrow for this LTS, which is constrained
by limited additional funding opportunities. It is intended to build on the achievements
of the last five years and major projects which are currently at an advanced stage. Unlike
the LTS 2000, strategy development is not starting from a relatively blank sheet.
For this LTS, a ‘central case’ and two alternative strategies have been appraised against the
objectives for transport in order to identify a preferred strategy. The alternatives reflect
differences in emphasis rather than principle. All the options are based on a level of
Y
capital funding of around £3.5m per annum, a slight increase on that in the LTS 2004 Base
G
E
Strategy. The cost of the major projects such as trams, rail schemes and the A8000
T
A
upgrading is not included in this figure.
R
T
S
E
Following the appraisal, the Central Case Strategy has been selected as the preferred
H
strategy. It is similar to the Base Strategy contained in the current LTS, modified to take
•T
E
account of national and regional developments in transport strategy, the progress made
N
on the development of the Tram project, the new Parking Strategy approved by the
O
T
Council in May 2006 and increased emphasis given to maintenance measures.
R
PA
20

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
This strategy aims to deliver a balanced range of measures with the limited funding
expected to be available. These will contribute to all the Council’s broader economic,
environmental and community objectives by helping reduce congestion and pollution,
improving health and safety and providing a transport system accessible to all. Resources
would however be spread relatively thinly, and would have to be focused on the highest
priorities within each policy area.
The main elements of the strategy are briefly described in relation to each of the
objectives identified above 
A To facilitate reliable and convenient access to the city and movement within
it, in particular by reducing congestion
Connectivity is a key objective to supporting the city’s economic success. The Council
aims to promote good transport connections within the city, between the city and the
surrounding region, and between the city and major national and international economic
centres. Good connectivity means reliable and competitive transport infrastructure and
services.
This cannot be achieved simply by catering for unconstrained car travel. The scale of new
and widened roads that would be needed is neither practical nor fundable, nor would it
be acceptable to most of Edinburgh’s residents.
The strategy that has been pursued for many years is to provide travellers with choices,
making alternatives to car use as attractive as possible. The Council has adopted a
sequential approach, particularly in relation to travel within the city and the wider region:
Firstly, to maximise the opportunities to meet travel needs on foot or by bicycle by
promoting the location of places of employment, shops, and other centres of
activity as close as possible to homes, and by making these modes as safe and
convenient as possible;
Secondly, where people do choose to make longer journeys, to provide good
public transport choices to the maximum extent possible; and 
Finally, where cars are chosen as the most appropriate means of travel, and where
there is little alternative to road travel, for example for goods deliveries, to manage
the road network as effectively as possible.
The Council has been delivering and will continue to deliver this strategy through a
balanced approach that recognises all three parts of the sequence. The target is to ensure
that car use is not chosen by more travellers than the road network can reasonably
accommodate, bearing in mind its full range of functions and the environmental and
social impacts of transport choices. At the same time movement needs that cannot be
met in other ways must be allowed for.
This balance is reflected in the remaining objectives and the strategy elements identified
for each.
Y
G
B To increase the proportion of journeys made on foot, by cycle and by public
E
T
transport
A
R
T
The Council has successfully increased the proportion of journeys made by public
S
E
transport in recent years. However, the total amount of travel and length of journeys of
H
all types continues to grow, increasing traffic pressures and congestion. Increasing efforts
•T
have to be made to attract people to other transport modes, and to provide the capacity
E
N
to accommodate them.
O
T
R
PA
21

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
The major projects now at an advanced stage of planning – trams and rail improvements
– are focused on providing improvements in quality and capacity that will provide a good
alternative to car use for more people. But on their own this is not enough. Evidence is
clear that local bus connections and good customer focus in the form of safe and
comfortable waiting areas, easy interchange, simple ticketing and good information are
as important, and that the whole public transport system, including the new major
projects, must be seamless.
The strategy continues development and implementation of measures to achieve all of
these, some but not all of which are linked to tram development. They include:
Completion of the programme of bus-bus interchanges, development of key
interchange points between trams and buses, and the development of Haymarket
as a major transport interchange for all public transport modes;
Continuing development of bus priority measures where appropriate, potentially
in partnership with operators and others;
Extension of the One-Ticket integrated ticketing arrangement, and integration of
tram ticketing with buses;
Implementation of Bustracker information at all significant bus stops in the city;
and extension to other forms of information provision (for example internet and
mobile phone SMS);
Support for key shortfalls in the local bus network, with a particular emphasis on
non-city centre services, evenings and weekends. However, funding constraints
limit this to the highest priority proposals only.
All journeys involve at least some walking, and Edinburgh has a high level of walk to work
journeys. Measures to improve pedestrian safety and convenience are very much linked
to the way in which streets are managed, set out under objective F below.
To support cycling, the Council will continue to implement measures to make cycling
safer and easier.
C To implement the tram project
The Council intends to have trams running by 2011 as the core of a modern transport
system for the city. This will be dependent on receiving all the necessary approvals and
funding. Trams will form a high quality, high capacity network on which other forms of
transport can focus.
The system could be a catalyst for development and for
improvement of the public realm, giving confidence to investors of the city’s commitment
to transport investment and quality. The Council is establishing innovative arrangements
to ensure the tram system is fully integrated with the city’s bus services.
The construction period will be managed to minimise disruption and provide alternative
short-term solutions if access has to be temporarily limited.
The lesson of tram
construction elsewhere is that any problems during the construction period are rapidly
offset by the better accessibility offered once trams are running.
Y
G
E
T
D To reduce the need to travel, especially by car
A
R
T
People travel to get to activities they wish to or have to undertake – work, education,
S
E
healthcare, shopping or just visiting friends. If opportunities to participate in these
H
activities close to home are improved, journey lengths can be reduced and travel on foot
•T
E
or by bicycle can become realistic options in more cases.
N
O
T
Whether these opportunities are available depends on the way new development is
R
planned. For example, high density ‘urban’ development is more likely than a low density
PA
22

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
suburb to generate a sufficient market for a local shop within walking distance. It is also
more likely to provide sufficient patronage for a good bus service. The draft Edinburgh
City Local Plan supports this approach to new development.
The strategy therefore stresses the importance of continuing to improve the interaction
between land use and transport planning, within the Council, in partnership with other
agencies involved in development in the city, and at regional and national levels.
E To reduce the adverse impacts of travel and transport infrastructure,
including road accidents and environmental damage
Increasing walking, cycling and the choice of public transport will itself do much to limit
road accidents and environmental damage. In addition, specific, targeted measures are
taken to tackle locations with accident problems, and areas not meeting air quality
standards as defined in the Council’s air quality action plan. These targeted measures will
be continued.
F To recognise the many roles that streets have for the community – as places
that people live and work, as areas that people meet, shop and relax, as a
setting for the city’s built heritage, as well as routes for movement whether
by car, bus, bicycle or on foot 
Streets are an essential element of everyday life for a whole range of purposes. Balancing
these various roles is not easy, and the strategy develops the hierarchical approach set out
in previous LTSs into a more practical and operational framework.
The approach is set out in Part Two, but essentially proposes that the way in which a street
is managed and maintained needs to reflect the type of activities that take place on it –
including movement – and the uses and character of the buildings fronting the street.
A framework will be developed identifying different street types, and indicating the way
in which different users should be considered in each type of street, and the relative
priorities for maintenance. This is a key element of a transport asset management plan,
also discussed in Part Two.
The contribution of streets to the character of the city is of major importance to
Edinburgh. Mechanisms have been established within the Council to coordinate street
management for movement purposes with conservation and streetscape policies, and
these also will be developed further.
G To improve the ability of people with low incomes and of people with
mobility impairments to use the transport system 
Growth in car ownership and use, and the changing locations of employment, retailing,
healthcare and other activities have made these activities less accessible to certain
groups, exacerbating their social exclusion. This is a particular problem for people who
are unable to use a car, for whatever reason.
Government advice indicates that availability of buses provides the greatest potential
Y
G
benefits to most of these groups. The elements of this LTS focused on improving public
E
T
A
transport will greatly assist, and accessibility planning is being undertaken to identify
R
T
where improvements should be targeted.
S
E
H
But some people with mobility impairments will be unable to use conventional buses,
•T
notwithstanding recent investment by bus companies in low floor buses and other
E
N
measures to meet the requirements of the Disability Discrimination Act. They rely on
O
specialised types of transport to carry out all their everyday activities; the Council
T
R
PA
23

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
supports a range of such services and will continue to do so. These are set out in the
Community and Accessible Transport chapter in Part Two.
H To ensure that the road, footway and cycle network are of a standard suitable
for safe and comfortable movement
The road and street network in the city is a major asset, needing constant maintenance if
it is not to deteriorate. Maintenance is sound economics, and the public gives it high
priority. In the last few years, it has been possible to allocate additional funding to
maintenance, and the condition of the city’s roads is now improving.
The Council will continue an increased level of maintenance as long as funding permits,
and will develop asset management systems to improve prioritisation of this expenditure,
linked to the role of streets in relation to Objective F above.
The longer term
Towards the end of the five year period that is the focus of this LTS, trams will be running
and many of the rail projects will be in place. The first priority for this period will be to
ensure the integration of this substantial new infrastructure with the rest of the region’s
transport system to create a high quality transport network serving the whole city-region,
not just the city itself. Much of this will be a matter of detailed adjustment and
developments continuing those outlined above for the short term within the city, but will
need to link with surrounding local authorities’ proposals.
Detailed planning should be started on two key projects that the Council sees as
important in the longer term. These are the implementation of a tram line serving the
South and South-East of the city; and a major investment in orbital public transport along
the corridor of the City Bypass linking a number of major centres including the Airport,
Edinburgh Park, Straiton, the Royal Infirmary, and Fort Kinnaird. Both of these projects
would be of regional significance, linking major population and employment centres in
the Lothians into the wider transport network.
The Council will promote the
development of these projects through SESTRAN.
For the longer term still, consideration needs to be given to the connectivity needs for the
economy 20 years from now, and to the way in which the development of the city-region
relates to transport infrastructure. The transport system needs to both influence and be
influenced by the future location of homes and jobs. The Council’s “Vision for Capital
Growth, 2020-2040” starts this discussion as part of the Structure Plan review process.
STRATEGY OPTIONS
Two alternatives to the strategy and set of policies have been considered. These do not
reflect fundamentally different approaches, but rather changes in emphasis.
Alternative One (focus on Social Exclusion) continues to develop the current strategy,
but adjusts resource allocation so that an increased proportion goes on meeting
Y
particular needs. This scenario aims to meet the demands of those who do not have
G
E
T
access to a vehicle by circumstance and supporting those who choose to use alternative
A
R
modes by preference. It also prioritises resources on improving environmental quality, in
T
S
particular air quality in the city centre.
E
H
Key targets for resources would be:
•T
E
N
identifying unmet transport needs which contribute to social exclusion –
O
especially for local journeys and journeys that could be made by public transport;
T
R
PA
24

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
supporting communities where access is often available to a private vehicle but
choose to use alternatives instead;
implementation of significant measures to improve air quality.
Alternative Two (focus on Economic Growth) also continues to develop the current
strategy, but case adjusts allocations to provide good commuter public transport choice,
maximising efficient use of the transport network at peak times, and to provide for all
modes, including car use, at off-peak periods, with a particular focus on the city centre.
In this case, key targets for resources would be:
additional measures to reduce congestion, including commuter public transport
options, Park and Ride, and advanced traffic control technology; and 
measures to facilitate shopping, leisure and other non-peak travel trips by all
modes including car, especially to the city centre.
These alternatives have been appraised as described in section 9.2 of Part Two of this LTS.
Neither option is considered to meet the LTS objectives better than the balanced strategy
set out in the LTS. The alternatives have therefore not been considered further.
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
25

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Targets, Monitoring and Action Plan
Targets and indicators are a very important means of focusing Council activity on the
achievement of its objectives, and the quality of the service it provides. The Council
adopted targets for transport in previous LTSs, and experience shows that effective
project delivery has been assisted by judicious targets and indicators. Therefore this LTS
continues to identify a number of targets and indicators. These have been amended from
the LTS 2004, as those targets were based on the ‘preferred strategy’ which is not now
being implemented. The target for ‘slight’ road accident casualties has been made more
rigorous, as the 2010 target had just about been reached in 2005.
Key targets relate to future mode shares, to traffic levels in the city, and to road safety.They
are set out below. More detail and further targets are included in Part Two. Currently,
targets for 2010 have been defined; targets looking further ahead will be developed with
the Regional Transport Strategy.
Mode share for all trips by Edinburgh residents 
%
Cycle
Walk Public transport Car (inc. passengers) Other*
1999
2
24
16
57
2
2004
2
23
19
54
3
2010 target
4
25
22
47
2
* Includes taxi
Source: Scottish Household Survey
Traffic levels
All roads in City
million veh-km
2001
2,829
2004
2,972
2010 target
no more than 3,100
Data sources: Scottish Transport Statistics; The City of Edinburgh Council 
Road safety
All killed and 
Children killed and 
Slight casualties
seriously injured
seriously injured
number
number
number 
1994-98 average
290
46
2103
2002-05 average
186
31
1619
Y
2010 target
174
23
1600
G
E
T
Data source: The City of Edinburgh Council 
A
R
T
S
The Council will monitor progress and will set this out in an annual monitoring report. A
E
H
detailed set of indicators is set out in Part Two. Some of these have numerical targets
•T
attached to them; but in other cases, a simple desired direction of change is indicated.
E
Congestion levels and emissions of greenhouse gases need to be monitored more
N
O
effectively. The Council will work with partners to achieve this.
T
R
PA
26

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
To avoid duplication of effort LTS data collection needs to be co-ordinated with the
monitoring arrangements for the Regional Transport Strategy, and monitoring
undertaken for the Scottish Executive. The proposals in this LTS may therefore require
adjustment once the RTS is complete.
A detailed Action Plan is set out in Part Two, building on the policy framework set out in
the previous chapters. This is aimed at bringing about the changes needed to achieve
the objectives and targets. It identifies actions, achievement measures, the relationship
to specific LTS policies, and identifies where funding is available or might be sourced for
each action.
Y
G
E
T
A
R
T
S
E
H
•T
E
N
O
T
R
PA
27

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
28

---

The City of Edinburgh Council • Local Transport Strategy 2007-2012
Part Two – Policies and Plan

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
30

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Introduction
Part Two of this LTS sets out the detailed policies and actions by which the Council intends
to implement the strategy described in Part One. The major part of this volume
accordingly sets out those policies and the reasoning behind them, in Chapters 3 to 8.
This part of the LTS also summarises in Chapter 9 the consultation carried out on the
Strategy, and the appraisal. Chapter 10 of the document sets out the action plan, and
monitoring proposals. For convenience, the vision and overall objectives of the LTS are set
out again below.
Vision
The vision for transport adopted by the Council is that:
“Edinburgh aspires to be a city with a transport system that is accessible to all and
serves all. The transport system should support a sustainable and prosperous
economy. It should contribute to better health, safety and quality of life of all
Edinburgh’s citizens and visitors, particularly children, the elderly and disabled people.
The Council will seek to maximise people’s ability to meet their day to day needs
within short distances that can easily be undertaken without having to rely on a car.
The city should develop and grow in a form that reduces the need to travel longer
distances. Choice should be available for all journeys within the city.”
Objectives
A To facilitate reliable and convenient access to the city and movement within it,
in particular by reducing congestion;
B To increase the proportion of journeys made on foot, by cycle and by 
public transport;
C To implement the tram project;
D To reduce the need to travel, especially by car;
E To reduce the adverse impacts of travel, including road accidents and 
environmental damage;
F To recognise the many roles that streets have for the community – as places 
that people live and work, as areas that people meet, shop and relax, as a 
setting for the city’s built heritage, as well as routes for movement whether 
by car, bus, bicycle or on foot;
G To improve the ability of people with low incomes and of people with mobility 
impairments to use the transport system; and
H To ensure that the road, footway and cycle network are of a standard suitable 
for safe and comfortable movement.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
31

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
2
Transport Governance and Funding 
2.1
Governance
There were a number of significant institutional changes affecting the
governance of transport in Scotland during 2005/6. The Scottish Executive
have established ‘Transport Scotland’, which will take responsibility for
the delivery of rail and trunk road schemes, for the management of the
rail and trunk road networks and the national concessionary travel
scheme. The agency will play a key role in a number of major projects
affecting Edinburgh including the Waverley and Haymarket Station
improvements and the future of the Forth road crossing.
Its
responsibilities also include the City Bypass.
Policy will still be led by the Scottish Executive, and a draft National
Transport Strategy was published for consultation by Ministers at the end
of April 2006. The Council has provided a detailed response to the consultation.
A ‘strategic projects review’ is being initiated by Transport Scotland in the second half of
2006 that will set the framework for major infrastructure funding for the longer term – ie
after 2012. The role of the National Planning Framework (NPF) will also be important. The
NPF should be the main Scotland-wide vehicle for setting integrated land use and
transport priorities and establishing effective delivery mechanisms. A monitoring report
on the 2004 NPF was published in September 2006.
On 1 April 2006, the seven Regional Transport Partnerships (RTPs) became formal
statutory bodies. The SESTRAN partnership, including Edinburgh, East and West Lothian,
Midlothian, Fife, the Scottish Borders, Falkirk and Clackmannanshire will become the
principal channel for Scottish Executive funding for transport projects in this area. Its first
major task is to prepare a Regional Transport Strategy (RTS), and this is currently in
progress. The target date for completion of the RTS is April 2007.
This LTS sets the scene for Edinburgh’s objectives within the Partnership. This is likely to
be of key importance in ensuring that appropriate infrastructure and transport
connectivity is in place to support the economy of the whole city-region.
In land use planning terms, major change is also expected. A Planning Bill introduced to
Parliament in 2006 paves the way for a new approach to delivering strategic planning.
The focus will be on collaborating with neighbouring authorities to prepare a new-style
Strategic Development plan for the Edinburgh City Region. The links between this
process and the RTS will need to be well developed to ensure land use planning and
transport planning are effectively co-ordinated.
N
2.2
Communities
A
L
P
One of the strategic aims of the Edinburgh Community Plan1, agreed by the Council and
D
N
its Community Planning Partners (the Edinburgh Partnership) is ‘Listening to
A
Communities’. A key action has been a restructuring of Council service delivery to provide
S
IE
more integrated and responsive neighbourhood management, linked to the
IC
L
development of local community planning (neighbourhood) partnerships. During 2006,
O
a ‘Services for Communities’ department of the Council was established for this purpose.
•P
The details of how this will operate are still evolving, but its responsibilities include the
O
management of street maintenance and minor improvement programmes.
W
T
T
R
This will play a key role in implementing the street management and maintenance
PA
policies set out in section 3.1 and 3.2 of this LTS. There are opportunities to increase
1
A Community Plan for Edinburgh, The Key Challenges 2004 – 2010; The Edinburgh Partnership, August 2005 (see www.edinburgh .gov.uk)
32

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
community involvement in decision-making, especially in relation to the street types that
are primarily local in character. The new arrangements will allow better communication
with local communities, for example notification of forthcoming road works, traffic
regulation orders, etc.
In addition to neighbourhood interests, there are communities of interest in transport
use. A proposal put forward in consultation on this LTS is the establishment of a
‘Transport Users Forum’ covering all modes of transport. The Council accepts the
potential value of improved engagement with transport consumers and stakeholders
and the LTS Action Plan includes an action to examine how such engagement could be
effectively achieved, ensuring that the full spectrum of views and interests can be
involved.
2.3
Funding
Funding for transport investment and service delivery is a major issue for the Council.
Capital funding has generally been made available to the Council by the Scottish
Executive in the form of grants or loans, on the basis of allocation by formula for small-
scale measures, and through a bidding process for larger schemes.
Much of the
substantial investment of the last five years was funded in this way from the Scottish
Executive’s Public Transport Fund.
The changes to the governance of transport have significant funding implications for the
Council. Funding for ‘strategic schemes’ will in future be channelled through the RTP, so
the Council will have to promote its aspirations via the Partnership rather than directly to
the Scottish Executive as at present.
A relatively small sum is being allocated to RTPs to fund transport investment directly –
£35m in each of 2006/7 and 2007/8 for the whole of Scotland. If allocated on a population
basis, this would imply around £3.5m per annum for Edinburgh, a fraction of the spending
over the last five years. RTPs will be required to submit proposals for larger projects in the
context of their Strategies, which will be considered as part of the Executive’s Strategic
Projects Review. There must be some concern that this will delay decisions on future
projects.
There is also a serious concern about how funding for local schemes will be sourced.
There are currently limited opportunities for direct Scottish Executive funding to
individual local authorities. Two channels that need to be maintained are the ‘Cycling,
Walking and Safer Streets’ fund to support local improvements amounting to around
£0.8m per annum until 2008; and the ‘Bus Route Development Grant’ to pump-prime new
bus routes with the potential for long-term commercial viability.
An approach adopted in other locations with regional and local tiers of transport
planning – for example London – is the definition of strategic and local transport
N
networks, the former funded by the regional tier, the latter by local authorities. The City
A
L
P
of Edinburgh Council is strongly opposed to such an approach for the SESTRAN area and
D
takes the view that the transport network needs to be managed as an integrated single
N
A
entity, recognising that local streets and strategic routes are interdependent.
S
Furthermore, funding of ‘local’ projects is critical to successful achievement of national or
IE
IC
regional objectives on road safety, environmental quality and promotion of walking and
L
cycling.
O
•P
Overall, there appears to be a lack of clarity about the definition and funding of local as
O
W
against strategic projects. This is an area of major concern to the Council for the future
T
T
and requires greater recognition of the City as the principal driver of the wider regional
R
economy.
PA
33

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
The Council will continue to seek alternative sources of funding. Other Scottish Executive
funding streams, for example the Cities Growth Fund, have been used for appropriate
projects. Third party funds, particularly from development, can contribute significantly to
improvements in specific areas. Development contributions towards the tram scheme
are being sought on a formula basis depending on proximity to the route.
The LTS Action Plan identifies projects where funding is already committed, and potential
sources for projects for which no funding is yet available.
Revenue funding
Revenue funding is even more constrained than capital. Here, the Council is dependent
on the level of general government grant, combined with Council Tax income, for all its
revenue expenditure. There are severe pressures on revenue budgets from a whole range
of Council services, making expansion of revenue expenditure on transport, for example
in supporting additional bus services or community transport initiatives, extremely
difficult. The Council does supplement the general revenue fund from parking income,
which by law must be spent within the transport budget.
The National Transport Strategy consultation raises the question of more emphasis on
revenue spending, for example to facilitate revenue support for buses (paragraph 13).
This Council would welcome a greater emphasis by the Scottish Executive on revenue
funding of transport, and a greater recognition of the revenue implications of transport
investment. This would need to be reflected in some form of increased allocation,
possibly through a bidding process similar to that for capital measures. It is possible that
RTPs could become a source of revenue funding.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
34

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
3
Streets
3.1
Street Management
BACKGROUND
Streets form the core of the transport network – but are also the building
blocks of the urban area, fulfilling a wide range of roles. They need to be
managed to support all the objectives for the city.
The functions of streets include:
Streets as movement corridors – for all transport users – pedestrians,
cyclists, cars, goods vehicles, buses. In many cases it is not possible to
accommodate all of each group’s needs, so a balance must be struck.
Streets as the focus of activities – Shops, business, homes, leisure facilities,
historic sites are all located on streets. To encourage the activities that make
the city tick, all of these must be provided for as far as possible.
Streets as city identity – Streets and their frontages create the character and identity of the
city – particularly in a historic city like Edinburgh. As well as its cultural and heritage value,
this ‘place-making’ role provides economic value by providing a major focus for tourism
and leisure activity.
The management of street space to reflect these different uses and functions is
fundamental to all the Council’s transport activities. Therefore, the objectives and policies
of this chapter of the LTS should inform all the Council’s activities in relation to transport.
OBJECTIVES
To manage the city’s streets to support their economic, social and place-making
roles as well as their role as movement corridors.
To provide and maintain a city-wide street network to enable residents, businesses
and visitors to get around the city to undertake their activities.
POLICIES
Streets form the framework around which the city operates, allowing people and
businesses to come together to carry out all the activities that are the very reason for its
existence and its success. Streets also form the framework around which the city’s
character is set. The streetscape is a major element of Edinburgh’s heritage, reflected in its
status as a World Heritage Site and the designation of many conservation areas. This in
N
A
turn contributes to its attraction for visitors and tourists as well as its own citizens.
L
P
D
Policies for managing the street network must therefore respect and develop the various
N
A
functions and character of streets and strive to balance competing demands on street
S
space. The needs of pedestrians, vehicles and cyclists; visual impacts; the economic role
IE
IC
of streets including the requirements of building occupants (eg for parking and
L
O
deliveries); and any leisure role of the street must all be considered. The ‘Edinburgh
Standards for Streets’ will form the context for visual, heritage and environmental matters.
•P
O
Suitability for new frontage development and access is a further factor that must also be
W
taken into account.
T
T
R
PA
35

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Because of these diverse functions the management of street space is not simple. It very
much depends on the predominant role of a particular street. A framework is being
developed for considering different street users and characteristics in different types of
street, and consequent management and maintenance priorities. The aim is to ensure an
integrated and consistent approach to street management covering:
Management of street space for all users
Maintenance
Design of new and enhanced streetscape and public realm
Safety
Response to new development.
The Framework will influence not only management and maintenance of a street, but also
the way in which decisions are made about these matters. Local communities should be
given the greatest say about streets that have a predominantly local function and
character, subject to safety and funding issues, while decisions on other street types need
to balance local priorities against the wider needs of the city as a whole. Decisions should
be transparent, and the Council will seek to maximise the information available and
consultation opportunities in the context of the emerging neighbourhood management
arrangements.
A Street Management Framework will be developed based on the principles of Policy
Streets 1. An initial Framework forms Appendix 5 of this LTS, to be used as a key input to
the Asset Management Plan described in section 3.2. A major role of the framework in
this context is to provide a means for the practical implementation of policy priorities, for
example prioritising maintenance of the busiest footways and of roads with the most
important strategic functions for both general traffic and buses. It will also be used, as set
out in the LTS 2004 and again in section 4.1 of this LTS, as a means of guiding the Council’s
approach to speed management. The extension of this approach to other areas of activity
will require further development.
Streets 1
The Council will take an integrated approach to management, maintenance and design
of streets to ensure all street characteristics and users are taken into account in any
intervention.
It will develop a Street Management Framework based on a broad
categorisation of street types to provide consistent guidance. The street type will
determine the approach to be taken to the needs of individual functions and users.
Street types identified in the draft framework include:
Streets with a strategic role in the city’s road network, either for general traffic or
public transport;
N
Streets where there is a high level of pedestrian activity, such as the city centre and
A
L
local shopping centres;
P
D
‘Local’ streets with no strategic city role, mainly residential streets.
N
A
Some streets fall into more than one category, for example many shopping streets with
S
IE
high levels of pedestrian activity are also key elements in the city’s strategic road network.
IC
L
The draft framework recognises these dual roles.
O
•P
Planning and urban design policy places a high priority on a comprehensive approach to
O
design, taking into account all their characteristics and uses. Good design will enhance
W
T
both the functional and the place-making role of streets. Guidance on street design is set
T
R
PA
36

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
out in the “Edinburgh Standards for Streets” being developed by the Council, and in
design guides relating to specific transport needs (for example the ‘Cycle Friendly Design
Guide’, the ‘Bus Friendly Design Guide’ and ‘Movement and Development’). These will be
applied in designing modifications to the street environment and creating new streets.
Streets 2
Apply principles of Edinburgh Standards for Streets and other detailed design guides in
any new development, regeneration, intervention and maintenance action.
New developments provide the opportunity for street design that supports priorities for
different types of movement. For example residential areas can be designed as ‘Home
Zones’ that encourage pedestrian activity. Appropriate design will be supported, for
example the advice in the Scottish Executive’s Planning Advice Note 76, as well as Council
guidance referred to above.
Streets 3
Roads in areas of new development should be designed in accordance with best practice
such as PAN76, and the Council’s own design guidance.
To ensure consistency in the application of this policy to new works and maintenance
activity, an audit process is proposed by extending the existing Road User Safety Audit.
Streets 4
All new works, including maintenance schemes that involve modifying the road layout,
will be subject to a simple audit to ensure that they conform to Streets 1 and Edinburgh
Standards for Streets.
The Disability Discrimination Act requires premises to be accessible to people with
mobility impairments. This may require modifying entrances to provide ramps or lifts
where the only access is currently via steps. Guidance on accommodating such changes
is provided in the Development Quality Guidelines on Access to the Built Environment.
Streets 5
Access provision for mobility impaired people to private premises (banks, offices, shops
etc) should be provided in conformity with appropriate Council Development Quality
Guidelines.
New roads and streets are of course needed within new developments. In existing
developed areas, they may be necessary in certain circumstances, but again must be
considered in the wider context, not only as a solution to a transport problem. Where
there is new construction, design must take account of all the functions it will fulfil. In
considering the case for any major road upgrade or new road scheme the Council will
N
A
adopt a ‘sequential test’ as set out in Streets 6.
L
P
D
Streets 6
N
A
S
Before approving any new road scheme or major road upgrade, all viable options for
IE
diverting the relevant trips to public transport, encouraging car sharing, and managing
IC
L
demand have:
O
•P
a) been adopted (or in the case of areas of new development, tested); and
O
b been found not adequate to meet connectivity/movement requirements.
W
T
T
R
PA
37

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
3.2
Maintaining the infrastructure
BACKGROUND
The core role of the street network is highlighted by the importance the
public attach to its maintenance. Public consultation (see section 9.1,
Consultation) demonstrates that people see this is as the most
important transport-related issue. The street network – including
footpaths, cycleways, structures and lighting – is also a major asset,
and it is therefore sound economics not to allow it to deteriorate. The
Council also has legal obligations to carry out maintenance.
Maintenance performance is therefore of primary importance to the
Council. Failure to maintain the network effectively undermines the
image and quality the Council seeks for the city, can lead to accidents, and
can result in claims against the Council for injury or damage.
The Council is responsible for approximately 1,500km of streets, 2,796km of
footway, 75km of off-street shared foot and cycleway and almost 400 bridges.
Maintenance deals with all aspects of the physical condition of the network, including
drainage, street lighting, signs, white lines and coloured surfaces, verges, bridges and
other structures.
The Council is also responsible for monitoring work carried out on the network by the
utility companies (gas, electricity, water and telecommunications) and if necessary using
the enforcement process to ensure that the network is reinstated to a proper standard,
including the reinstatement of historic or special materials. 85% of road works are
undertaken by the utilities, compared to 15% by the Council itself. Poor reinstatement of
these works is a significant contributory factor to the condition of road surfaces, but the
Council’s enforcement powers are expensive and time-consuming to apply.
For the past few years Edinburgh has achieved a relatively high level of capital funding for
structural maintenance and reconstruction. There has also been a high level of capital
investment in new transport projects in recent years, and these generate additional
maintenance obligations. Revenue funding has also increased in 2006/7 following a
period of decline in real terms.
There remain significant challenges for meeting
maintenance targets.
The overall condition of the network is a matter of serious concern although Scottish
survey statistics show the city’s roads are improving. The proportion of roads in need of
further assessment has fallen from 63% in 2003/04 to 56% in 2004/05 and to 51% in
2005/06.
N
A
L
OBJECTIVES
P
D
To ensure that the street, footway and cycle network are of a standard suitable for
N
A
safe and comfortable movement.
S
IE
To ensure the integrity of bridges, particularly on important economic and public
IC
L
transport links.
O
•P
POLICIES
O
W
An ‘Asset Management Plan’ is being developed for the street and footway network
T
T
including associated infrastructure such as signs and street lighting and taking into
R
account special factors such as bus lanes. Over the course of 2006/7 this will establish
PA
38

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
required levels of service, including good practice guidance such as the Sept 2005 ‘Code
of Practice for the Management of Highway Structures’. The Plan will allow reporting on
the infrastructure in monetary terms highlighting annual depreciation. This will highlight
the resources that are required to achieve objectives for maintaining or improving
network condition, and the approach to prioritisation if the full resources required are not
available. Prioritisation will be based on policy Maint 2 and the Street Management
Framework discussed in section 3.1.
The Asset Management Plan will provide the basis for prioritising maintenance
expenditure based on both the measured physical condition of the streets, and their use.
It should ensure that the needs of all users of the infrastructure are taken into account. It
also promotes the integration of maintenance on pavements and roads, for example, and
incorporates maintenance of signs and lines as well as the roads and pavements.
It aims to ensure that when maintenance works are undertaken, the opportunity is always
used to improve facilities for pedestrians and disabled people in accordance 
with policy Walk 3.
Where maintenance work takes place, disruption to traffic must be kept to a minimum
and priority given to accommodating the needs of pedestrians and public transport.
Indicators are included in the LTS (see section 10.2) to help to measure the level of
maintenance service provided by the Council. These include indicators the Council is
required to provide to Audit Scotland.
Maint 1
The Council will develop an Asset Management Plan for streets and associated
infrastructure in line with best practice.
Maint 2
The Asset Management Plan will prioritise maintenance based on regular surveys of
condition and the following factors:
condition of the construction, surfacing material or lining;
the safety of pedestrians and cyclists;
the prevention of damage to vehicles due to footway, cycleway and road
condition;
the role of the street in terms of the Street Management Framework 
(Policy Streets 1);
volumes of vehicles (including buses) and pedestrians;
presence and condition of special facilities for buses or cyclists;
presence or proximity of sensitive institutions/development such as schools 
or hospitals;
N
A
L
temporary measures introduced to maintain safe passage 
P
(for example weight restrictions on bridges – see Maint 4);
D
N
A
other planned schemes affecting the network (eg new traffic management
S
schemes, other maintenance schemes);
IE
IC
Where conditions require (for example weak bridges) appropriate management
L
O
measures to ensure the safe passage of people and traffic will be introduced.
•P
Special consideration needs to be given to streets in the World Heritage Site and in
O
W
conservation areas, especially where traditional or special materials have been used. The
T
presumption is that these streets will be maintained using appropriate materials and
T
R
designs, and that advice will be sought through the Council’s Streetscape Working Group
PA
39

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
in case of any doubt or difficulty. There are also locations where there has been
streetscape investment for economic or social reasons, and where maintenance again
needs to ensure the integrity of the original scheme.
Maint 3
Maintenance schemes will respect the historic or special character of the streets involved.
There are some particular issues for bridges – they are often critical points on the
network, and measures to deal with poor condition can be particularly disruptive. Weight
restrictions, for example, can cause considerable disruption on main arterial routes, bus
service routes or where access is needed for freight movements. Weight restrictions can
also result in difficulties for emergency services.Where such disruption occurs, priority will
be given to strengthening the structure.
Maint 4
Strengthen bridges on primary or strategically important routes; on other routes manage
weak bridges whilst minimising disruption to traffic and giving priority to public
transport.
Where a road bridge crosses a rail line, there are particular risks that must be addressed to
avoid potential conflict.
Maint 5
Address risk jointly with Network Rail at road over rail sites and address the most
vulnerable sites.
3.3
Air Quality Management and Climate Change
BACKGROUND
Vehicle engines emit gases and pollutants that contribute to climate change and damage
local air quality. The increasing urgency of tackling climate change was highlighted
shortly before approval of this LTS in a major report for the UK government: the Stern
Review on the economics of climate change2. More localised forms of air pollution from
transport and other sources have long been understood to have detrimental effects on
health and are the subject of statutory standards. The transport strategy aims to
contribute to improvement in both areas, although there can on occasion be conflict
between objectives for reducing greenhouse gas emissions and local air quality
objectives.
The transport sector overall contributes an estimated 17% to total Scottish greenhouse
gas emissions, higher than any other sector except energy production. This percentage is
N
A
growing, in contrast to most other sectors of the economy, where greenhouse gas
L
P
reduction targets are being met or emissions trading schemes are in place. As well as
D
tackling emissions levels, transport systems will need to adapt to changing climatic
N
A
conditions. Locally, a growing trend of warmer and wetter winters and warmer, drier
S
IE
summers is anticipated, together with more extreme weather such as heavier rainfall
IC
events.
L
O
•P
The Environment Act 1995 required the formulation of a national strategy for air quality.
O
It sets out a national framework for reducing health hazards from air pollution, and
W
T
identifies standards for seven pollutants. The national strategy is currently being updated.
T
R
The Air Quality (Scotland) Amendment Regulations 2002 set new objectives to be
PA
achieved between 2003 and 2010.
2
Stern Review on the Economics of Climate Change, HM Treasury, 31 October 2006.
40

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Together with partners, the Council has made predictions of future levels of pollutants
based on current trends and found that the annual Nitrogen Dioxide (NO2) objective is
unlikely to be met at a number of city centre sites. NO2 has been shown to impair
respiratory cell function, damage blood capillaries and the immune system, but not at
levels currently experienced in Edinburgh. It may also increase susceptibility to infection
and aggravate asthma.
OBJECTIVES
To work in pursuit of objectives set by the Air Quality (Scotland) Amendment
Regulations 2002.
To contribute to national objectives for the reduction of greenhouse gas emissions
POLICIES
Air Quality
The Council designated an Air Quality Management Area (AQMA) on 31 December 2000.
Following public consultation it produced an Air Quality Action Plan (AQAP) at the end of
2002 setting out how the air quality objective for NO2 in this area is to be pursued.
This Plan is monitored annually. Later assessments confirmed the findings of the earlier
research and more closely identified the localities most likely to be affected by high NO2
concentrations.
The AQMA area covers broadly the city centre area. Trends show emissions tending to
increase at four sites, to reduce at four sites, and to stay broadly stable at three sites.
More recent work has identified air quality problems on the A8 Corstorphine Road
corridor, and a further Air Quality Management Area is likely to be declared in this area.
The bulk of NO2 emissions in Edinburgh result from emissions from road vehicles. It is
therefore important that the Air Quality Action Plan and Local Transport Strategy are
closely aligned. The objective for NO2, as laid down in the regulations, was to be achieved
by 31 December 2005.
A key element in the 2002 AQAP was the contribution the proposed congestion charging
scheme would have made to improving air quality. In addition to reducing traffic and
congestion levels, especially in the city centre, the scheme would have improved air
quality by using some of the revenue generated to make grants available to operators of
road vehicles to apply emission reduction technology. With the rejection of the LTS 2004
‘preferred strategy’, this element of the AQAP can no longer be implemented. Updates to
the Plan will need to reflect current Council policy and the availability of funding for
implementation of appropriate measures. A ‘Low Emission Strategy’ study is being
N
undertaken by the Council to inform a revised AQAP.
A
L
P
Env 1
D
N
A
The Council will continue to review transport measures that can contribute to achieving
S
air quality objectives
IE
IC
L
O
Other transport elements of the current Air Quality Action Plan are:
•P
Traffic Management measures to increase the number of traffic signal junctions
O
W
linked into the area-wide computer control system (SCOOT) and to improve
T
signage for traffic travelling through the AQMA;
T
R
PA
41

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Measures to reduce emissions from buses, goods vehicles, taxis and the Council’s
own fleet;
Information and awareness raising;
Ensuring that drivers switch off engines when parked; and
Potential roadside emission testing.
These measures will be further developed and implemented as funding allows. A
monitoring report on current progress is being prepared.
Env 2
The Council will continue to implement the transport-related measures in the AQAP
within available budgets.
The Plan also notes that, if other measures fail, a ‘Low Emission Zone’ (LEZ) may need to be
considered for central Edinburgh. The low emission strategy study is examining the
feasibility of an LEZ as one of a range of options. This work will need to take into account
potential impacts on buses in particular. For example, if bus operators were to limit their
city centre operations because of the additional cost of fitting low emission technologies
to their vehicles, this could have the effect of encouraging people to travel by car to
alternative edge of town or out of town locations. This could transfer local air quality
problems, and significantly increase greenhouse gas emissions in the longer term.
Traffic-Related Noise
There are obvious links between traffic and noise pollution. However, it is extremely
difficult to separate the impact of noise caused by traffic from that from other sources
such as construction, entertainment and domestic activity. The majority of complaints
received by the Council’s Environment and Consumer Services Department are about
noise from such other sources.
The European Union is currently considering regulations to require noise mapping.
The Council recognises that noise pollution from traffic will be a problem in some areas.
Noise maps for the city are being prepared, as required by the regulations.
Climate change
Nationally, government is aiming to reduce greenhouse gas emissions by 20% by 2020.
The Scottish Executive published its climate change programme in March 2006, with a
target of saving 2.7 million tons of carbon per annum by 2010. In June 2006, the City of
Edinburgh Council has itself initiated the development of a climate change strategy. This
could lead to the adoption of specific greenhouse gas emissions targets for the city.
The LTS plays an important part in such strategies by promoting sustainable transport
N
objectives that will limit traffic growth and the need to travel, reducing carbon emissions.
A
L
This reinforces the importance of the objectives in this LTS is to increase walking, cycling
P
and the use of public transport (Objective B), and to reduce the need to travel 
D
N
(Objective D). Other solutions that could reduce emissions locally, such as the use of
A
S
alternative fuels, are also supported.
IE
IC
L
Climate change also presents an important business risk to the transport sector. In
O
particular, increased temperatures, flooding and storms can have serious detrimental
•P
impacts for land transport, and design of transport systems will need to allow for
O
W
expected future levels of these risks.
T
T
R
PA
42

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Env 3
The Council will take full account of potential climate change impacts and emissions
targets in developing future transport proposals.
3.4
Road Traffic Reduction Act
Local authorities are required to set targets for road traffic reduction under the terms of
the Road Traffic Reduction Act 1997 (the RTRA). There is a mandatory requirement to
assess road traffic levels in the local authority area, forecast their growth, and set traffic
reduction targets. The Scottish Executive’s LTS guidance of February 2005 indicates that
work to produce further guidance for local authorities on meeting the requirements of
the RTRA was in its final stages. However, no further guidance has been produced to date.
The Scottish Executive aspires to stabilise traffic at 2001 levels by 2021. The consultation
on the National Transport Strategy questioned the value of maintaining this target.
Nationally, traffic grew by 6.5% in the three year period from 2001 to 2004.
The monitoring data in section 10 of this LTS provide an assessment of current traffic
levels in the city as a whole. The citywide figure shows a growth rate averaging 1.25% per
annum over the last four years.
Between 2001 and 2010, continuation of this rate of increase would amount to 12%
growth in total. The LTS has set a target of no more than 10% growth over this period (see
section 10.3). This is considered realistic given the investment in sustainable transport in
recent years, and which it is expected will continue over the next few years. It is
considerably less than the national traffic growth trend.
A separate target is for the city centre is considered desirable, as excessive traffic levels are
detrimental to the environment and visitor experience. However, such a target needs to
be focused on through traffic and commuters rather than terminating journeys that make
an important contribution to the economic activity of the city centre. Currently, there are
no adequate measures on which to base such a target, and it is proposed that this should
be developed as part of the proposed city centre transport strategy (section 7.2).
Longer term traffic targets can be considered only after the context of the National and
Regional Transport strategies become clearer and decisions on some of the major
transport projects affecting the city are made.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
43

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
4
Individual Travel
4.1
Safety and Health
BACKGROUND
In 2005, 6 people were killed, 178 seriously injured and 1,530 less seriously
injured on the roads in the City of Edinburgh. Although representing a
reduction in the number of casualties in previous years, these figures
give no indication of the pain, grief and suffering caused, and probably
under-record the true level of accidents occurring, especially less
serious ones. Consequently, road safety is a national priority and a
cornerstone of the Council’s transport strategy.
The Council produces a Road Safety Plan for five-year periods in
partnership with Lothian and Borders Police and Lothian Health. Various
relevant Council departments are also involved. The plan addresses a wide
range of road safety issues through engineering, education and enforcement
programmes and monitors progress relative to a range of targets. The plan develops the
policies and targets and identifies strategies and action plans to reduce the number of
road accidents in Edinburgh over a five-year period. Each year the Council will produce a
monitoring statement to gauge progress.
Over the long term, land use and transport policies can provide significant health benefits
over and above the reduction of injuries. Transport can impact on physical activity and
obesity, air quality (see section 3.3), noise, water quality, mental health and social capital.
By affecting people’s travel behaviour various health objectives can be achieved. Land
use planning and transport policies can encourage people to walk and cycle more and
drive less resulting in measurably better physical fitness, reduced likelihood of obesity
and traffic accident risk, and fewer air pollutants.
OBJECTIVES
Vision Zero: To work towards achieving a city road system where no one is killed in
a road traffic accident.
To promote walking and cycling, and to reduce the use of private cars, to contribute
to healthier lifestyles and a safer environment.
POLICIES
In March 2000, the Government announced a new national road safety strategy and
casualty reduction targets for 2010. The new targets have, as a baseline, the average
N
casualty totals for the years 1994-1998. They are to:
A
L
P
1 Reduce by 40% the number of people killed or seriously injured in road accidents;
D
N
2 Reduce by 50% the number of children killed or seriously injured; and
A
S
3 Reduce by 10% the ‘slight casualty’ rate.
IE
IC
L
The Council’s own targets, set in 2000, are rather more demanding than the national
O
targets, and are set out in the table below. It can be seen that significant progress has
•P
been made towards these targets and in all cases other than pedestrian casualties the
O
2005 target was well surpassed. In the light of the success achieved, the 2010 target for
W
T
slight injury accidents has been further revised in this LTS – the revised target is
T
R
included in the table below. The targets relate the annual accident rate, averaged over
PA
four years, for 1994-1998 to that from 2002-2005. Targets for pedestrian and cyclist
44

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
casualties are set in terms of casualties per km travelled in order to identify the reduced
risk of travel by these modes even when their use is increasing (as sought in separate
targets). Accident data is collated and vetted by Lothian and Borders Police.
Accident Reduction: LTS Targets and achievements.
Targets (compared to 1994-98 average)
Category
National
Local 
Local
Actual % change 
2010
2005
2010
94/98 to 02/05
Deaths
-
-25% to 13
-50% to 9
-49.4%
Killed and seriously 
-40%
-20% to 232
-40% to 174
-35.8%
injured
Slight injury accidents
-10%
-4% to 2019
-25% to 1600
-23.4%
Children 0 – 15 killed 
-50%
-20% to 36
-50% to 23
-42.7%
and seriously injured
Cyclists (casualty rate 
-
-20%
-50%
-21.8%
per km travelled)*
Pedestrians (casualty 
-
-15%
-40%
-12.9%
rate per km travelled)*
*distance travelled by Edinburgh residents, calculated from SHS data
RS 1
The Council will continue to work with all other relevant agencies to improve road
safety in Edinburgh, principally through the Road Safety Plan, and will produce an
annual monitoring report to gauge the progress towards targets.
Surveys repeatedly show that safety and security fears discourage people from cycling
and walking, making it harder to increase use of these modes. It is therefore encouraging
that accident rates per km travelled in Edinburgh also appear to be decreasing (although
care must be exercised in viewing these statistics, as the sample sizes in the Scottish
Household Survey (SHS) are relatively small).
The ultimate accident reduction target must be that no one will be killed in road traffic
accidents. This ‘Vision Zero’ has been formally adopted in Sweden as the basis for national
road safety strategy. It is a clear, understandable and exciting long-term vision. Therefore
‘Vision Zero’ has been adopted as the basis for Edinburgh’s road safety policy.
Vision Zero has major implications for road network management. The level of trauma
that the human body can tolerate without death or serious injury becomes the basic
N
A
parameter in the design of the road transport system.
L
P
D
Responsibility for road traffic safety is shared as follows:
N
A
S
1 the designers of, and those who maintain, the road transport system (in Edinburgh,
IE
primarily the Council), are always ultimately responsible for its design, operation
IC
L
and use, and are thereby responsible for the level of safety within the system;
O
2 road users are responsible for following the rules for using the road system set by
•P
O
the system designers;
W
T
3 if road users fail to obey these rules due to lack of knowledge, acceptance or
T
R
ability, or if injuries occur, the Council must take the necessary further steps to stop
PA
people being killed and/or seriously injured.
45

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
So there must be a road safety plan encompassing education and enforcement as well as
engineering. However, there needs to be more emphasis on speed reduction alongside
more traditional road safety engineering. It is also essential that these tools are applied in
the most cost-effective way to maximise the safety benefits that can be achieved from the
Council’s limited resources. Each of these areas is described more in detail below.
RS 2
The Council will focus its resources on activities and in areas that will achieve the
maximum casualty reduction in the most cost-effective manner.
Speed Reduction
Vehicle speed is the most important single factor in the severity of road accidents. Studies
show that a one mph change in overall average speed produces a 5% change in accidents
and a 7% change in fatalities. Speed reduction is absolutely fundamental to Vision Zero.
In order to minimise the risk of fatal or serious injuries in road crashes of varying
characteristics, speed limits should be set at a level that is most likely to achieve that
reduction. This implies that, typically, on roads where motor vehicles are most likely to hit
pedestrians and cyclists, the maximum speed would be 20mph. Higher speed limits
would be appropriate on roads with lower levels of pedestrian and cyclist activity.
RS 3
The Council will work towards reducing speeds to levels aimed at minimising accident
casualties and reducing perceptions of danger.
The street management proposals outlined in Section 3.1 include aspirations for
appropriate speed limits for different street types. This is set out in an interim Street
Management Framework.
The Council is already committed to the phased introduction of 20mph zones in
residential areas, appropriate shopping streets and outside schools (on a part-time basis),
based on the criteria set out above. The Council is of the view that extending 20mph
limits to all residential areas in the city will assist compliance, as it will become the
expectation of all drivers in these areas, as well as encouraging walking, cycling and
community life in general. Home zones are another means of reducing speed and will be
required as part of new residential developments as appropriate.
RS 4
The Council will continue to introduce 20mph zones throughout the city, with the
implementation priorities determined by local interest and accident rates in the areas
concerned.
N
The Street Management Framework described in policy Streets 1 sets out aspirations for
A
L
the types of roads on which different speed limits should apply. On roads in the urban
P
D
area other than those where a 20mph limit is desirable, a uniform 30mph speed limit is
N
proposed. The only exceptions would be limited lengths of suburban dual carriageway
A
S
and purpose built single carriageway, where a 40mph limit would apply. The longer term
IE
aim would be to apply this limit to all other non-urban single carriageways with a
IC
L
significant traffic function, though this probably requires some form of camera
O
•P
enforcement.
O
W
Education
T
T
R
To date road safety education programmes have been directed towards children,
PA
primarily through the Safer Routes to Schools programme (see section below) and the
46

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Kerbcraft national pilot project. The latter project provides roadside training to 5-7 year
olds, with priority being given to children in more deprived areas and those with higher
accident rates. Volunteers from schools are recruited and trained by the co-ordinator.
As described in the section above there has been a downward trend in accidents in the
Edinburgh. This is largely due to engineering works that have been carried out in most of
the high accident areas in the city. To sustain the downward trend in accidents, wider road
safety education methods will be necessary. To sustain the decrease in accidents, the
public’s awareness of safety risks and the targeted communication of safety messages to
key groups will be essential.
A particular concern is the driving behaviour of some less experienced drivers. Pass Plus
is a training scheme for new drivers specially designed by the Driving Standards Agency,
which can be taken at any time within the first 12 months of passing the driving test.
A number of Councils provide a proportion of the cost to trainees to encourage take-up.
Consideration will be given to sponsorship of such a scheme in Edinburgh.
RS 5
The Council will maintain and develop the Kerbcraft programme by retaining the existing
co-ordinator for a further three year period (2006-2009) and appointing another co-
ordinator for the same period to roll out Kerbcraft into further areas of the City.
RS 6
The Council will work with communities to influence local driver behaviour and
encourage slower, more responsible driving through their neighbourhoods.
RS 7
The Council will communicate road safety messages to targeted groups through
promotional activity and the media to bring awareness of the safety impacts of different
driver behaviour on similar lines to drinking and driving campaigns.
Enforcement 
Effective enforcement is also necessary to achieve targets for improved road safety in the
city. The Council has been working in partnership with Lothian and Borders Police, local
communities, the Health Service and the Procurator Fiscal to implement a Safety Camera
Partnership in Edinburgh. Speed cameras have been sited within Edinburgh, at locations
that comply with the Scottish Safety Camera guidelines3, in order to:
reduce the number and severity of injuries to road users;
increase driver awareness of speeding and red light violation;
achieve greater levels of driver compliance with posted speed limits and signals;
and
N
A
L
achieve and sustain lower accident levels, especially for vulnerable road users.
P
D
The guidelines are based on the number of casualties and collisions, length of site, type of
N
A
camera and speed survey documentation.
S
IE
IC
The Council continues to monitor areas in the City to determine if there are locations
L
O
where a speed camera would have a benefit. Where this is the case, mobile equipment is
•P
most likely be used in the future. However, two new fixed locations will be implemented
O
in 2006/2007: at Redford Road and Willowbrae Road. The Council currently maintains 31
W
T
fixed site safety cameras, 11 mobile camera unit routes and 25 red light camera sites.
T
R
PA
3
Scottish Safety Camera Programme – Handbook for Rules and Guidance. For Operation Year 2006-2007,
Scottish Safety Camera Programme Office. July 2005.
47

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Because the Police find it difficult to allocate resources to enforcing urban speed limits,
the revenues from the Safety Camera Partnership are used to help to make the scheme
self-funding. The Council seeks to maintain this position, with an absolute commitment
that any surplus is used only for further developing road safety measures. The Council
would welcome discussion with the Scottish Executive about the possibility of legislation
to decriminalise the enforcement of some or all speeding offences within its area.
The Lothian and Borders Safety Camera Partnership highlights how a partnership
approach can achieve maximum effect.
A June 2004 report on speed camera
programmes nationally covered data from nearly 1,900 camera sites and showed:
1 There was a 40% reduction in people killed or seriously injured across all types of
roads, including a 49% reduction for urban 30-mph sites at camera sites;
2 There was a 33% reduction in personal injury accidents at camera sites;
3 Excessive speeding fell by 80% at fixed camera sites and 28% at mobile camera
sites.
RS 8
The Council will continue to monitor locations in the city where there may be benefit
from installing speed cameras or making use of mobile units.
RS 9
The Council will continue to maintain the existing speed camera network where
monitoring shows it to be effective.
Longer term, in-vehicle technology (Intelligent Speed Adaptation – ISA) –offers the best
potential for speed reduction in areas with a high incidence of personal injury accidents.
The Council will seek funding to facilitate its experimental application.
RS 10
The Council will seek funding to facilitate the experimental application of in-vehicle
technology (Intelligent Speed Adaptation – ISA) 
Engineering
Research indicates that low cost Accident Investigation and Prevention (AIP) measures are
an effective way of achieving sustained casualty reductions. The Council has a team
dedicated to this work. To obtain the best value for money, accident data is used to
identify ‘sites for concern’ where the number of accidents appears to be high. These are
investigated and where cost-effective remedial measures are identified, they are included
in a works programme. In addition to its AIP schemes, the Council subjects all new
projects and large maintenance projects to a road user safety audit, to ensure that
N
accident risks are minimised.
A
L
P
AIP concentrates mainly on single site investigations and route actions. The methodology
D
N
for identifying sites and routes for AIP schemes has been reviewed to increase the
A
S
emphasis on tackling accidents to the most vulnerable groups of road users. The success
IE
of this change in emphasis will itself be reviewed over the coming year. It is also
IC
L
important to ensure that, where possible, AIP schemes benefit Council objectives not
O
necessarily related to safety.
•P
O
RS 11
W
T
T
The Council will maintain a programme of identifying and implementing Accident
R
Investigation and Prevention (AIP) measures.
PA
48

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The use of non-physical measures such as visual road narrowing, ghost islands and road
markings can significantly affect drivers’ perception of speed, with appropriate design
reducing speeds to actual speed limits. This self-enforcement approach minimises the
requirement for external enforcement resources.
RS 12
The Council will examine the potential for self-enforcing road design aimed at reducing
speeds where speed problem areas are identified.
Travel to School
A ‘hands up’ survey carried out in May 2006 in Edinburgh primary schools showed that on
average 27% of primary school children are driven to school. It is estimated that,
nationally, almost one in five urban car trips in the morning peak are taking children to
school – although many of these are linked trips incorporating a parent’s journey to work
or other activities.
As well as easing congestion on our roads, there are strong safety, health and
environmental reasons for reducing the numbers of cars on the school run. More active
travel improves safety; improves present and future health through decreases in local
pollution and increases in levels of exercise; improves the environment through a
reduction in congestion, pollution and traffic noise; and improves children’s social
development through increased opportunities for independent travel and the
development of road safety skills.
The Council is committed to enabling more children to use public transport to get to
school or to take cycle or walk. One reason for driving put forward by parents is the
danger of speeding traffic and finding safe places to cross roads. In 2003 the Scottish
Executive awarded over £4m to the Council for the installation of 20mph zones around
schools by 2008. Child pedestrian accidents have fallen by 70% and child cyclist accidents
by 48% in areas where 20mph zones have been introduced.
This funding is being used for full time 20mph zones with traffic calming features around
schools in residential areas and part time 20mph zones for schools on local distributor
roads. Signs are installed at the entrances to the zone, with flashing lights during entry
and exit times of the school. By April 2006 100 schools across the City were within a
20mph zone with a target for every school to be within a zone by March 2008.
To help schools tackle their travel issues the Scottish Executive is funding three School
Travel Co-ordinators to develop individual school travel plans in conjunction with a travel
group involving teachers, parents, pupils, transport operators and the police among
others. Parents complete questionnaires on their journey to school identifying problems
which hinder them in walking and cycling. From this information the travel plan is drawn
up setting out an action plan of engineering measures, pedestrian and cycle training,
N
A
publicity and promotion activities and curriculum work to help overcome the obstacles.
L
P
D
N
By June 2006, 35 primary schools had a completed school travel plan, making them
A
eligible for Safer Routes to School funding for improvements such as new footpaths, cycle
S
IE
tracks, pedestrian crossings, signing and road markings, dropped crossings, cycle parking,
IC
L
enforcement of School Keep Clear zigzag markings and parking restrictions.
O
•P
Promotional activities are also vital to get the message across – the Council organises
O
Walk to School weeks in May and October to encourage parents to give walking a try . The
W
T
Walking Bus initiative (parents escorting groups of pupils to school) allows Towerbank
T
R
Primary School pupils to start the school day with a stroll along Portobello Promenade
PA
49

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
whilst George Heriot’s School pupils walk across the Meadows. Other initiatives include
car share schemes and shuttle buses between neighbouring schools.
The Kerbcraft programme provides practical pedestrian training to P2 pupils in areas with
higher than average child pedestrian accident rates, carried out by adult volunteers who
take out two or three children at a time to teach practical skills e.g. choosing safer places
and routes to cross the road. The scheme currently operates at Ferryhill, Craigroyston,
Pirniehall, St David’s’, Forthview, Royston and Granton Primary Schools with an expansion
to Victoria, Fort and St Mary’s (Leith) Primary Schools in the autumn term 2006. Since
2003, over 200 P2 children have been trained, though funding is currently being sought
to expand the scheme to new areas.
RS 13
The Council will encourage head teachers and parents/guardians to develop local
proposals to encourage walking and cycling to school.
RS 14
The Council will work with schools and parent groups to facilitate development of School
Travel Plans in conjunction with any SRTS infrastructure works to be implemented.
RS 15
The Council will prioritise Safer Routes to School schemes based on the following criteria:
number of child casualties close to the school;
the type of road on which the school is located; and
the school’s interest in SRTS.
RS 16
The Council will promote road safety awareness at all schools in the city in consultation
with head teachers and Lothian and Borders Police
RS 17
The Council will encourage schools to allow pupils to cycle to school and improve cycle
rack security.
RS 18
The Council will support and co-ordinate the work of Lothian and Borders Police, schools
and voluntary organisations in training child cyclists.
Health
N
By applying a few guiding principles, transport can influence public health. Integration of
A
L
P
land uses such as retail, office, residential, open space and schools allows people to
D
accomplish basic utilitarian needs easily on foot or bicycle. More small shops and services
N
A
near to where people live will attract more walking trips. Streets and buildings built from
S
a pedestrian perspective can create a place that is safe, vibrant and interesting for walkers,
IE
IC
cyclists and public transport users, thereby encouraging residents to use these modes of
L
transport.
O
•P
The approach to street design can increase walking, cycling and public transport use and
O
W
reduce potential conflicts with vehicles. Furthermore, the visual quality of the streetscape
T
T
not only improves safety but also the perception of an area’s safety and walkability.
R
PA
50

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Changing the mode of transport people use from cars to walking, cycling or public
transport not only reduces the risk of accidents, it improves physical health and obesity
levels through physical exercise. The Council’s transport strategy, aimed at encouraging
alternatives to use of the private car, therefore has health as well as economic and
environmental benefits.
Policies that will contribute to health improvement are covered in other sections of this
LTS in relation to Walking, Streetscape and Land use planning, for example. However, the
Council will work with Lothian Health to continue to identify ways in which transport-
related measures can contribute to improved public health.
RS 19
The Council will work with Lothian Health to identify how transport policy and
interventions can contribute to improved public health.
4.2
Walking
BACKGROUND
Walking is free, and does not cause noise, pollution or congestion. Over
short distances it is the most reliable and efficient mode of transport, and
it significantly reduces the risk of obesity, diabetes, and cardiac diseases,
amongst many others.
An improved pedestrian environment can
improve personal safety and security and reduce vandalism, and
evidence suggests local business is also improved. Being able to walk
safely and conveniently to everyday activities promotes social
inclusion.
WALKING IN EDINBURGH
Almost all trips involve walking at some point
Walking comprises:
around 22 - 25% of all journeys
around 60% of child journeys to school
around 17% of journeys to work
28 - 33% of shopping journeys
(these figures exclude journeys under quarter of a mile/five minutes duration)
70% of adults made a trip exceeding a quarter of a mile by foot at some point 
during a previous week
25% made such a trip on 6 or 7 days during the week
26% made such a trip between 3 and 5 days
N
A
L
Pedestrians comprise over a quarter of road accident casualties
P
D
Public roads include approximately 2,800km of footway and 75km of off-road 
N
A
foot/cycleway
S
IE
So walking is a vitally important mode of transport. Furthermore, the elderly, the young,
IC
L
disabled people, those who cannot afford to drive or take public transport and people
O
who choose not to own a car, all rely on a good pedestrian environment that contributes
•P
to the city’s transport vision of ‘a transport system that is accessible to all and serves all’.
O
Walking is the most widely-available mode of transport and is an essential part of any
W
T
journey, even those involving travel by car or public transport. It is often more than just a
T
R
means of transport; for example, it is a popular leisure activity in its own right.
PA
51

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
While Edinburgh has a good pedestrian network, much can still be done to improve it.
The walking strategy outlines where improvements can be made.
OBJECTIVE
To increase the number of walking trips by making walking a more attractive, safe
and convenient means of travel for short trips.
POLICIES
The Walking Strategy is closely linked to other LTS policies, including those for Cycling,
Smart Travel (including travel to school) and Community and Accessible Transport. Many
of the policies for those topic areas provide the basis for encouraging walking. Local Plans
and urban design initiatives can also have a significant impact on the pedestrian
environment. LTS policies for walking also need to reflect the strategies of other agencies,
notably Lothian Health, and the Edinburgh Partnership’s Edinburgh Joint Health
Improvement Plan. This recognises that walking is an activity which is often more than
just a means of getting about.
Walking objectives are significantly affected by the overall street environment. Adoption
of appropriate guidance on street design is crucial, in particular:
‘Edinburgh Standards for Streets’ (detailed guidance concerning activities affecting
the streets), and
‘Movement and Development’ (an overview of traffic and transport design in new
developments) 
Bus- and Cycle- Friendly Design Guides (detailed guidance on the design of on-
street infrastructure)
These need to be supplemented by detailed design standards relating to pedestrian
needs to provide practical assistance to those responsible for street management and
maintenance in meeting the LTS objective for walking. The design guides need to be
complementary to ensure best possible provision for all road users.
Walk 1
Develop and promote a Pedestrian Design Guide to support and assist the achievement
of the walking objectives set out in this LTS and other strategies dealing with streetscape.
The City Centre, and other major shopping, commercial and tourist areas tend to be the
areas with the highest concentration of all-day pedestrian activity. These areas need to be
given priority in developing pedestrian priority measures, whether full pedestrianisation,
footway widening or simply measures to increase the attractiveness of the pedestrian
environment and encourage shoppers and visitors to enjoy the city.
N
A
L
P
Walk 2
D
N
The Council will seek opportunities to improve pedestrian facilities, particularly footway
A
widths, and consider partial or complete pedestrianisation in appropriate streets with
S
IE
high levels of economic and pedestrian activity.
IC
L
O
Footway maintenance is crucial for pedestrians. A well maintained, clean surface makes
•P
things easier for everyone, and especially for people with mobility impairments or
O
pushing prams. It reduces the risk of trips and slips.
W
T
T
R
Street maintenance priorities are considered in detail in Section 3.2 of this LTS. Policies
PA
Maint 1 and  Maint 2 will ensure that footway maintenance is given the priority it
52

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
deserves. General street maintenance and other interventions on the street network also
provide opportunities to undertake minor improvements benefiting pedestrians.
Trips and slips are closely linked to maintenance and are a major issue for the Council:
traumatic for the pedestrian and potentially expensive if a claim is made against the
Council. Although by no means all are attributable to the condition of the road or
footway, development of maintenance priorities should take them into account.
However, limited data is currently available, and action is proposed to identify routes or
locations where clusters of claims occur. This information will then inform maintenance
priorities.
Maintenance activities, and works undertaken for other reasons, can provide
opportunities to put in place improvements for pedestrians. All improvement works
should take full account of the needs of pedestrians in their design.
Walk 3
There will be a presumption in favour of road maintenance (other than minor patching or
surface dressing works), new traffic management schemes, new/revised controlled
parking zones and new developments always incorporating measures for pedestrians.
Long lengths of guardrail, particularly on shopping streets, force significant diversions on
pedestrians, are unsightly and adversely affect the character and wider urban functions of
such streets. Rather than install guardrail, solutions based on reducing danger through
high quality and careful design will be sought, learning from best practice now being
adopted in other areas of the UK. However, existing guardrail would only be removed in
the context of a full redesign of the street context along these principles.
Walk 4
Guardrail will only be introduced or replaced where there is a clear justification for it and
other solutions are shown to be inadequate.
A Controlled Parking Zone (CPZ) can help improve pedestrian facilities.
With the
introduction of a CPZ, parking restrictions can be introduced at desired crossing points
(junctions being the most obvious example) allowing easier and safer pedestrian
movements.
Walk 5
Design and review of controlled parking zones will be used as an opportunity to
rationalise and improve the streetscape in these areas and to build in improvements in
the pedestrian environment – particularly crossing facilities and footway width – in line
with the policies in this chapter of the LTS. Designs for new or altered CPZs will be audited
to this effect.
N
A
L
Trying to cross roads at signalised junctions without pedestrian phases is frustrating,
P
D
especially on busy roads which have signals without pedestrian phases on all arms. Only
N
two junctions across the city have no pedestrian phase, but many more have a pedestrian
A
S
crossing phase on only some of the junction arms. The Council will introduce full
IE
pedestrian facilities to these junctions as funding permits to improve pedestrian safety
IC
L
and convenience.
O
•P
Walk 6
O
W
T
Pedestrian phases should be provided on all arms of traffic signal controlled road
T
junctions, except where no pedestrian crossing demand is likely.
R
PA
53

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Generally traffic signals with a pedestrian phase provide that phase at one particular
stage in each cycle. This can mean quite a long wait for a pedestrian. Ideally, a pedestrian
phase would take place at the next change after a push-button call. There are two sites in
the city where this occurs, on the Royal Mile at the junctions with George IV Bridge, and
North Bridge/South Bridge.
Alternatively, all signals can be set to red (both for vehicles and pedestrians) and turn
green instantly when activated by either a car or a pedestrian. This allows delay-free
crossing for pedestrians; however, it is suitable only for quieter streets. This arrangement
is currently in place at two sites in Viewforth; the Council will consider introducing similar
crossings at appropriate sites.
Walk 7
At signalled junctions where pedestrian conditions require it, signal controllers will be set
so that when a pedestrian stage is called, it is the next stage in the cycle.
Currently, there are around 300 independent signalised crossings (pelicans, puffins and
toucans) in Edinburgh. Over 95% comply with the timing specified in Walk 8. Some
pelican crossings have been converted to puffin crossings. Puffin crossings turn to green
only if their sensors detect waiting pedestrians, and also allow an extension of the
pedestrian phase if people are detected still to be on the crossing. This allows the elderly
and those with mobility impairments more time to cross in safety.
Walk 8
Pedestrian crossings will be set to give a maximum of 20 seconds green to vehicles,
following a push-button request, before changing to the green man. Only at critical
locations on the road network may this time be increased, or the crossing linked to
adjacent signals, to prevent unacceptable delays to public transport.
Zebra crossings may be appropriate at certain locations where pedestrian activity is
considered predominant. Guidance on appropriate locations for specific types of crossing
will be included in the Pedestrian Design Guide and in the street management
framework.
Inconsiderate parking on footways or at junctions and pedestrian crossing points can be
both dangerous and obstructive to pedestrians and other road users. Legislative changes
are likely to be required to tackle this issue effectively, and the Council will seek the
introduction of such changes.
Walk 9
The Council will take action to tackle problems of inconsiderate parking on footways,
around the mouth of junctions or at other points where pedestrians or other road users
N
A
may be unreasonably obstructed.
L
P
D
N
Street lighting and CCTV are key aspects to pedestrian safety and security, affecting both
A
reality and perceptions of danger and therefore having a significant impact on people’s
S
IE
behaviour.
IC
L
O
Walk 10
•P
The Council will take action to improve lighting and CCTV coverage in areas where
O
W
personal security is identified as a particular problem.
T
T
R
It is important that new development is designed to meet the objective of the walking
PA
strategy for users of that development, and, where there are opportunities, to improve the
54

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
attractiveness of walking more generally. Appropriate design together with funding
contributions from developers, have the potential to make a significant contribution, and
the Council will apply Policy Walk 12 to all new developments through inclusion of this
policy in Local Plans. Security for those accessing new developments is also essential, and
Policy Walk 11 must also be taken into account in the design of new development.
Walk 11
The Council will incorporate ‘Secured by Design’ principles and current PAN 46 guidance
on Planning for Crime Prevention and personal security into maintenance and renewal
schemes, as well as new developments, insofar as is reasonably practical.
Walk 12
New developments of a size for which a transport assessment is required, must ensure:
Permeability of the site for pedestrians;
Direct pedestrian/cycle routes to, through and within the site;
Several pedestrian/cycle accesses; normally more than the number of vehicle
access points;
Pedestrian walkways and crossings through and in car parks;
That main entrances to the building are closer to the nearest bus stop than to the
centre of its associated car park.
Contributions will be sought from developers towards:
The cost of new pedestrian/cycle links (e.g. bridges) across nearby features (e.g.
rivers, railways) that would otherwise reduce the accessibility of the site on foot;
Pedestrian facilities at junctions and on footways likely to be used by pedestrians
accessing the site (even if not immediately adjacent to it).
Under the Land Reform (Scotland) Act 2003, the City of Edinburgh Council has a duty to
prepare a Core Path Plan by early February 2008. This plan will identify a system of priority
routes that will provide for reasonable non-motorised access across the local authority
area. It will provide a backbone of secured and welcoming access. The Core Paths system
will be supplemented by the wider path network and land to which access rights apply.
It will include provision for walking, cycling, horseriding, and access to inland water.
Walk 13
The Council will prepare a Core Path Plan.
4.3
Cycling
BACKGROUND
N
A
Cycling shares many of the advantages of walking; it is cheap, healthy, and
L
P
does not pollute. Cyclists need very little space and cycling facilities are
D
relatively inexpensive.
N
A
S
IE
Since 1999, the proportion of all trips made in the City by Edinburgh
IC
residents by bicycle has risen by an eighth, while accidents involving
L
O
cyclists have reduced. However, cycle trips, still account for less than 2%
•P
of all trips made, although the percentage of trips to work are up from
O
1.8% to 3.1%. Edinburgh’s travel patterns, and experience elsewhere,
W
T
suggest there is huge potential for further growth. Increasing cycle use can
T
reduce pollution and congestion whilst having positive benefits in terms of
R
PA
55

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
health. Increased cycle use is also likely to benefit businesses in the city centre and
traditional local shopping centres, as they are much more accessible by cycle than out of
town stores.
OBJECTIVE
To ensure that cycling is an attractive, safe and secure option for all short and
medium distance journeys.
POLICIES
The biggest single deterrent to greater use of cycling is the perceived risk of being
involved in an accident. Though cycling can be safe, relaxing and enjoyable, heavy and/or
fast motor traffic can make it an unpleasant experience. To encourage more cycling
throughout the city it is of prime importance to offer (especially to novice cyclists) choices
that allow them to avoid the worst traffic conditions, and/or afford some protection on
busier and faster roads.
Two parallel approaches are needed to achieve this. First, the provision of a continuous
network of routes affording reasonably easy access to all destinations which will be
perceived as ‘safe’ by inexperienced cyclists. Off-road paths are at the core of this network,
but the nature of Edinburgh means that most of the network will need to be on less busy
roads. Such a network, particularly the off-road sections, also has an important role to
play in encouraging people to ‘try out’ cycling, usually for leisure, and in enabling car-free
recreation and countryside access. The Council’s developing Access Strategy has a crucial
role to play in this area. Partnership with SESTRAN and neighbouring local authorities is
also important to ensure cycle networks link effectively across administrative boundaries.
Cycle 1
In consultation with cycle groups the Council will work towards providing a continuous
cycle network, which is safe, convenient and easy to use for inexperienced cyclists giving:
Access to all major concentrations of jobs
Access to the two major city hospitals
Access to universities and other tertiary Education institutions
Access to secondary schools
Access to all district shopping centres, major supermarkets, and retail parks
Recreational cycling opportunities, both in itself, and through accessing the
national cycle network, mountain bike routes and other recreational cycle routes
Provision of a cycle network has a crucial role, especially in helping less confident cyclists.
However as cycling is a ‘door to door’ form of transport, encouraging it requires the design
N
of the whole road network to take account of cyclists’ needs. The Council’s ‘Cycle Friendly
A
L
Design Guide’ focuses on this. Main roads are particularly important. They are usually the
P
D
most direct and least hilly routes and thus are intrinsically attractive routes for cyclists. So
N
part of a strategy to encourage cycling must be to protect cyclists on these roads from the
A
S
effects of heavy traffic. This will usually involve compromises, for example cyclists sharing
IE
bus lanes. But much can be achieved, as is illustrated by the Leith to Straiton Quality Bus
IC
L
Corridor. This includes significant cycle provision in the form of cycle lanes, advanced stop
O
•P
lines, shared cycle/bus lanes and over one hundred roadside Sheffield parking racks.
O
W
Cycle 2
T
T
R
All new traffic management and/or road schemes will be designed in accordance with the
PA
Cycle Friendly Design Guide.
56

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Most traffic management schemes are introduced to ameliorate the adverse effects of
motor traffic in some way (e.g. reducing ‘rat-running’ through residential streets, reducing
speeds in residential areas). Some are introduced to help traffic flow more freely. There is
usually no reason to impose the same restrictions on cyclists as on other road users (for
example a cyclist waiting to turn right does not normally delay other traffic, unlike a
motor vehicle). So there will be a presumption of exempting cyclists from all traffic
management measures imposed on other vehicles.
Cycle 3
There will be a presumption in favour of new traffic management schemes always
incorporating measures for cyclists, particularly:
exemptions from road closures;
advanced stop lines (ASL) with approach cycle lanes or cycle lanes where ASLs are
not required at traffic signal controlled road junctions;
all new pedestrian crossings to be considered as potential Toucans;
cycle lanes or, where appropriate, cycle paths, in all schemes involving main roads
with speed limits of over 20 mph and no bus lanes.
Colour has been successfully used to emphasise on-road cycle lanes and advanced stop
lines. Research4 has found that colour increased motorist compliance with the lanes by a
factor of five. There is, however, some conflict between the use of colour and streetscape
objectives.
Cycle 4
The Council will use colour to mark cycle lanes, particularly in locations where conflict is
most likely. Coloured asphalt or setts may be used where appropriate. Within the World
Heritage Site, Edinburgh Standards for Streets guidance will be followed.
One-way streets are sometimes used as a traffic management tool. However they can
encourage higher traffic speeds (because of less ‘opposing’ traffic) and volumes. There is
usually no reason to impose one-way restrictions on cyclists, and in several European
countries (e.g. Switzerland), cyclists are exempted from all one-way streets.
Cycle 5
There will be a presumption against new one-way streets. However where new one-way
streets have to be implemented for general traffic, there will be a presumption in favour
of installing contraflow cycle lanes. Where ‘no-entry’ applies for general traffic there will
be a presumption to exempt cyclists.
Roundabouts, particularly those with more than one entry lane, have a poor safety record
for cyclists. They also make it difficult to provide properly for pedestrians and give priority
N
to buses.
A
L
P
D
Cycle 6
N
A
There will be a presumption against constructing any new roundabouts with more than
S
IE
one entry, exit or circulating lane within the built up area, because of the poor safety
IC
record of this type of junction for cyclists.
L
O
•P
Cycle 7
O
W
When traffic management or other schemes involve significant works to roundabout
T
junctions, presume in favour of replacing the roundabouts (other than ‘mini’
T
R
roundabouts) with traffic signals.
PA
4
McKeown, J. (2006). The effect of Coloured Surfacing on Driver’s Compliance with Cycle and Bus Lanes.
Honours Degree final year project; School of Built Environment, Napier University, Edinburgh.
57

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Cycling could also have a major role as a means of access to longer public transport
journeys, especially by rail. The population within a 10-minute cycle of a rail station is
typically about 15 times that within a 10-minute walk. In parts of continental Europe
cycling to rail stations is much more common than in the UK. There is also potential as a
means of access to the tram system, and outer-suburban bus stops, especially those
served by express services. The Council will therefore seek to increase the use of the
bicycle for access to public transport services
Cycle 8
The Council will install or seek installation of secure bicycle parking, particularly cycle
lockers, at railway stations, tram stops where space is available, Park & Ride sites and
selected outer-suburban bus stops.
Carriage of cycles on trains enables journeys, especially leisure trips, to be made that
would otherwise be likely to involve car travel. There is also a significant market for
carrying cycles to rural areas suitable for recreational cycling by bus, especially in
Edinburgh’s case to the Glentress mountain biking centre.
Cycle 9
The Council supports the carriage of bicycles on rail services and medium to long
distance bus services
The tram is the biggest single transport project being progressed in the city. It will affect
on-road provision for cyclists and, especially if the route from Haymarket to Granton is
progressed, off road cycle routes.
Cycle 10
Cycle/pedestrian routes will be retained on former railway routes used by tram. Safe
provision for cyclists will be made on streets used by the tram.
Surveys have found that cycle parking is the second most important deterrent to cycling
after perceived danger. For some years the Council has required cycle parking in new
developments, but standards of provision, especially in residential development, are often
unsatisfactory. The many thousands of people living in tenements in Edinburgh often
have real difficult in storing cycles. The Council is currently supporting a pilot scheme
aimed at tackling some of these difficulties.
Policies for the removal of guardrail (see section 4.2) can reduce de facto cycle parking
opportunities, especially in busy shopping or commercial areas.
Street redesign
undertaken in this context needs to recognise cycle parking demand of this type.
Cycle 11
N
A
L
The Council will increase the number of pedal cycle parking spaces available at locations
P
D
with significant actual or potential demand for cycling.
N
A
S
Physical provision for cycling is important, but, especially in a culture where cycling has
IE
been the preserve of a small minority, marketing is also crucial. The audit of Local
IC
L
Authority cycle strategies carried out by Cycling Scotland found that Edinburgh generally
O
had a strong approach, but was weaker in marketing. The Council’s activities in marketing
•P
cycling will be reviewed when developing the detailed cycling action plan.
O
W
T
Training for novice cyclists, especially schoolchildren, also has an important role to play in
T
R
encouraging greater take up of cycling. The Council has recently increased its effort in this
PA
area.
58

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Cycle 12
The Council will take active measures to encourage cycling through marketing and
training.
4.4
Motorcycles and mopeds
BACKGROUND
The Council recognises that motorcycles, mopeds and other powered two-wheelers
(PTWs) provide efficient individual mobility. Compared with the car, they require less road
space, whether moving or parked, and can keep moving when other vehicles are queued.
They have a worse safety record than cars, however, and can be polluting.
OBJECTIVE
To support the use of, and promote safety for powered two-wheelers (PTWs) in
Edinburgh 
POLICIES
Parking facilities can do much to facilitate PTW use. The Council will ensure on-street
parking is available at key locations and at Park and Ride sites, and include PTW parking
in parking standards for new developments.
MC 1
The Council will require PTW parking provision in new developments and ensure
adequate PTW parking is available on-street at key locations, and at Park and Ride sites.
The Council is concerned with PTW safety, and will take into account the needs of PTWs
in new traffic management schemes. It will also encourage effective training for novice
and returning riders and support rider improvement programmes.
Used inconsiderately, PTWs can cause significant nuisance to residents, other road users,
or users of the city’s open spaces. The Council will work with Lothian and Borders Police
to tackle such problems.
4.5
Car travel
BACKGROUND
The car is a highly flexible means of transport. It is generally unconstrained
by timetables and routes; families or other small groups can travel
together and it is easy to transport heavy shopping and luggage. Cars
are typically a very important household possession.
N
A
L
P
These characteristics have led to the ever increasing role of the car
D
which has brought a wider freedom and mobility to millions of people.
N
A
With increasing prosperity, these benefits are spread more widely as
S
more and more people are able to own and use cars. But the very
IE
IC
exercise of this freedom rapidly diminishes its value, as motoring becomes
L
O
increasingly unpleasant and inefficient due to growing congestion.
•P
O
The Council recognises that cars are the most effective way to undertake many journeys.
W
It seeks to implement a transport strategy that enables cars to be used effectively for
T
T
those tasks for which they are particularly appropriate and at uncongested times and
R
locations. However, there is simply not enough space in the city to accommodate all
PA
59

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
possible demands for movement by car at all times and therefore this demand has to be
managed. It is absolutely crucial to maintaining our buoyant economy and to gaining the
benefits of car travel when it is the most appropriate option that congestion is kept under
control. This is central to the strategy, and involves:
attractive alternatives being available for the widest possible range of journeys;
incentives for more efficient use of the car;
ensuring that development is located and designed to minimise the need to travel
by car; and
measures to restrain car use where there is congestion or serious impacts on other
road users.
OBJECTIVE
To enable cars to be used effectively and efficiently for journeys where there is no
reasonable alternative
POLICIES
It is important for the effective functioning of the city that journeys for which there is no
reasonable alternative to private vehicles can take place effectively. This means that vital
journeys, whether personal or on business, and goods and delivery services where there
is no alternative to car use are not delayed.
The first step is to ensure that the road space and capacity that is available is used as
efficiently and effectively as possible. Modern methods to manage traffic by linking traffic
signals and information systems that respond to changing events on the street can
ensure that traffic of all types runs as smoothly as possible. The Council is investing in an
upgraded Urban Traffic Management and Control (UTMC) system that will achieve this.
Cars 1
The Council will upgrade traffic control systems to ensure that road capacity is managed
as efficiently as possible for each type of road user.
However, this on its own will not solve the congestion problem. Much of this LTS focuses
on substantially improving alternatives to car use or using cars more efficiently so as to
minimise the demands made on the road network. This is the only way of ensuring that
the road network can provide a reasonable level of service to those users who do not
have an alternative.
Cars 2
The Council will pursue means of encouraging cars to be used more efficiently, through
N
measures such as parking management, management of the road network and
A
L
promotion of City Car Club.
P
D
N
Good integration of land use planning and transport policies is also essential to reduce
A
S
the growth of congestion. Locating developments where they are, or can be, well served
IE
by alternative transport modes minimises the need for car use.
IC
L
O
These measures will not be sufficient to reduce congestion in the long term according to
•P
current forecasts. Further measures to reduce congestion were proposed by the Council
O
W
in the form of a congestion charging scheme, and the Council accepts that this solution
T
was not acceptable to Edinburgh’s public. The Council will not support a local congestion
T
R
charging scheme, and would consider this approach only in the context of a longer-term
PA
national scheme.
60

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Cars 3
The Council will consider supporting congestion charging only at a national level for
Scotland or the whole UK.
It is important that the scale and impact of congestion is fully understood.
Currently, congestion is difficult to measure, and there is no clear measured
indicator of trends within the city. The Council will develop a congestion
indicator that can be regularly monitored, and will set targets in the
context of the Regional Transport Strategy.
Until recently, non-car owners had limited access to the benefits of car
ownership, and no opportunity to choose a car free environment. City
Car Club, car sharing and Car Free Housing are starting to change this.
The UK’s first City Car Club started in Edinburgh in March 1999. This type
of scheme offers car use without the need for ownership, giving convenient
and affordable access to a car to the many people for whom ownership is too
heavy a financial burden or who choose not to own a car. A single City Car Club vehicle
can typically replace five to six privately owned cars, thus helping to reduce parking
pressure. Though cheaper overall than ownership, payment at the point of use means
people can clearly relate the cost of a car journey to the same trip by other means. They
frequently choose the alternative, with consequent environmental and other benefits.
Cars 4
The Council will promote the expansion of City Car Clubs, in particular by ensuring that
lack of on-street parking does not artificially cap supply of Car Club vehicles.
Informal car sharing (giving lifts) has long been a feature of the journey to and from work.
Arrangements to bring potential car sharers together in a slightly more formalised way
have been promoted elsewhere. The best focus for such arrangements is usually the
workplace, and this can be promoted within the Travel Plan framework (see chapter on
Smarter Travel).
Edinburgh also has the UK’s first Car Free Residential area, Slateford Green. Car Free
housing allows larger areas to be devoted to green and community activity space, and
offers a much safer and healthier environment, particularly for children’s play. The further
development of housing with limited or no parking availability will be pursued through
planning policies and the Edinburgh Standards for Housing where there are clear
transport benefits, or in the context of low environmental footprint housing.
Cars 5
Through the development control process, the Council will encourage the development
N
of car free housing, or housing with an emphasis on low car ownership and high
A
L
membership of city car clubs.
P
D
N
Decisions to travel by car can be significantly influenced by the availability and cost of
A
S
parking at both origin and destination of journeys. Parking policy has been extensively
IE
reviewed since the LTS 2004, as set out in the next section.
IC
L
O
4.6
Parking
•P
O
W
BACKGROUND
T
T
Parking is vital in ensuring that people in Edinburgh can access the goods and services
R
they need and it plays an important part in sustaining the economic health of the city. It
PA
61

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
also has a crucial part to play in managing the amount of traffic and congestion on the
city’s streets.
In 2005/6 the Council carried out a comprehensive review of Parking Strategy in order to
make it easier for residents, shoppers, visitors, business travellers, disabled people and
tradespeople to park in Edinburgh, while balancing the negative effects of parking on
other travellers.
The review re-examined existing parking policies including extensive consultation with
residents, tradespeople, carers, retailers and parking operators. The objectives, policies
and actions developed and included within this Local Transport Strategy reflect the
parking strategy approved by the Council on 9 May 2006. As these are a considerable
change from previous parking strategy, they are set out in some detail below5. The focus,
as in the parking review, is primarily on cars and vans. Other aspects of parking and
servicing are dealt with in relevant sections of this LTS.
There are many different demands for parking and kerbspace and the parking strategy
seeks to find the best compromise between them. Parking directly affects the economic
vitality of retailing and business. If parking is perceived to be unavailable in certain areas,
many people will simply not visit those areas. Parking also strongly influences decisions
on whether or not to drive to a particular destination. Thus parking policies directly affect
traffic flow, public transport use and congestion. The parking strategy provides a
coherent and balanced package of parking supply and parking regulations that will deal
with these tensions.
All on-street parking income is reinvested in transport. The City of Edinburgh Council
supplements many areas of transport spending from parking income, including road
maintenance, supported bus services, and road safety projects.
OBJECTIVES
The overall objective for the parking strategy is to manage parking to support
wider Council economic, environmental and social policies, recognising the
competing demands for space. More detailed objectives are to:
i Use parking policy to help to maintain and improve the economic vitality
of the city centre and traditional district and local shopping centres,
relative to other centres;
ii Ensure that parking provision does not encourage commuter car travel,
especially to the city centre, and relates to the ease of access by public
transport, cycling and walking;
iii Minimise the negative impacts of parking on the streetscape, especially in
environmentally sensitive areas, and on public and private space in new
N
A
developments;
L
P
iv Improve road safety and reduce congestion and pollution;
D
N
v Facilitate access and movement by mobility impaired people, pedestrians,
A
cyclists, public transport and its users, and motorcyclists;
S
IE
vi Protect and, where possible, enhance residents’ ability to park and load
IC
L
close to their homes;
O
•P
vii Protect and, where possible enhance the parking and loading needs of
O
businesses, tradespeople, carers and visitors;
W
T
viii Facilitate the operation and expansion of Car Clubs.
T
R
PA
5
Note that some of the policies approved in the Parking Strategy Review have been included in other, appropriate 
sections of this LTS. These are noted and cross-referenced.
62

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
POLICIES
The parking policies outlined below provide a coherent and balanced package of parking
supply and parking regulations that will:
Be seen as fair and understandable;
Support retailing, business and tourism, particularly in the city centre and
traditional district and local shopping centres;
Make it easier for residents, and city tradespeople and businesses to park when
and where they need to;
Control the level of travel by car, particularly commuting and travel to edge of
town shopping centres, in order to minimise peak hour congestion;
Facilitate movement on the city’s streets, particularly by public transport, foot and
cycle.
Marketing and Public Relations
The image and economic vitality of the city depends amongst other factors on
perceptions of parking, its availability in the city and information on parking
opportunities.
Park 1
The Council will increase the awareness and improve the image of existing on and off
street parking facilities
Park 2
The Council will seek to improve the image and perceived user-friendliness of the
Council’s on-street parking operation.
Park 3
The Council will ensure that enforcement of all parking rules is fair, consistent and
transparent by means of an enforcement protocol.
Off Street Parking
Whilst in the past the Council’s car parking policy has primarily been concerned with on-
street parking, a number of policies have now been developed for off- street parking.
These policies aim to support city centre retailing directly through improving perceived
accessibility by car, facilitating major streetscape and pedestrian improvements through
the removal of some on-street parking and reducing congestion caused by circulating
traffic.
It is proposed that Park and Ride car parks continue to be developed around the
periphery of the city to provide for long stay and commuter parking which does not
N
A
L
necessarily need to be in the central area (see ‘Park & Ride’ section). Off-street parking in
P
the city centre will continue to focus on short to medium-stay requirements – additional
D
N
city centre commuter parking would have the effect of worsening peak period
A
congestion.
S
IE
IC
L
Park 4
O
The Council will seek to increase the supply of short to medium-stay public off street
•P
O
parking close to the western/northwestern end of the city centre retail core.
W
T
T
R
PA
63

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Park 5
The Council will seek to manage parking demand from commuters.
Park 6
The Council will work with partner organisations and private car park operators to
encourage pricing and length of stay regimes in off street car parks that: facilitate
shopping and other short to medium stay activities, discourage all day parking, and
ensure adequate turnover to ensure availability of spaces throughout the day.
Park 7: see policy P+R 1 in section 4.7.
Park 8
The Council will support the development and/or extension of station car parks at
locations both within and outwith Edinburgh.
On Street Parking
On street parking can in theory provide the most convenient option for motorists, closest
to the end of their journey. However, it is impossible to meet on-street parking demand
in areas of high activity, and such parking has to be managed for practical, safety and
environmental reasons. It has an impact on road safety, by affecting flows and sightlines.
It has a direct environmental impact from parked and circulating vehicles, as well as a
secondary impact on the way that people travel.
Blocked footways, and visual
obstructions at junctions can impact on the safety of pedestrians. Bus lanes blocked by
parked vehicles can slow bus travel thereby affecting an individual’s decision to take the
bus rather than drive.
However, on-street parking is still required as an addition to off street to support city
centre retailing. To meet the expectations of retailers, permitted lengths of stay in most
city centre public parking bays were increased in late 2005. The charges and lengths of
stay will be reviewed annually to ensure that city centre parking achieves its principal
objective of supporting economic activity.
Park 9
Where on-street public parking can be replaced by off-street facilities, the Council will
reallocate road space to pedestrians, cyclists and public transport and improve the
streetscape.
Park 10
The Council will control parking where it causes safety problems or unreasonably reduces
the mobility of other road users (including public transport passengers).
N
A
L
Park 11
P
D
The Council will allocate limited kerbspace rationally and consistently in pursuance of its
N
A
policy objectives.
S
IE
IC
Park 12
L
O
The Council will presume against the conversion of single yellow line on arterial routes to
•P
any form of parking bay except in locations where it does not impact negatively on the
O
W
flow or safety of buses and other traffic (including pedestrians and cyclists).
T
T
R
PA
64

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Park 13
The Council will seek to provide more short-stay parking for shoppers in traditional
district and local centres (e.g. Easter Road, Portobello).
Park 14
The Council will set pricing levels and permitted lengths of stay for public on-street
parking in order to facilitate shopping and other short to medium stay activities,
discourage all day parking and provide adequate turnover to ensure availability of spaces
throughout the day.
Controlled Parking Zone
The most intense parking pressures are in the city centre. Public parking supports the
economic vitality of the centre but with the best public transport access in the city,
alternatives to the car are readily available for many trips.
In 1974 the Council introduced a Controlled Parking Zone (CPZ) which was extended to
inner residential areas in 1976. This allows management of relative priorities between
public parking, residents’ parking, and servicing of local shops and businesses. Parking
pressure at the edge of the current controlled area has increased, and the boundaries of
the CPZ are being extended. The CPZ extension is scheduled to take place in five phases
between 2006 and 2007.
Introducing the controlled parking zones in the new areas will help to protect the
interests of residents and manage demand for parking to allow equitable access for
business and shopping purposes, as in the existing CPZ.
The Council will introduce new permits to assist business. Businesses based in the CPZ,
and trades doing business in the CPZ, will be eligible for these permits. Given the pressure
on available space, changes will also be introduced to residential permits limiting the
number of permits per household. The Council will also offer special permits for
environmentally friendly vehicles. The aim of this range of measures is to avoid putting
unacceptable pressure on the limited supply of on street parking, especially for residents.
Park 15
The Council will ensure that the hours of parking control best reflect the (sometimes
conflicting) needs of different users and the objectives of this strategy.
Park 16
The Council will manage the price and availability of residents’ parking permits in order to
minimise the over subscription of permits in relation to available space, ensure the fairest
possible allocation of permits, and favour environmentally friendly vehicles.
N
A
L
Park 17
P
D
The Council will ensure that tradespeople and local businesses can achieve sufficient
N
A
access to parking in the CPZ to enable them to carry out their business without incurring
S
parking penalties.
IE
IC
L
O
Park 18
•P
The Council will ensure that visitors, people with mobility problems and carers have more
O
convenient access to parking in the CPZ than at present.
W
T
T
R
PA
65

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Park 19
The Council will keep under review the need for new CPZs and/or further extensions to
the existing CPZ.
Park 20
The Council will use the pricing and maximum length of stay for on-street parking in
order to balance supply, demand and turnover.
Development Management
Parking standards for new development have an important influence on how people
travel. Parking standards for housing have to strike a balance between minimising 
the impact of new development on surrounding streets and the amount of space
occupied by parking. There is also a role for car-free housing, or housing with limited
parking, combined with high quality public transport and city car club schemes 
(see Policy Cars 5).
A review of development control parking standards for new housing developments will
be carried out. The aim would be to stop the increase in pressure on existing residents’
parking spaces resulting from new developments, and to limit the market in parking
spaces associated with new city centre residential development.
City centre retailers consider that they are competing on an uneven playing field with
edge of town centres that have large free car parks. Some of the policies in this LTS will
help manage this problem, including increased off street car parking in the city centre,
and changes to the management of on-street parking. Additionally, the Council proposes
that development control parking standards for out of city and district centre leisure and
retail be reviewed to improve the balance with city centre and traditional shopping
centre retailing.
Park 21
Through the planning process, the Council will ensure that the parking provision in new
developments is in accordance with the objectives of this strategy.
Park 22
The Council will ensure that the adverse impacts of car parking in new developments are
minimised.
Park 23: see policy Cars 5 in section 4.5.
Park 24
N
The Council will ensure that, when strategic changes are made to land-use in the city,
A
L
parking is planned at an early stage.
P
D
N
Mobility Impaired Drivers, Cyclists and Buses 
A
S
Parking has significant implications for people walking, cycling and using public
IE
IC
transport. It can pose particular problems for mobility impaired people, both when they
L
O
are driving and when they are walking and using other forms of transport.
•P
O
A key objective of the Local Transport Strategy is to encourage and promote walking,
W
T
cycling and public transport use. The policies developed have a key role to play in
T
meeting these objectives by keeping bus and cycle lanes free of parked and loading
R
vehicles, helping pedestrians to cross the roads, especially at junctions, by keeping
PA
66

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
sections of kerbspace free of parked cars and by reducing opportunities for all day
parking and therefore car commuting, particularly to the city centre. Cycle parking issues
are dealt with in section 4.3.
The City Council will continue to issue blue badges to people with serious mobility
impairments to allow them to park close to their final destination in public pay and
display spaces at no charge and without time limit on yellow lines so long as they are not
causing an obstruction. Provision of disabled parking opportunities will be included in
Street Management guidance referred to in section 3.1.
Park 25
The Council will ensure that parking policies take into account the needs of people with
mobility problems and other disabilities.
Park 26: see Policy Cycle 11 in section 4.3 
Park 27
The Council will make a general presumption in favour of the installation of bus stop
clearways at all bus stops, except where there is significant on-street parking demand.
Here there will be a presumption in favour of bus stop boarders (protected by clearways),
to permit easy access to buses with the loss of the minimum number of parking spaces.
Park 28
In order to maintain bus services, the Council will presume in favour of maintaining or, in
certain very specific cases, enhancing existing parking controls on bus routes at
weekends, and on public holidays (with limited exceptions on days when the retail and
commercial life of the city centre does not function normally).
Park 29: see policy MC 1 in section 4.4.
Fraud
Parking controls introduce the potential for misuse and fraud, creating unfairness for
other users and potentially undermining the objectives of the scheme.
Park 30
The Council will take action to minimise parking-related fraud.
4.7
Park + Ride
BACKGROUND
N
A
Park and Ride (P+R) provides an option for people to access the city centre
L
P
in particular without driving into the urban area, and is an important part
D
of the transport mix. Purpose-built P+R sites complement the extensive
N
A
but generally smaller scale parking provision that exists at most rail
S
stations in the SESTRAN area.
IE
IC
L
O
Three P+R sites are operating successfully in Edinburgh, at
Newcraighall, Ingliston and Hermiston, with another important site at
•P
O
Ferrytoll in Fife. They are linked to the city centre by rail or high quality bus
W
services using bus priority corridors. Ingliston will be served by the
T
T
Edinburgh tram from 2010.
A site at Todhills, near Sherrifhall should be
R
complete in summer 2007, another at Straiton in Midlothian will be completed the same
PA
67

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
year subject to successful land acquisition, and further sites at Hillend (Midlothian) and
Wallyford (East Lothian) are at the planning stage. Demand for use of existing sites is
growing. There is potential to develop improved links from these sites to other major
destinations in the city.
The location and pricing structures for P+R need to be carefully considered to avoid
journeys once made entirely by public transport to be made in part by car, with
interchange at the P+R site. This can increase traffic levels and undermine existing bus
services in the areas from which these journeys originate. Bus feeder services and cycle
infrastructure to provide alternative ways of reaching the sites can help maximise the
effectiveness of park and ride.
OBJECTIVE
To ensure well designed Park and Ride capacity is available at the edge of the city
or outside to meet demand
POLICIES
Further sites will be sought for Park and Ride at the edge of the city, especially on the A702
entry, and existing sites extended where practical if necessary to meet demand. The
Council will support SESTRAN in the development of further sites and the extension of
existing sites elsewhere in the region. It will be particularly important to examine
additional P+R capacity on the A90 corridor should additional road capacity be provided
on the Forth crossing.
Park and Ride will also be considered at stations on a reopened South Suburban Railway.
Such P+R will need to be carefully designed and located to  avoid increasing traffic levels
by encouraging car journeys within the city to reach these sites in preference to using
edge of town P+R or using public transport for their whole journey.
Effective public transport services from P+R sites into the city are crucial for their success
– the Council will encourage the provision of public transport services from these sites to
other major destinations around the city such as Leith, the New Royal Infirmary and
Edinburgh Park. It will also ensure cycle and pedestrian access and facilities are provided,
and will promote feeder bus services where appropriate.
High quality design and customer security are essential elements of P+R sites, which are
also often located in Green Belt. Planning policy sets out appropriate design standards.
P+R 1
The Council will provide, promote and enlarge P+R sites at the edge of the urban area on
main radial routes, and will work with operators to ensure that the most attractive ticket
N
A
packages are available to users.
L
P
D
P+R 2
N
A
S
The Council will promote access to P+R sites by bus, cycle and on foot, and will seek the
IE
provision of high quality public transport services to link P+R sites to major destinations
IC
L
outside the city centre.
O
•P
O
W
T
T
R
PA
68

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
5
Transport for All
5.1
Integrated Public Transport
Public transport in all its forms plays an essential role to play in the lives of a large
proportion of the city’s residents, workers and visitors. It enables access to
employment, health care, education and leisure opportunities. To do this,
the public transport system must not only be fully integrated itself, it
must be integrated with the other parts of ‘door-to-door’ journeys that
will inevitably also involve walking, cycling or using a car.
The main challenge for public transport today is to achieve a safe,
convenient and customer-friendly service regardless of the reason for
travel, frequency of trip or familiarity with the area. To provide a genuine
choice it must be accessible to all and affordable.
At the same time, the Council must work within the legal framework for public
transport provision. In the case of the bus system, this aims to improve the efficiency and
quality of provision through competition and market forces rather than public sector
intervention, other than in exceptional cases of social need. This creates a challenge in
achieving objectives for integration and co-ordination.
The Council is seeking to meet this challenge through partnership with bus operators
linked to innovative management of the overall system. To date the strategy has been
very successful, with the long-term decline in bus use now halted, and bus use per person
higher in Edinburgh than other UK cities. However, to attract an increasing proportion of
journeys the quality, capacity and scope of the public transport system will need to be
developed further, with the tram project being a major focus of this development.
Public transport takes many forms, meeting a variety of needs. Whilst buses are, and will
remain the mainstay of the system within the urban area, trams will provide a high quality,
high capacity core that supports the wider bus network. Trains provide important
regional links for residents of the wider South East Scotland region working in the city or
visiting for other reasons. They also provide essential connections to other major national
destinations. Taxis are an important part of the public transport system, providing
options for individual, door-to-door travel without the need to rely on a car and often
comprising an essential part of a rail or air journey. Finally, there is a range of social and
community transport options that provide for more specialised needs (see section 5.6).
Of particular importance is the new Scotland-wide free bus travel scheme that provides
free bus travel for pensioners and disabled people throughout Scotland.
OBJECTIVE
To facilitate the provision of an integrated, safe, modern public transport system
N
A
meeting the highest standards, to provide for all major medium and longer distance
L
P
movement demands to, from and around Edinburgh.
D
N
A
S
POLICIES
IE
IC
The key to attracting users to public transport is to make it as convenient and easy to use
L
O
as possible. This requires considering more than simply the services provided – although
•P
these are obviously important – but also making sure that users have ready access to
O
travel information and options about services, can get to stops and stations conveniently
W
T
and wait there comfortably and safely, can interchange without problems and can obtain
T
and use tickets easily.
R
PA
69

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
In all these areas there is a tension between providing efficient, market-responsive
transport services, and maximising customer convenience. The development of the tram
scheme has accelerated the need to develop new ways of achieving integration in all
respects. Key to this has been the establishment of the holding company Transport
Edinburgh Ltd (TEL) representing the Council’s interests in both tram and bus operations.
TEL’s objectives are:
to promote, support and/or effect the development, procurement and
implementation of projects defined or referred to in the Council’s integrated
transport strategy;
to carry on, promote or develop any trade or business in the field of transport
required in connection with the Council’s integrated transport strategy; and
the promotion of the integration of all modes of public transport in Edinburgh
including but not limited to buses, trams and heavy rail.
TEL is responsible for ensuring the integrated operation of trams and buses to provide the
maximum mutual benefit for the public transport system as a whole. The company will
be required to meet agreed performance standards for both tram and bus operation.
These arrangements demonstrate the Council’s commitment to achieving an innovative,
integrated system. They are still under development, and will continue to evolve as the
tram system is implemented.
PT1
The Council will support Transport Edinburgh Ltd in meeting its integrated transport
objectives and performance standards. The Council will also support any other structures
required to facilitate integration between transport modes and operators to the
maximum extent possible within the legal framework for public transport operation
Beyond this formal institutional framework, the Council is committed to working in
partnership with all transport operators to continue to deliver a high quality integrated
network for the city that minimises the barriers to public transport use as much as
possible. Given the commercial nature of bus operations in the city, the Council considers
that this is the most effective way of gaining mutual benefits from improved public
transport.
However, the Council expects this partnership to involve sharing of costs as well as
benefits, with operators contributing towards the costs of implementation and/or linking
the introduction of improved measures with improvements in service frequency and
quality. To date such arrangements have been undertaken on a purely voluntary basis,
although powers do exist for more formal ‘Statutory Bus Quality Partnerships’.
PT2
N
A
L
In partnership with the operators, the Council will seek:
P
D
A maximum number of dates per year (possibly four) on which changes to bus
N
A
services will come into effect, to reduce confusion for passengers;
S
IE
Financial and/or service quality improvements from operators benefiting from
IC
L
measures implemented by the Council to assist buses;
O
High quality customer care training, including disability awareness training, for all
•P
bus drivers, to improve the quality of service to passengers, increase confidence
O
W
among vulnerable passengers and reduce accidents;
T
T
A fully accessible and environmentally friendly bus fleet ahead of legislative
R
requirements;
PA
70

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Marketing of services targeted at persuading regular car commuters to use public
transport; and
Ticketing incentives for family use of bus services.
The Council will aim to achieve its public transport objectives through such partnerships.
Powers are available for ‘Quality Contracts’ that allow the Council to set routes, timetables
and fares for a defined area (subject to the agreement of Scottish Ministers). The Council
would only consider this if the voluntary approach fails. The Council would also consider
positively any new approaches to managing bus services that may be developed falling
between Quality Partnerships and Quality Contracts.
Access to stops and stations
Bus stops are a key part of the door-to-door journey. They need to be safe, attractive and
customer-friendly – easily accessible to people arriving on foot, providing shelter while
waiting for the bus, having information on routes, timetables and fares, and allowing easy
access onto the bus when it arrives.
Over 90% of stops have timetable information, and an increasing number provide real
time bus arrival information as well (see below). Shelters are provided at over 1200 stops
– over 50% of all the bus stops in the city. Many of these include lighting, and use of solar
cells to provide electrical power can extend this to locations where electricity supply is
difficult. This can assist security, discussed below. Around 550 shelters at core locations
are provided under a commercial contract funded through advertising.
When the bus arrives, passengers must be able to board and alight easily and safely –
including people with mobility impairments. Bus operators’ investment in low floor buses
needs to be matched by a guarantee that the bus can access the kerb to provide level
boarding. Parked vehicles and other obstructions can prevent this. Buses must also be
able to rejoin the traffic flow without long delays. The Council includes bus boarders
and/or bus stop clearways where appropriate in bus priority, traffic management and
road safety schemes (Policy Park 24). New legislation empowers the Council to designate
a bus stop clearway without need for a lengthy legal process. The Council has published
a Bus-Friendly Design Guide setting out minimum standards for bus stops and other
infrastructure.
PT3
The Council will maintain a programme of improvement to all aspects of bus stops
including pedestrian access, shelters, seating, information, security, and unobstructed
level kerb access for the buses. The aim is to ensure every bus stop in the city complies
with the Bus-Friendly Design Guide.
Interchange
N
Easy interchange is of key importance in integrating the public transport system and
A
L
providing customers with a ‘seamless’ travel experience. Interchanges have different
P
requirements at different locations, depending on the types of services using them. The
D
N
Council has already implemented a number of interchange points across the city to
A
S
improve the convenience of changing between bus routes, and bus and train. It has also
IE
implemented Park and Ride at a number of locations, providing interchange between car
IC
L
and bus or rail (and in future, tram) as discussed in section 4.7.
O
•P
This programme will extend to interchanges between bus and tram at key tram stops
O
W
such as the Foot of the Walk, Picardy Place and Shandwick Place, essential to ensure bus
T
and tram networks are fully integrated. In addition interchange with rail will be improved
T
R
at Haymarket, and at the East End of Princes Street.
PA
71

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Interchange points are designed to locate stops for connecting services close together,
and improve pedestrian movement between them. They also include information
provision to assist users in identifying connecting services and likely waiting times. The
Council has developed a formula for designating interchanges and will apply this to new
interchange proposals throughout the city.
PT4
The Council will identify and implement interchange points where necessary to facilitate
connections between public transport services and promote the integration of the public
transport network.
Information
An information partnership is in place with bus operators that ensures information on
routes and services is provided at stops. Between 90 and 95% of the 2,200 bus stops in
the Council area have timetable information displayed at them. In addition to this, a ‘real
time information’ (RTI) system, developed in partnership with Lothian Buses, is now in
operation, with coverage of 140 bus stops in the city in place by April 2007. A Bustracker
website is also being developed. Further funding from SESTRAN has been agreed, and the
future development will be considered, including possible inclusion of other operators.
The Council will seek to use the most up-to-date methods to further develop the ability
to get public transport information to users. This can include providing real time
information in shopping centres, offices and other major centres of activity.
A requirement for such provision can be included in travel plans for new developments
(see Travel plans section). A comprehensive information strategy is currently being
prepared.
PT5
The Council will implement a comprehensive public transport information strategy and
will seek to develop further the provision of information to potential public transport
users including tourists.
Ticketing
The Council aspires to an integrated ticketing system in Edinburgh that would allow
complex journeys to be made with a single ticket. The Council has no powers to impose
such a system as an alternative to operators’ own tickets, but the Council will require bus
and tram ticketing to be fully integrated within the TEL framework.
The SESTRAN partners, funded by the Scottish Executive, have introduced an integrated
ticket arrangement covering the south east and central Scotland area, on a voluntary
basis with operators. This has been growing steadily and will cover the whole SESTRAN
N
area from next year.
The Council seeks to develop and expand this ‘One-Ticket’
A
L
P
arrangement.
D
N
PT6
A
S
IE
The Council will continue to support and develop the existing ‘One-Ticket’ multi-modal,
IC
multi-operator public transport tickets at attractive prices. It will work with operators and
L
O
SESTRAN to achieve this.
•P
O
More use of off-bus ticketing will reduce boarding delays to bus and other road users.
W
T
This will in any case form part of the ticketing arrangements for the trams. Lothian Buses
T
R
intend to trial off-bus ticketing at a number of bus stops in the near future.
PA
72

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
PT7
The Council will encourage operators to expand the range of tickets which can be bought
before boarding buses and will assist in facilitating such arrangements.
Safety and security
Safety concerns are often cited as a reason for not using public transport, especially but
not solely during hours of darkness. Many buses and rail stations are now fitted with
CCTV to improve security. Users must also feel safe when accessing the network, and at
bus stops. Consideration may need to be given to extending the ‘City in View’ CCTV
network to focus on public transport users.
PT8
The Council will work with public transport operators and Police to provide the best
possible security for passengers and staff using public transport including bus stops and
stations.
Maintenance
Maintenance of public transport infrastructure including bus priority markings and signs,
bus shelters and stops and information and interchange points needs to be considered
and managed in the context of maintenance of transport infrastructure overall. This will
be dealt with, as for other street maintenance, in the Asset Management Plan referred to
in Policy Maint 1.
5.2
Trams
BACKGROUND
The Council is committed to implementing a tram system to ensure the city
has a public transport system fit for the 21st century. Trams will form a
high capacity, high quality core to the public transport system for the
city, serving the key growth areas. In other cities they have encouraged
car users to switch to public transport in a way that other investment
does not. The reliability and journey times provided by trams can
‘shrink’ the scale of the city, making areas such as Leith and the
Waterfront appear much closer to the city centre. For the Edinburgh
tram to be successful, it will require careful integration with other
transport services, and with the fabric of the city.
Private parliamentary acts for the first two lines received Royal Assent in April 2006,
and the Council is taking forward their construction, subject to conclusion of a business
case satisfactory to the Scottish Executive. The Scottish Executive recognises that the
Edinburgh tram project is a key element of the current national transport investment
N
programme, and will make an essential contribution to the economic health of the city-
A
L
region and hence the national economy.
P
D
N
The Council also remains committed to progressing extension of the tram network to the
A
S
south-east of the city and to extensions beyond the city boundary, but further work on
IE
these will be dependent on funding becoming available. Funding and phasing of
IC
L
construction are discussed below.
O
•P
O
OBJECTIVE
W
T
To implement the tram system so that it becomes a well-used, accepted and integral
T
R
part of the overall public transport system 
PA
73

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
POLICIES
Implementing the tram system involves many challenges. The main one is to ensure that
costs are kept under control and budget constraints are met. To achieve this, a phased
approach to implementation is planned. Innovative approaches to delivery have already
been developed that will avoid some of the cost risks that arose with a number of tram
schemes in England.
PT9
The Council will work with partners and external agencies to implement the tram
network in an agreed phased approach, and will seek every opportunity to limit financial
and construction risks.
The tram system is being designed to fit Edinburgh’s unique character and the Council
will ensure that the opportunities presented by the introduction of tram are reflected in
the urban realm through which it will pass. The intention is that the tram is fully
integrated within the wider streetscape, and adds to the overall quality and image of the
city.
Design of the tram scheme will therefore provide opportunities to improve
conditions for pedestrians; their needs should have the first priority, especially in the city
centre.
The Council will also ensure that the tram system is fully integrated with other public
transport serving the city, recognising that buses will continue to cater for the majority of
public transport journeys made (see section 5.1).
It is proposed that trams should be segregated from general traffic, and be given priority
at intersections to the extent required to maintain timetables and running speeds. In
considering relative priorities for buses and trams, the two systems will be considered
together to provide the maximum degree of priority to public transport overall.
PT10
The Council will support traffic management measures that give trams and buses priority
over general traffic. Conditions for pedestrians and cyclists should be maintained or
improved.
Construction of the system will inevitably cause temporary disruption, and mitigation
measures will be carefully designed and implemented to ensure access is maintained and
inconvenience minimised. The Council recognises the importance of this issue to
businesses and residents in the areas affected and will work closely with them
throughout the construction period. A compensation scheme is being introduced for
businesses that can demonstrate significant adverse impacts on their profitability as a
result of construction disruption.
N
A
tie has already reached agreements with utilities companies, (gas, water, electricity, etc)
L
P
and has put in place a single, co-ordinated contract to move all of the underground cables
D
N
and pipes in preparation for the construction of the tram network. This means that all
A
utilities equipment and facilities affected by the tram network will be moved at the same
S
IE
time, minimising disruption and allowing easier access to pipes and cables in the future.
IC
L
O
This work and the tram construction contract will be programmed to ensure minimum
•P
impacts with a particular emphasis on maintaining effective bus services.
Traffic
O
management measures including retiming of traffic signals will be implemented in
W
T
affected corridors, and additional Park and Ride spaces will be available. Work in key
T
R
commercial areas of the city centre will be suspended during the Festival and Christmas
PA
periods.
74

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
PT11
The Council will actively manage the construction of the tram to minimise disruption and
inconvenience; it will work with business, residents and other organisations affected by
tram construction to identify and mitigate problems.
For the longer term, the Council will also continue to support development of a tram line
serving Edinburgh Royal Infirmary, Craigmillar and Newcraighall. Initial development
work on this was terminated when the LTS 2004 ‘Preferred Strategy’ was rejected at
referendum in 2005, as this line could only be funded through the congestion charging
proposals. Given the importance of this line for future development of the SE Edinburgh
area, and its status in the Structure Plan, other funding opportunities will now be sought.
The potential for an interim bus-based solution will also be studied, although this could
not offer the same quality as a tram. Further extensions of the tram system, including
lines across the city boundary, will be considered with SESTRAN partners in the context of
the Regional Transport Strategy and the Structure Plan.
PT12
The Council will safeguard the approved route of tram line 3 in Local Plans and will
actively seek to fund and implement the scheme, including examining interim bus-based
solutions.
PT13
The Council will support the further development of the tram system in partnership with
SESTRAN, giving priority to proposals included in the Structure Plan.
5.3
Buses 
BACKGROUND
Edinburgh’s urban form, the concentration of jobs and services in the city
centre, a high quality bus service and traditionally low bus fares all result
in buses being an attractive choice for many journeys in and around the
city. Every day Lothian Buses carry over quarter of a million passengers
and have on average experienced 3.7% passenger growth each year
since 1998.
Buses are the lifeline and main means of travel for those who live in the
39.5% of Edinburgh households which do not own a car. However, the
success of the city’s bus network is that it is widely used out of choice by
people from car-owning households. It is vital that this is maintained if the
city is to retain and improve its current bus network, which will remain the mainstay
of the city’s public transport system
N
A
L
P
A bus system solely dependent on a declining proportion of non-car owning households
D
would not be viable at its current level. Nor would it be possible for the Council to provide
N
A
the huge sums of money that would be needed to subsidise it.
S
IE
IC
L
OBJECTIVE
O
•P
To ensure that the bus network in Edinburgh is reliable, convenient and economical
O
for journeys throughout the city at all times of day throughout the week
W
T
T
R
PA
75

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Bus route development
Bus services in Edinburgh are generally perceived positively by the public and compare
extremely favourably with those in other cities. This applies particularly to services within
the built-up area going to and from the city centre, during the working day. In contrast,
there is significant concern about the level of service for journeys between non-central
locations; and during evenings and at weekends.
The Council has powers to provide support for bus services that are not provided
commercially – but currently such support is very limited, being confined to some cross-
boundary services and meeting a limited number of very specific needs. Provision of
additional services on a large scale would be prohibitively expensive.
The Council will work with the operators and the Scottish Executive to examine options
for pump-priming new route options that have a chance of becoming commercially
viable after three to four years. A major project, also requiring new infrastructure, might
be services using the city bypass corridor. This would allow buses from outside the city to
access areas such as Edinburgh Park and the New Royal Infirmary without passing
through the city centre. It would also allow the Park and Ride sites to act as transport
hubs, linking with the major edge of city economic growth areas. It is therefore a key
element in developing the connectivity of these areas. The Council will progress this
through the Regional Transport Strategy which is giving significant priority to this
scheme.
More local improvements to bus accessibility might include measures such as extending
the level of service on existing orbital routes or increasing evening and/or weekend
frequencies on key routes. Potential measures and priorities will be developed using
accessibility planning, and with the constraints on resources, preference will be given to
improvements that can become viable within four years so that only pump-priming funds
are required, or where funding can be gained from external sources such as developers.
The Council aims to increase engagement with stakeholders on this issue 
(see Section 2.2).
PT14
The Council will consider supporting new or improved local bus services in partnership
with operators where:
Existing services are inconvenient (for example for orbital journeys, or at certain
times of day);
There is demonstrable social need (for example for access to health facilities);
New developments will generate new demand for travel;
Services are expected to achieve viability or can be funded by third parties.
N
PT15
A
L
P
The Council will examine the potential for improved orbital bus services on the city
D
N
bypass corridor jointly with SESTRAN partners and other stakeholders.
A
S
IE
In certain circumstances, particularly in areas of relatively low demand or for very
IC
L
localised provision, conventional bus services may not provide a practical solution.
O
Alternative options might include demand-responsive services, or ‘taxi-bus’ – shared taxi
•P
services operating to a timetable, or taxi provision linked with a trunk bus or rail service.
O
W
T
PT16
T
R
The Council will consider solutions other than conventional bus services where
PA
appropriate.
76

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The Council is concerned that limited potential for providing revenue support to bus
services may severely restrict the Council’s ability to provide adequate public transport in
certain areas and situations, or to put innovative solutions in place. A particular concern
is in major new developments, where developer contributions may need to be
supplemented, and bus services supported for longer than the four years provided for
with the current Bus Route Development Grant. The Council will lobby for pump-priming
over a longer period to be available.
PT17
The Council will lobby for extending the time period over which pump-priming funding
for bus routes can be applied.
There are also circumstances in which bus services contribute towards economic or social
objectives but never become commercially viable. In Edinburgh, this is particularly true
of services operating in the rural west of the city.
PT18
The Council will lobby for the establishment of a Scottish Executive fund to provide long-
term support for non-commercial bus services meeting strictly defined criteria.
Bus priorities
One of the main obstacles to a high quality bus service is congestion. Congestion affects
reliability and journey times, reducing the attractiveness of bus travel. The Council has
now implemented bus priority measures to improve bus journey times on most of the
main radial routes and within the city centre. Further bus priorities and better quality
infrastructure are being put in place on routes serving key centres of economic growth in
2006. New traffic control systems funded in 2006 will also assist bus reliability.
As a result of better traffic management, such measures have improved car as well as bus
journey times in some corridors.
Cyclists and pedestrians are also catered for in
implementing bus priority schemes to ensure effective integration – for example in the
Straiton to Leith quality bus corridor – and this approach will be adopted for relevant
future schemes.
A comprehensive review of the existing bus lane network is now proposed to ensure that
the network is appropriate, understood and enforced. In addition, the review will examine
the integration of the bus lane network with trams. The review will be undertaken with
key stakeholders, including bus operators, Police and other interests.
The proposed objectives are to:
Ensure existing bus lane detail and layout are still appropriate to meet objectives;
N
Develop a simplified regime in regard to hours of operation;
A
L
Develop improved bus lane markings and signs;
P
D
Examine decriminalisation of Greenways enforcement;
N
A
Examine introducing decriminalised bus lane camera enforcement; and
S
IE
Plan for the integration of bus lanes with the tram network.
IC
L
O
PT19
•P
The Council will review the current bus lane network and its operation to ensure it is
O
W
effective, legible and enforced.
T
T
R
PA
77

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
At the same time, bus use is increasing, and new development in and around the city will
increase demand further. It will be essential to maintain and improve bus service quality
and reliability if targets for sustainable travel are to be met. This will require continuing
development and enhancement of bus priority in and around the city over the long term
covering corridors both with and without existing priority schemes. Measures such as bus
only streets, bus lanes on trunk roads around the edge of the city such as the city bypass
and M8, and advanced traffic control systems focused on bus reliability may need to be
considered in the future as well as conventional bus lanes.
At this stage, infrastructure to support improved orbital bus services within and around
the edge of the city will be considered in partnership with SESTRAN. This would include
linking North Edinburgh to other key growth areas in and around the city, with a possible
pilot scheme to permit buses to use the hard shoulder on the city bypass and/or M8.
Bus priorities in the city centre will be considered in the proposed City Centre Transport
Strategy (see Policy CC2).
PT20
The Council will promote further bus priorities within the city where needed to maintain
and improve public transport service quality and reliability; and will work with SESTRAN
to develop bus priority schemes that will support orbital bus services linking key growth
areas in and around the city, including consideration of priorities on trunk roads and
motorways
5.4
Rail
Rail has an increasingly important role in Edinburgh’s regional and national
connectivity. At the regional level it can provide high quality services to an
expanding labour catchment area, while nationally it provides the main
alternative to road-based travel within Scotland and to northern
England. It has the potential for significant growth relative to air travel
for journeys to London and southern England.
Passenger rail services in, to and from Edinburgh have improved
significantly over recent years. In particular, more frequent Scotrail
services have led to a situation where the capacity of the infrastructure
to accommodate more trains (notably at Waverley station) is a major
constraint on further expansion. This is discussed further in section 7.3
‘External connectivity’ below.
OBJECTIVE
To consolidate recent improvements and secure further enhancements to
passenger railways serving Edinburgh 
N
A
L
P
POLICIES
D
N
A
Waverley and Haymarket are Edinburgh’s key rail gateways for national, regional and local
S
travel. Both need major improvement to fulfil this role effectively. Without high quality
IE
IC
city centre stations providing excellent pedestrian, cycle and local transport connections,
L
O
as well as adequate capacity to accommodate trains, rail connectivity will deteriorate.
•P
O
Capacity constraints at Waverley station will be relieved to some extent by a major project
W
T
funded by the Scottish Executive, due for completion early in 2008. The project will also
T
provide escalators and lifts at Waverley Steps, facilitating pedestrian access and
R
interchange with buses on Princes Street.
PA
78

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Nevertheless, this will provide only temporary relief. The Council wishes to see more
substantial improvement of Waverley station as part of a major redevelopment of the
Waverley Valley, providing additional train capacity and substantially enhanced
passenger facilities. Financing this project is a major challenge.
The Council is also progressing a proposal to redevelop Haymarket station and the
surrounding area, to provide a key multi-modal interchange in the west end of the city.
The station is already the fourth busiest in Scotland. As a major gateway to the city, the
interchange should not only meet connectivity requirements, but should contribute to
the public realm and facilitate regeneration in the area.
PT21
The Council considers the enhancement of Waverley and Haymarket stations to be the
most important rail improvements required for the city to develop them as appropriate
gateways for the capital, provide effective interchange with other transport systems and
ensure they have sufficient capacity to meet future travel demand.
Other major projects directly impacting Edinburgh include:
The reopening of the Borders rail link to Galashiels and Tweedbank, which the
Council is promoting in partnership with Midlothian and Scottish Borders Councils;
The construction of a railway serving Edinburgh Airport (primarily to facilitate
access to the airport from elsewhere in Scotland), which tie ltd is promoting on
behalf of Transport Scotland; and 
The reopening of the Bathgate-Airdrie route, providing direct access to/from North
Lanarkshire, east and west Glasgow, being promoted by Network Rail.
Reopening of the Stirling-Alloa-Kincardine railway, currently under construction, will
benefit Edinburgh less directly by releasing capacity on existing passenger routes in
south east Scotland.
The Council will continue to press for the reintroduction of passenger trains on the
Edinburgh South Suburban Railway and is working with SESTRAN to ensure this is
included in the Regional Transport Strategy.
PT22
The Council will work in partnership with the rail industry, SESTRAN, other Councils, the
Scottish Executive, Transport Scotland, developers and others to improve services and
promote new rail schemes where appropriate including:
Edinburgh Airport Rail Link;
Borders rail link;
Bathgate to Airdrie link;
N
A
Edinburgh South Suburban line reopening to passengers.
L
P
D
On completion of the major projects identified in policies PT19 and 19a, it is likely that
N
A
the focus of attention should shift to maximising the capability of the existing railway. In
S
particular, further improvement to the Edinburgh to Glasgow route is required to provide
IE
IC
much improved end to end journey times, serve major intermediate destinations such as
L
O
Edinburgh Park effectively and still meet the needs of communities along the route 
(see Policy Comp 1). The level of service provision and reconciling the difficult balance
•P
O
between overall journey times and number of stops are key elements in considering the
W
future of rail services.
T
T
R
PA
79

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Other chapters of this LTS address the movement of goods and external connectivity.
However, it is reaffirmed here that the Council will support the use of rail freight,
particularly through the Planning process, and by ensuring that domestic waste
continues to be moved out of Edinburgh by rail.
One exception to the case for focusing in future on maximising the capability of the
existing railway, relates to external connectivity. The Council considers that the case for a
new high-speed rail route between Scotland (with Edinburgh Waverley as a hub) and the
south of England is now clear. The target should be a journey time well under three hours
between Edinburgh and London (Policy Ext 1). This must be part of a package including
high frequency, reliability and quality of service.
Nevertheless, existing long-distance services to other parts of the UK, such as those
provided by the Cross Country network and GNER, will continue to be significant.
5.5
Taxis and Private Hire
BACKGROUND
Taxis are an important component of the public transport system,
particularly for local access to long-distance public transport trips, and
for use by people with disabilities. As the taxi licensing authority, the
Council requires all taxis to meet standards of accessibility for disabled
people and wheelchairs, and for drivers to undergo a training course.
At present there are around 1,260 such vehicles operating in the city.
By providing a presence at the major bus and rail interchanges they are
not only provide the first or last link in many journeys such as long
distance travel to or from home, but are also ensure that door-to-door
journeys are possible without requiring access to a private car.
Wherever
possible, taxis are permitted to operate in bus lanes. However, if taxis are to make
their full contribution to the public transport system and ensure easy interchange
between modes of travel, it is essential that there is a ready supply available at key termini
such as Waverley Station and Edinburgh Airport, and that taxi ranks are available where
potential customers can expect to find them.
Private Hire Cars (PHCs) are also available in Edinburgh, with about 710 vehicles licensed.
PHCs can be hired only by booking in advance and cannot be hailed in the street. They
are not required to be accessible to disabled people. Drivers are not required to undergo
training, although they must obtain a licence from the Council, as for taxi drivers,
dependent on background checks.
OBJECTIVE
N
A
To ensure that taxis and PHCs provide a safe, convenient and accessible service to
L
P
the public, particularly where other forms of public transport are unavailable or
D
N
inconvenient.
A
S
IE
POLICIES
IC
L
O
A key element of existing support to taxis is access to bus lanes and Princes Street. PHC
•P
operators would like to see this extended to PHCs. This has not been agreed, on the
O
grounds that PHCs are not considered part of the public transport system (because they
W
T
cannot be hailed in the street); because this would reduce the effectiveness of bus lanes;
T
R
and because introducing additional categories of permitted vehicles is very likely to
PA
80

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
threaten the currently very good record of compliance with bus lane regulations by
motorists.
There is also a safety factor for cyclists using bus lanes: bus and taxi drivers have to follow
training courses while PHC drivers do not have this requirement
Taxi 1
The Council will continue to continue allow taxis to use bus lanes, but does not propose
to extend this to Private Hire Cars.
Provision of taxi ranks depends on demand from the taxi trade, and the use of kerb space
in relation to competing demands for example for parking, loading/unloading or bus
priority. Time restricted ranks may be appropriate in some locations, for example
excluding peak periods on bus priority routes.
Taxi 2
The Council will work in partnership with the taxi trade to identify and establish suitable
locations for ranks.
5.6
Community, Accessible and Concessionary travel
BACKGROUND
Not everyone can access conventional public or private transport services. This applies
not only to people with specific mobility problems, but to people travelling with small
children or a lot of luggage, for example. Cost is clearly a factor for many people,
particularly those on low incomes.
This section of the LTS sets out the strategy for Community and Accessible Transport. The
Council is committed to ensuring that the strategy is implemented, evaluated and
reviewed on an ongoing basis in partnership with the Equalities Transport Advisory
Group, the voluntary sector, NHS Lothian and the Scottish Ambulance Service.
Access to vehicles: Some people can get to the bus stop but have difficulty boarding or
alighting from the bus due to the design of the bus or the bus stop infrastructure.
The accessibility of taxis varies with both the design of the vehicle and the mobility
impairment of those wishing to use them.
Supply of services: Although Edinburgh has a comprehensive network of bus services,
there are people who cannot reach the nearest bus stop and require a door to door
service. Another issue may be a restriction in the number of trips available or the
availability of services; for example, Dial-a-Ride services have had a 18% refusal rate due
N
to vehicles being fully booked.
A
L
P
Home to vehicle: Potential users may be unable to move out of their homes to reach the
D
N
vehicle and may require assistance from the service provider. The service needs to
A
S
facilitate ‘though door to through door’ travel – ie assist the whole of the journey.
IE
IC
L
Affordability of transport: Those with limited income and who cannot use conventional
O
bus services may not be able to afford the number of trips they wish to make. The current
•P
Taxicard is available for those who cannot use conventional bus services but offers a
O
limited number of trips per person. Dial-a-Bus and Dial-a-Ride are not currently part of
W
T
the Concessionary Fares Scheme and charge significantly more than commercial public
T
R
transport reflecting the specialised nature of the service.
PA
81

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Information: Potential passengers must have access to and understand the information
about the different services available.
Customer care: Users of special services of this kind require understanding, and in many
cases assistance from staff. Often, special training is required. In all cases, people have the
right to the courtesy and consideration expected from staff providing any kind of service.
The Council will work to ensure that elderly and disabled people, and people with
mobility difficulties are able to get about and take part in everyday activities, and in
initiatives specifically designed to support them, as conveniently as possible. There are
currently opportunities for some individuals to use buses and taxis. However, there will
always be some people unable to use these vehicles and other services are required to
support this group. The aim is to minimise the barriers to the full participation of disabled
people in economic, social, educational and leisure activities.
However, specialised services generally require funding from the Council’s revenue
budget, which is severely constrained. At the same time, the Council recognises that there
is current unmet demand which could increase in the future, and that disabled people
and representative groups are concerned that funding constraints are creating
difficulties. The Council is not in a position directly to provide additional funding in this
area, but will actively seek to identify any other possible sources of funding. The
consultation draft National Transport Strategy discussed facilitating greater revenue
funding of public transport services, and this was strongly supported in the Council’s
response. The possibility of revenue funding through RTPs is mentioned in section 2.3 of
this LTS. The Council will also support the extension of the national concessionary travel
scheme to specialised community and accessible transport services.
The bus fleet is now much more accessible, with Lothian Buses operating over 50% low
floor buses in the city; with current vehicle replacement rates their entire fleet should be
low floor by 2010. Currently around 40% of the First fleet operating in the Edinburgh and
Lothians areas are low floor vehicles and this proportion is also increasing.
Taxis in Edinburgh are wheelchair accessible and therefore offer accessible transport.
However, the type of taxis licensed for use in Edinburgh until recently could not carry the
complete range of wheelchairs in use. The Council decided in June 2006 to remove the
turning circle requirement for taxis, permitting the licensing of a wider range of accessible
types of vehicle as taxis.
In the report Making the Right Connections: Final report on Transport and Social Exclusion
published by the Office of the Deputy Prime Minister, accessibility is defined in terms of
whether or not people can get to services and activities at a reasonable cost, in
reasonable time and with reasonable ease. Accessibility also depends on whether
transport exists to the service, people know about the transport available, are physically
N
A
able to use it, trust its reliability, feel safe using it and can afford it.
L
P
D
N
OBJECTIVE
A
S
To provide a sustainable transport system in Edinburgh that is accessible to all
IE
regardless of disability, income, age or ethnic group.
IC
L
O
•P
POLICIES
O
W
The basis of the Council’s approach is to maximise accessibility to conventional services,
T
T
including buses, taxis and in the future trams, as these services provide the greatest
R
choice of travel opportunities.
PA
82

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
CAT 1
The Council will facilitate the improvement of access to buses, taxis and trams, so that
they are available to as many travellers as possible.
Where people require special facilities that cannot be provided by conventional
transport, the Council will support a range of specialised services. Currently these are
provided by commercial, voluntary and in-house suppliers. Such provision is inevitably
expensive, and current budgets are unable to meet demand. To maximise provision
within budget constraints, the Council aims to ensure that it is as efficient as possible –
without compromising quality and while ensuring access is as equitable as possible.
The Council will also seek additional sources of funding for developing service provision
further.
CAT 2 
The Council will continue to work with the voluntary sector, transport providers and other
bodies to support accessible transport services; and will seek to develop and improve
these as much as possible within current budgets.
CAT 3
The Council will seek to maximise the equitable provision of community and accessible
transport by:
a) enhancing its operational efficiency and affordability; and 
b) seeking alternative, additional sources of funding including extension of the
national concessionary travel scheme to specialised transport.
At the same time, access to these services should not be constrained simply by lack of
appropriate or sufficient information. Particular efforts are required to convey the
information in a form suitable to potential users of the services.
CAT 4
The Council will provide information for providers and potential users of community and
accessible transport on the services available and how to access them, in forms suitable
for those with visual impairment and from Edinburgh’s ethnic minorities.
To this end, the Council is continuing to integrate in-house transport services with
commercial and voluntary sector provision through its Corporate Transport Unit (CTU).
The CTU will seek to continue the partnership agreement with Lothian Community
Transport Services (LCTS) as representatives of the wider Edinburgh Community
Transport Operators Group.
This Partnership Agreement represents a major step forward in ensuring people can
N
access appropriate transport and at an appropriate cost. The Partnership will also lead in
A
L
delivering consistent, high quality standards and facilitate training to enable the
P
D
voluntary sector to enhance its current services and to develop new initiatives, thus
N
providing both wider choice of transport to the community as a whole and ensuring
A
S
value for money. The partnership will seek efficient use of all vehicles and optimisation in
IE
fleet deployment. One example of such an initiative is LCTS and CTU joint working to
IC
L
secure a stable network of four co-ordinated, quality assured, voluntary sector minibus
O
pools across the city. This will enable community and voluntary groups to access
•P
affordable and accessible transport.
O
W
T
The Council continues to part fund Lothian Handicabs which provides the Dial-a-Ride
T
R
(DAR) and Dial-a-Bus (DAB) services. DAR offers a door-to-door fully accessible transport
PA
83

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
service for the individual and DAB provides a semi-scheduled accessible bus service to
specific destinations. The Council also funds Shopmobility which offers a free loan service
of wheelchairs and electric scooters to enable those with walking difficulties to access the
city centre area as well as other shopping facilities. At present the Shopmobility service
operates from a mobile unit within the Princes Street area in the city centre, Ocean
Terminal and at The Gyle. The Council’s funding to LCTS, Handicabs and Shopmobility
amounts to £581,000 per annum.
CAT 5
The Council will support and fund the provision of services including group travel, Dial-a-
Bus and Dial-a-Ride services at current levels subject to budgetary constraints.
CAT 6
The Council will support and fund the Shopmobility service in Edinburgh at current levels
subject to budgetary constraints.
The Council also offers a Taxicard scheme aimed at people physically unable to use buses,
giving reduced cost travel by taxi. Currently around 9,000 residents participate in this
scheme at a cost of £0.5 million per year to the Council.
CAT 7
The Council will maintain the Taxicard scheme at current levels subject to budgetary
constraints.
Along with community and accessible transport, concessionary travel is extremely
important in ensuring older residents and those with mobility difficulties can access the
services they need regardless of income or physical ability and thus acts to combat social
exclusion. From April 2006, the Scottish Executive has instituted a scheme that provides
free bus travel throughout Scotland for people over 60 and people with disabilities. While
concessionary travel by bus is now operated and funded by Transport Scotland under the
National Free Concessionary Bus Travel Scheme, CEC are continuing to provide the local
Rail concession which allows a 50p flat fare for Edinburgh residents between stations in
the CEC area.
CAT 8
The Council will cooperate with the Scottish Executive in the provision of the national
concessionary travel scheme and will continue the Local Rail Concessionary scheme
subject to budgetary constraints.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
84

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
6
Smarter travel choices
6.1
Changing habits
BACKGROUND
“Smarter travel choices” cover a whole range of measures that encourage
and develop the use of sustainable transport. These include:
Safer Routes to Schools
Travel plans for schools and businesses
Travel awareness and personalised travel advice
Transport information services and marketing
The primary aim is to inform travellers about the travel choices available
and the impact of car use, supported by the provision of equipment and
services that can make it as easy as possible for people to benefit from
alternatives to car use where practical alternatives exist. The strategy supports the
overall aims of the LTS to reduce congestion, and to reduce the adverse impacts of travel.
It can achieve this through increasing the mode share of public transport, cycling and
walking, and, to some extent, reducing the need to travel at all. It can also assist through
promoting car sharing and use of city car clubs.
The strategy is aimed at overcoming some of the barriers to use of alternative modes.
Lack of knowledge about bus routes and fares, safety concerns for children walking or
cycling to school, and lack of facilities for cyclists can inhibit use of these options. New
development provides opportunities for encouraging use of sustainable transport
through good design, support for effective travel planning for users of the development
and small scale funding of physical improvements.
OBJECTIVES
To improve awareness and understanding about alternatives to car use
To ensure that basic facilities are in place in homes, schools, shopping areas and
business premises to facilitate alternative choices to car use
For the Council, as a major employer, to set an example of best practice in this area 
POLICIES
’Soft’ approaches to tackling transport problems – using marketing and information tools
– have been shown to be cost-effective if applied consistently. These approaches are
relatively resource intensive however, particularly in terms of the need for skilled staff to
apply them. They often require revenue rather than capital funding, creating particular
N
difficulties for local authorities (see section 2.2).
A
L
P
The Council has participated in the Scottish Executive’s ‘Stepchange’ project to test the
D
N
effectiveness of household travel planning.
A pilot scheme in Edinburgh reduced
A
S
participants’ mode share for car trips to work by 6%. The mode share for bus travel to
IE
work increased by 17%.
IC
L
O
The Scottish Executive has recently provided funding for each Regional Transport
•P
Partnership to employ at least one travel plan coordinator over a two-year period. The
O
Council will work with SESTRAN to ensure that this resource is used effectively to support
W
T
the policies of this LTS, and to seek additional resources to develop this type of work
T
R
further.
PA
85

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
The Council also needs to set a good example itself. It has a travel plan currently, and is
developing a new one for the new Council Headquarters currently under construction at
New Street.
Further approaches will be investigated. These could include working with grass-roots
groups or business groups to develop transport pledges or new ways of making transport
choices that contribute to reducing conflicts between transport users.
ST1
The Council will allocate resources to supporting ‘Smarter travel choices’ in recognition of
their contribution to changing travel behaviour, and will pilot new approaches to
behaviour change.
6.2
Informing travellers
BACKGROUND
Improved public transport, better conditions for cycling and walking, and traffic restraint
have a more beneficial effect when they are implemented in tandem with a public
awareness campaign. Travel Awareness campaigns have been implemented successfully
under the ‘Travelwise’ banner. The City of Edinburgh Council is a member of the National
Travelwise Association.
Marketing of more sustainable modes of transport is an
important element of this work. This can also be supplemented by events such as ‘In town
without my car’ day.
This approach needs to be supported by high quality public transport information
provision. Traveline Scotland provides a national database for the public to call for public
transport information or access using the internet.
The Council supports this by
maintaining an all operator timetable database, which then feeds into Traveline. At a
more local level, real time information informing people of waiting times for their next
bus is in place in Edinburgh and being further developed.
A more intensive approach to information provision is through availability of
personalised travel advice to individuals. This is much more resource-intensive but can be
very effective. Early pilots in the UK achieved a 10% reduction in car driver trips and driver
distance, and a 25% reduction in driver time. The Council has trialled such approaches
through the EU ‘Optimum 2’ project.
OBJECTIVE
To maximise the provision of information to potential travellers
N
POLICY
A
L
P
ST2
D
N
The Council, in conjunction with partner organisations, will aim to raise understanding of
A
S
travel options through travel awareness, information and marketing initiatives.
IE
IC
L
6.3
Business travel plans
O
•P
O
BACKGROUND
W
T
Commuting and business travel account for almost a quarter of all travel and, being
T
R
concentrated at peak times, contribute disproportionately to congestion and air
PA
pollution. The Council is anxious that employers help by implementing Travel Plans (TPs)
86

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
to encourage their employees to travel to work in ways other than driving alone.
Community Planning partners in Edinburgh are committed to introducing TPs.
For many employers there is a good business case for a TP. It can help tackle problems
(and reduce costs) related to parking, accessibility, congestion, and recruitment of
employees without car access, particularly outwith the city centre. To lead by example,
the Council has implemented its own TP, renewed in 2006 in the light of the move to new
offices in Market St.
The biggest growth in car travel is from leisure and shopping trips. The Council will
therefore continue to work with large leisure and retail operators to ensure that they are
fully aware of the effects of the trips that their developments generate and to encourage
them to offer alternatives. This could include, for example, increased secure cycle parking,
improved access and security for public transport users, encourage home working and
home delivery options.
OBJECTIVE
For all major offices and activity centres to have Travel Plans 
POLICY
The Council does not have the powers to enforce travel planning, but can promote the
benefits and support businesses that see advantages in putting such a plan into place.
This is most likely to be achieved through the SESTRAN travel plan coordinator funded by
the Scottish Executive. However, the coordinator will need support and backup from the
Council to ensure that local actions complement travel plan proposals.
The Council will also seek to extend the funding of the coordinator to ensure that long
term relationships can be built up with businesses.
ST3
The Council will work with the SESTRAN Travel Plan coordinator to support and advise
businesses in developing travel plans.
ST4
The Council will work with SESTRAN to seek extension of funding for the SESTRAN Travel
Plan coordinator.
For new developments, the Council is in a position to ensure through the planning
process that measures are built in to new developments to minimise the number of car
trips generated. In addition to standards for provision of car and cycle parking, and design
to support easy access for people arriving other than by car, this can require an agreed
N
A
Travel Plan for major new developments potentially including travel awareness,
L
P
infrastructure and service improvement measures. The Council will also seek appropriate
D
funding contributions from developers towards off-site measures required to support TPs
N
A
including contributions towards travel awareness measures and the infrastructure and
S
services needed to support the TP.
IE
IC
L
O
ST5
•P
The Council will, in planning agreements with developers for new office, retail and
O
residential developments, seek funds for the implementation of agreed Travel Plans
W
T
aimed at reducing the demand for car travel to/from that development.
T
R
PA
87

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
6.4
Schools
BACKGROUND
The school run is an area widely perceived as a major contributor to
congestion. Increasing walking and cycling to school contribute not only
to transport objectives, but to health and social welfare. However,
parental concerns about personal and traffic dangers result in
extensive car use for travel to school.
The Council has worked extensively with schools to develop school
travel plans and safe routes to schools, and provide the facilities to
support this. For example, all schools now have 20mph speed limits in
their vicinity. However, much of the activity required to reduce car travel to
schools requires active participation and commitment of time, often on a
voluntary basis, by school staff, parents and children. The Council will continue to
encourage and work with schools to promote these activities, with the ultimate goal that
every school in the city should have a travel plan in place.
OBJECTIVE
For every school to have a Travel Plan promoting safe and sustainable travel to
school
POLICY
School travel plans extend the safe routes to school concept by adding wider concerns
about modal choice, the school run and health objectives to safety priorities. Travel plans
can be wide-ranging in scope, but must be tailored to the specific needs of the school.
They would usually cover walking, cycling and public transport options and ‘hard’ and
‘soft’ measures.
There may be a need for the examination of more wide-ranging concepts that would only
be applicable in the context of groups of schools, in particular the use of dedicated school
bus services. The potential contribution of these to reducing car travel to school should
be examined, including their potential viability. The potential it is likely to be greatest for
faith and private schools with large catchment areas and the highest proportion of school
journeys by car.
ST4
The Council will encourage and support schools in developing travel plans.
ST5 
N
A
L
The Council will examine with bus operators the potential take-up and commercial
P
viability of dedicated school bus services.
D
N
A
S
6.5
Other measures
IE
IC
L
O
BACKGROUND
•P
There are many other ways of reducing demand for car travel, ranging from teleworking
O
to car sharing.
Different measures may be more or less appropriate in different
W
T
circumstances, but these and other innovative approaches should be considered when
T
R
developing travel plans or examining the management of the city’s transport system.
PA
88

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
OBJECTIVE
To support innovative measure to reduce travel demand or provide better
alternatives to car use
POLICIES
Car sharing, city car club
Measures to encourage car sharing, and to provide ‘city car club’ facilities are both
elements in the toolkit of measures available as alternatives to conventional single
occupant car travel. As such they can be built into Travel Plans and be an available option
in awareness and individualised travel planning initiatives (see ‘Car travel’, section 4.5).
Teleworking, Home Deliveries 
Options for working or shopping from home are increasingly viable options for at least a
proportion of these activities with the increasingly widespread availability of broadband
internet services. These options do reduce the need to travel, although some factors may
give rise to additional journeys. Home deliveries of goods may well increase, and
additional leisure or other journeys may substitute for the journey to work by teleworkers.
There is also a risk that internet shopping may undermine the viability of some local
shops, requiring longer journeys by those still shopping by ‘conventional’ means.
One of the activities often seen as most requiring a car is the ‘weekly shop’. Home delivery
services replace the role of the car as a delivery vehicle. Supermarkets are increasingly
offering such services. The Council supports this trend. It is also keen to see further
development in this area, particularly scope to have purchases from the full range of city
centre shops delivered to people’s homes.
ST6
The Council will also encourage development of teleworking and of home delivery
services, particularly from the city centre and traditional district shopping centres.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
89

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
7
Transport and the economy
7.1
Competitiveness
BACKGROUND
Connectivity, both internal and external, is widely regarded by policy makers and
academics throughout the UK and Europe as one of, if not the most important
determinant of city competitiveness. A successful city needs quality internal transport
infrastructure to move goods and people quickly and efficiently, as well as frequent, direct
external links to connect local businesses to markets around the globe. As with the
economy as a whole, the competitive position will be more secure for the long term future
if that connectivity is provided in a way that minimises environmental impact and does
not undermine the qualities on which the success of the region is based.
Ensuring appropriate connectivity is in place requires action at a number of levels. Within
the city, the Council needs to ensure the core role of the city centre as an economic driver
is facilitated, and efficient movement within the city provided for business and residents.
It needs to ensure that the growth areas essential to the continuing development of the
economy (see section 8.2) are accessible. At the regional level, effective access for
residents to jobs, and for businesses to labour markets needs to be facilitated through
integrated action by a number of local authorities. The establishment of the Regional
Transport Partnerships, and emerging city-region planning processes will help these
objectives.
In the case of central Scotland a wider level of collaboration has been established
between the main cities of Glasgow and Edinburgh aimed at maximising the economic
potential of the whole area. An element of their work will set out to identify the transport
investment priorities for the two cities with the intention that this will help to influence
the forthcoming comprehensive spending review.
OBJECTIVE
To support sustainable transport measures to improve competitiveness 
POLICIES
Many of the policies throughout this LTS will contribute towards improved connectivity
and hence towards competitiveness objectives. Some more specific policies supporting
the economy are also set out in the following sections. In general terms, however, the
Council recognises the importance of collaboration at regional, central Scotland and
national levels to achieve the investment necessary to sustain and improve
competitiveness.
N
A
L
Comp1
P
D
The Council will collaborate with neighbouring authorities, Glasgow City Council, the
N
A
Scottish Executive and other agencies to promote and lobby for sustainable measures to
S
IE
improve the connectivity and competitiveness of central Scotland.
IC
L
O
•P
7.2
City centre
O
W
BACKGROUND
T
T
R
The City Centre is of core importance in sustaining and growing the city’s economy as
PA
well as being the focus of the city’s heritage. The agenda for the city centre is set in the
90

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Edinburgh City Centre Strategy and Action Plan, developed by the partners supporting
the Edinburgh City Centre Management Company (ECCMC). The strategy incorporates
Public Realm, Accessibility and Environmental Management strands that are particularly
relevant to the LTS. It is complementary to the World Heritage Management Plan
developed by the World Heritage Trust. To this must be added the interests of city centre
residents.
Many of the issues raised are dealt with elsewhere in this LTS. For example, concerns
about the quality of the city centre public realm and streetscape are discussed in the
‘Streets’ section. Many of the infrastructure proposals are included in the ‘Public transport’
section.
OBJECTIVE
To support an economically strong city centre with excellent accessibility and a high
quality environment
POLICIES
There are many demands on city centre street space, ranging from residents’ parking to
performance space. The Council and its partners have the duty to balance these as best
they can. Although much has already been done there remain significant concerns that
the balance is not yet right and that improvements in relation to pedestrian facilities,
public transport, servicing and deliveries and provision for private transport are still
required. Many of these are set out in the ECCMC Action Plan. This includes actions to:
Improve pedestrian and visitor signage;
Increase pedestrian priority areas;
Review existing bus services;
Develop a shopper bus service;
Provide new off street car parking, probably underground.
CC1
The Council will assist with the implementation of the agreed City Centre Strategy and
Action Plan.
The ECCMC Action Plan also provides for the development of a city centre transport
strategy. This would set out the vision and future framework for city centre transport.
However, such a strategy needs to show how the opportunities presented by the
introduction of trams will be used. It cannot therefore be developed until the details of
tram construction are known.
CC2
N
A
L
The Council will develop a City Centre Transport Strategy when full details of tram
P
construction and design are finalised 
D
N
A
S
7.3
External connectivity
IE
IC
L
BACKGROUND
O
The LTS is primarily concerned with local trips.
But as a major economic centre,
•P
O
particularly one peripheral to the main European markets and economic centres,
W
Edinburgh also requires excellent external connectivity. The LTS needs to influence and
T
T
support the measures being taken at national and regional levels, while ensuring that
R
local impacts are acceptable.
PA
91

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
External connectivity depends on all forms of travel, including air and sea. Whilst the
Council has no direct control over the motorway and trunk road network, or long distance
rail, coach, air and sea services, it will promote the same broad objectives as it does in
respect of local travel. These will focus on promoting the quality and capacity of the
major gateways such as Edinburgh Airport and the main rail stations, and promoting high
quality local accessibility by sustainable transport modes to those gateways. Policy in
these areas will be influenced by the same broad objectives as those for local travel, in
particular giving priority to measures to promote safe and sustainable travel.
Major connectivity concerns are:
Improving the reliability and sustainability of travel across the Border, especially to
London;
Promoting better public transport travel choices within Scotland, especially
between Edinburgh and Glasgow;
Maintaining the integrity of key regional connections, particularly across the Forth;
Providing good accessibility to employment locations in Edinburgh from the
extending journey to work area, without generating excessive levels of congestion;
SESTRAN will have a key role in tackling these issues, but the Council must ensure its views
and priorities are clearly expressed.
OBJECTIVES
To promote and facilitate the quality of regional, national and international
connectivity needed to support the economic objectives of the Edinburgh city-
region 
To mitigate the impact of long distance travel on the local and global environment
and transport network as much as possible
POLICIES
Long distance travel
The key issue for long-distance travel is access to London and to major business and
tourism locations abroad. Currently, air takes a significant share of Edinburgh-London
travel and this route represents over 50% of Edinburgh airport’s passenger market.
Growth in air travel is rapid, reflected in continuing expansion at the airport. The Council
is concerned about the environmental implications of rapid increase in air travel. It would
like to see priority given to direct flights to destinations abroad, which is in any case the
fastest-growing segment of the market, combined with support for the principle that air
travel should meet its environmental costs.
N
A
Conversely, there are concerns about rail capacity on the East Coast Main Line, which limit
L
P
the scope for long-term growth on this route. Growth of intermediate services using this
D
N
line could restrict capacity for London-Edinburgh services further. Yet for travel to London
A
this is the most sustainable mode of transport, and it could potentially capture a much
S
IE
greater share of the market than its current 15%. To achieve this, journey times need to
IC
be significantly reduced.
L
O
•P
European experience suggests that rail becomes competitive with air when journey times
O
are three hours or less, and the Council will support measures to achieve journey time of
W
T
under three hours between Edinburgh and London. The Council considers this to be
T
R
achievable in the longer term, but planning needs to start now for this to happen before
PA
rail and air capacity becomes seriously compromised.
92

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Ext 1
The Council will lobby for investigation of measures to achieve significant reductions in
rail journey times between London and Edinburgh.
West Coast Main Line and Cross Country services comprise the other rail links south.
Significant improvements have taken place on these routes with more to come, and the
Council anticipates that these routes will play an increasing role in linking Edinburgh to
the south.
Rail journey times to continental destinations will never be competitive with air, and in
the present environment, prices will not be competitive either. The Council will therefore
not pursue direct rail connections via the Channel Tunnel.
However, the direct Rosyth to Zeebrugge ferry connection is strongly welcomed,
providing a direct link to the continent for passengers and freight. It can also benefit
inward tourism. The reduction in service to three times weekly is viewed with concern
and the Council will support actions to promote patronage growth on this service.
A potential cruise liner terminal at Leith Docks would also benefit tourism in the city.
The airport is growing rapidly, with passenger numbers forecast to increase from 8 million
now, to between 12 million and 13.7 million in 2013; and cargo and mail tonnage to rise
from 56,000 tonnes today, to 71,500 tonnes in 2013.
Good surface access to and from the airport is essential if the benefits are to be
maximised. Currently well over 50% of passengers travel to or from the airport by car, and
a further 25% by taxi. The proposed Edinburgh Airport Rail Link, and the Edinburgh tram
line should increase the proportion of public transport users significantly. The Council
expects that the growth in passenger accessing the airport should be accommodated on
the enhanced public transport services rather than through increased car access.
The Council will support other measures to assist access to the airport by public transport
and bicycle.
Road access improvements to the airport are proposed by BAA. If these are required they
should be predicated on clear targets for car mode share to the airport and set within the
context of an overall surface access and parking strategy.
An Air Transport Forum is in place for Edinburgh Airport, and has developed a surface
access strategy.
This Forum has two sub-groups, considering improvements to
Infrastructure and Information. The Council is represented on this forum and supports its
efforts to improve the attractiveness of more sustainable surface access to the airport.
BAA have published a Masterplan for the airport, and have indicated they will produce a
surface access strategy at the end of 2006.
N
Ext 2
A
L
P
The Council will work with BAA and other partners to increase significantly the use of
D
sustainable travel modes for access to Edinburgh airport, including the provision of rail
N
A
and tram links.
S
IE
IC
Scotland
L
O
Within Scotland, there is also scope for further development of rail services. The key issue
•P
is the Edinburgh-Glasgow corridor. Rail services on this route are well used, but journey
O
W
times have not improved for decades. The potential benefits to the Scottish economy of
T
improvements to journey times need to be understood and the Council will support
T
R
studies to examine options for improvement.
PA
93

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Ext 3
The Council will work with SESTRAN, SPT and other partners to establish the options and
benefits for improving Edinburgh-Glasgow rail journey times
Regional connectivity
A new Regional Transport Strategy is in preparation that will provide a framework for the
development of regional transport priorities. It is essential for the economic health of the
Edinburgh city-region that employers have access to a sufficient labour market. As the
area’s economy grows, this cannot be dependent solely on car access which would give
rise to increasing congestion, and public transport facilities must be developed to serve a
wider area.
The draft RTS includes important measures such as better orbital public transport services
around Edinburgh that not only support economic objectives but also provide important
social benefits, for example in access to health care.
Measures such as rail service improvements, Park and Ride and bus improvements such
as services linking major employment destinations outside the city centre are dealt with
in the Bus chapter above. A study is currently in progress on the feasibility of a cross-Forth
ferry. The Council supports the principle, which should be taken forward by SESTRAN.
As with local travel, the Council will support improvements to regional connectivity that
do not increase traffic and congestion pressures in and around Edinburgh itself.
Investment that results in more long-term congestion than would otherwise have been
the case around the city is not contributing to better connectivity, simply treating a
symptom.
In this context, a major issue is the question of an additional or replacement road crossing
of the Forth at Queensferry. The Council considered this issue in detail on 24 August 2006.
Key conclusions, in the form of comments to the Scottish Parliament’s Petitions
Committee were:
To proceed on the basis that a second crossing is required, pending the outcome
of studies of the need to replace or augment the road bridge cables;
To urge that the Scottish Executive’s Strategic Projects Review gives full
consideration to
the option of investing similar sums to the cost of a new crossing in other 
cross-Forth transport initiatives,
a wide range of options for an additional crossing including potential crossings 
further upstream than Queensferry,
evaluating a new crossing on a ‘level playing field with other strategic projects,
for example improved rail links from Edinburgh to Glasgow.
N
A
To highlight the fact that investment in a potential second bridge will affect future
L
P
commuting patterns into Edinburgh and that such investment should be
D
considered in the context of a strategic approach that seeks to cater for a growing
N
A
Edinburgh in the most environmentally sustainable manner possible;
S
IE
To note that any additional road-based crossing, whether or not it gives priority to
IC
L
public transport and high occupancy vehicles, is likely to significantly increase
O
cross Forth traffic;
•P
To ask that environmental issues, including effects on carbon dioxide emissions,
O
W
are central to any assessment of the impacts of a new crossing;
T
T
R
PA
94

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
To ask that, if a new crossing is promoted;
it is constructed to allow future tram use and that in a two crossing scenario 
both should prioritise buses and high occupancy vehicles,
the promoter should be required to put in place a demand management and 
investment package that will ensure that traffic in Edinburgh will remain at or 
below the levels that would have been forecast without an additional crossing,
and will avoid the increases in traffic forecast with a new crossing.
To note that there is uncertainty as to the nature and direction of the economic
impacts of building an additional crossing.
A further location of concern is the Sherrifhall junction on the city bypass, a trunk road.
Access into the city is impeded by congestion at this location, as is strategic traffic using
the bypass itself. It is also a barrier for cyclists. There is a clear need for enhancement of
the junction, including introducing public transport priorities, and the Council is of the
view that this should not be dependent on funding from development as currently
proposed by the Scottish Executive.
In the longer term, sustaining the economic health and quality of life provided by
Edinburgh and the wider city-region will be dependent on good connectivity provided in
a way that does not overload infrastructure or damage the environment.
Ext 4
The Council will work in partnership with SESTRAN, the Scottish Executive and other
agencies on measures to improve regional connectivity, including across the Forth in a
way that supports long-term sustainable growth of the whole city-region.
7.4
Movement of goods
BACKGROUND
The efficient movement of goods and services is fundamental to
Edinburgh’s economy and the quality of life of its residents. Within the
city, the key issues relate to deliveries of goods, particularly to retailers
and business premises requiring not only road access, but also
locations for loading and unloading. However, current retailing trends,
especially use of the internet, are leading to increasing volumes of
deliveries to private homes. Major distribution and trans-shipment
centres servicing deliveries in the city are mainly located close to the city
bypass, or outside the city on the national motorway network.
Freight movement related to construction and manufacturing within the city
is more limited in scale, and problems tend to be more localised, close to specific
sites. Freight transit traffic mainly uses the motorway network and the city bypass,
N
A
avoiding built-up areas. However, congestion on these routes due to substantial local
L
P
traffic can cause delays for goods movement. Congestion can also reduce the efficiency
D
N
and reliability of servicing traffic within the city.
A
S
IE
There are significant rail freight flows across the city, but within it major rail freight
IC
L
movements are confined to the movement of waste to landfill. Use of rail freight access
O
to the Port of Leith is likely to decline further, as the port is redeveloped for residential and
•P
general commercial use, with shipping confined mainly to leisure and recreational
O
activities. However, the potential use for transfer of freight including waste should be
W
T
safeguarded.
T
R
PA
95

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
There are important requirements for good freight connectivity to national and
international destinations. These are considered in Section 8.2 on external connectivity.
OBJECTIVE
To achieve the movement and delivery of goods within and through the city
efficiently and safely, with the minimum possible impact on the environment 
POLICIES
The Council recognise that there is generally no alternative to local deliveries by road
within the city, and that the city’s economy can only benefit through facilitation of
efficient delivery operations.
A number of factors affect efficiency, particularly:
congestion, which causes delay and unreliability; inadequate loading/unloading facilities;
and access limitations. Efficiency is also affected by the way in which the logistics sector
itself is managed, for example the extent of empty running.
Many of the measures proposed to tackle congestion throughout the city will benefit all
remaining traffic, including goods. The treatment of goods vehicles should reflect the
Street Management Framework set out in Streets 1. Freight organisations have sought
access for goods vehicles into bus lanes. This is not considered appropriate within the
city.
Policies regarding parking and loading are dealt with in the ‘Parking’ section of this LTS
and the parking review undertaken in 2005/6 gave extensive consideration to the needs
of business and goods vehicles.
It is important that new development provides
adequately for servicing of premises. However, at the planning stage, precise servicing
requirements may not be known, as they will depend on the logistics requirements of an
eventual occupant. The Council will work with freight and logistics organisations on ways
to minimise potential problems.
Goods 1
The Council will identify and address the needs of freight transport users when
implementing broader transport policies within Edinburgh, including ensuring through
the planning process that new developments include adequate provision for access and
loading/unloading. It will only impose curfews where necessary for the protection of
local residents
There have been a number of proposals on ways to reduce the impact of goods vehicles,
especially in the city centre. These include a service tunnel under Princes Street, or a trans-
shipment centre that would reduce the size and/or quantity of goods vehicles needing to
access the city.
N
A
Against the background of an existing highly efficient and well developed commercial
L
P
logistics sector, any proposal must not add costs to goods movement within the city that
D
N
would represent a barrier to retailers and other businesses within the city. It is proposed
A
that the Council examine issues of city centre logistics together with the industry and city
S
IE
centre business interests.
IC
L
O
Goods 2
•P
The Council will work with the industry and city centre businesses to identify problems
O
W
and potential solutions in relation to city centre logistics as part of the development of a
T
city centre transport strategy (Policy CC 2).
T
R
PA
96

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
On the other hand, goods vehicles and loading/unloading operations can have a
significant environmental impact, whether through noise, pollution or visual
intrusiveness, so that restrictions are necessary in some circumstances. The Council will
work with the freight industry and other partners to achieve the best possible balance,
and will consider at the regional level whether a quality partnership with the freight
sector would be of mutual benefit.
Goods 3
The Council will work with the industry, SESTRAN and other partners to evaluate the
benefits of a ‘Freight Quality Partnership’ at the regional level.
The increase in car-based shopping in recent years means that the car is often, in effect,
the final link in delivering freight to the household. This generates large amounts of
traffic, and, by encouraging car-based retail locations, makes life without a car difficult. It
also hinders the efficient movement of goods by road. The Council welcomes the increase
in home delivery services, which act to reduce car dependency and the need for car travel.
The Council strongly supports the maximum possible use of rail and sea freight. It has a
direct role in relation to the management of waste, but otherwise, the role is primarily an
enabling one, ensuring that options for rail or sea access are not closed off, for example by
development on a disused rail alignment. The Council can encourage proposals for
distribution centres or other freight generators to be developed on a multi-modal basis,
and could where appropriate require goods access by rail through the planning process.
In relation to sea traffic, Leith Docks are increasingly being developed for housing and
commercial uses unrelated to freight, as set out in the Leith Docks Development
Framework. Freight operations will be focused on other ports in the Forth, particularly
Grangemouth and Rosyth. The Council considers these moves appropriate for the city
and will work with SESTRAN partners on ensuring appropriate access from the city to
these alternative locations. This also means that new developments likely to generate
coastal and sea freight traffic is best sited where accessible to these alternative ports,
rather than in North Edinburgh.
Goods 4
The Council will support the use of rail and sea freight, in particular through the Planning
process by:
Safeguarding rail access to key industrial sites;
Ensuring that major new rail freight generating developments are accessible to the
rail network where possible;
Encouraging developments likely to benefit from sea freight are sited to be easily
accessible the principal freight-handling ports in the Forth; and
N
Working to ensure multi-modal freight operations where possible.
A
L
P
The Council will endeavour to set a good example in sustainable transport of goods,
D
N
where this can be achieved within an overall best value framework.
A
S
IE
Goods 5
IC
L
The Council will make every effort to ensure that Edinburgh’s domestic waste continues
O
to be moved out of Edinburgh by rail, and will examine other ways in which the Council
•P
can lead by example.
O
W
T
T
R
PA
97

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
8
Planning and growth
8.1
Land use planning
BACKGROUND
The distribution of housing, employment, shopping and leisure opportunities across the
city and surrounding areas determines travel patterns. The planning system can affect
this distribution by managing the redevelopment or change of use of existing land or
buildings, or by guiding the location and form of new development. The effect of such
changes on travel patterns is incremental, but significant in the medium to longer term.
The City’s transport and planning policies, therefore, must be consistent with each other
and must also fit within the National Planning Framework for Scotland, approved in 2004.
Planning plays a key role in an integrated transport and land use strategy at two main
levels:
The Development Plan, consisting of Structure and Local Plans, sets the policy
context for Planning decisions; and
The Development Management process assesses and takes decisions on specific
planning applications.
Planning also deals with conservation issues, concerned with the potential physical
effects on the street scene of the transport trends and actions. Edinburgh has particular
assets in the World Heritage Site and its other conservation areas, and the quality of the
pedestrian environment is of importance throughout the city. Actions affecting these
assets must be in line with the Council’s wider environmental aspirations as expressed in
the Edinburgh Standards for Streets.
Development Plan
In Edinburgh, the statutory development plan comprises a Structure Plan and six Local
Plans. These Local Plans are gradually being replaced by just two, one covering the main
built-up area of the city, the other its rural western area. This Local Transport Strategy has
been prepared in the context of the Structure Plan 2015 (approved in 2004) and the most
up to date relevant Local Plans. In turn, the objectives, policies and programmes of this
Local Transport Strategy will influence future development plans.
A revised Structure Plan is being prepared, but this may be superseded by new city-region
planning arrangements under the Planning Bill currently in parliament. A replacement
Local Plan covering the built-up area is also being prepared – the Edinburgh City Local
Plan. Consultation on both of these took place during May and June 2006. Initial
discussion is also taking place on the longer term framework for the city’s growth
covering the period 2020-2040, and this debate will evolve during the period of this LTS.
N
A
L
The current Structure Plan’s approach to transport focuses on reducing trip lengths and
P
D
the need to travel, especially by private car; and encouraging the increased use of public
N
A
transport. The Structure Plan aims to protect Edinburgh city centre and town centres
S
from developments likely to damage their vitality and viability. It does this by directing
IE
development to some fifteen core development areas (four within Edinburgh, detailed
IC
L
below) which are already, or which have the ability to be, well served by walking, cycling
O
•P
and public transport. It also identifies and requires local plans to safeguard opportunities
for the provision of the new transport infrastructure that is required to support these core
O
W
development areas (see Appendix 2).
T
T
R
PA
98

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The Council’s Local Plans set out more detailed site specific policies and proposals. They
include parking provision, access for disadvantaged groups and the transport impact of
new developments. Local Plans safeguard land for transport proposals, such as stations,
road construction, footpaths and Park and Ride sites. They also identify development
opportunities, and encourage mixed use developments in appropriate locations; and set
the context for managing development, including seeking developer contributions for
transport infrastructure and services.
The West Edinburgh Planning Framework prepared by the Scottish Executive provides
statutory planning guidance for development in west Edinburgh.
OBJECTIVE
To ensure the LTS proposals and Development Plan are consistent
POLICIES
The Council attaches considerable importance to integrating land use and transport
policies as a means to meeting wider objectives.
LU 1
The Council will seek to ensure integration of land use planning and transport policies by
ensuring that planning policies reflect the aims and objectives of the LTS and vice versa.
Development Plan
The Structure Plan and Local Plans set out a range of transport policies. The Structure Plan
also sets out a series of transport investment proposals seen as necessary to meet
development requirements. These are set out in Appendix 2 together with their status in
this LTS. The only changes are to projects based on funding from congestion charging
revenue, for which alternative funding sources will be sought. The A71 dualling proposal
has been reviewed and is not longer being safeguarded. The Council (together with West
Lothian Council) will now progress a package of sustainable transport improvements on
the A71.
Parking policies are of particular importance in achieving transport and planning
objectives, for example in supporting city centre retailing. Parking standards for new
development included in the development plan provide one essential tool, but national,
or at least regional policies are required in some areas. For example, parking provided free
of charge to users on private sites in business and retail parks has a significant impact on
travel choices and decisions, but cannot be addressed at a purely local level.
Development Management
N
Planning decisions for individual developments must be made in accordance with the
A
L
development plan unless material considerations indicate otherwise. National policy is a
P
material consideration, and in relation to Planning for Transport is set out in SPP17,
D
N
published in 2005. Advice and guidance on best practice is provided in Planning Advice
A
S
Notes, especially PAN 75 and PAN 76 relating to planning for transport overall, and the
IE
design of residential streets (see Policy Streets 3). A Guide to Transport Assessment and
IC
L
Implementation has also been produced by the Executive.
O
•P
Every development has a transport impact, and the Council will seek to ensure that
O
W
movement needs generated by new development are met, not only in terms of access to
T
and from the site but also in relation to its wider connectivity. Development should be
T
R
PA
99

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
designed to fit the aims of the transport strategy, giving priority to sustainable transport
and minimising dependence on use of the private car.
The Council will therefore require planning agreements to include contributions from
developers towards appropriate off-site transport measures.
It will also seek the
implementation of travel plans for all developments requiring a transport assessment.
PAN75 sets out the approach to incorporating travel plans into planning agreements.
LU 2
Developers will be expected to contribute towards the cost of providing for movement
needs generated by their development, focusing on sustainable transport modes. Road
provision should normally be limited to that required to accommodate traffic generated
by the development.
LU 3
The Council will require agreed travel plans for commercial developments requiring
transport assessments before granting planning permission
Transport assessments can be of considerable assistance in assessing and dealing with
the immediate transport impacts of new developments. However, it may be necessary for
developments to support further off-site infrastructure or services. New development is
often incremental, with several individual developments taking place in an area over a
period of years. Transport to a particular development adds pressure to the transport
network and another layer to already complex movement patterns. While this can be
assessed and addressed, it is more difficult to anticipate and plan for the future transport
demands that will be created when the wider area is developed.
The Council will seek to identify areas where a significant scale of development is
expected, through the Local Plan process. Such areas will require masterplans be
produced. This process should also seek to ensure appropriate infrastructure and
services, including transport, are provided for the whole development area.
A method of fairly attributing the transport requirements of new development to
individual proposals can then be developed. This has been carried out in relation to
contributions towards the tram project (see section 5.2). The Council will seek to develop
the wider application of such methods in light of Transport Assessment and PAN 75
guidance. This will be undertaken in the context of a wider review of the approach to
developer contributions.
LU 4
The Council will develop methods to allocate developer contributions to appropriate off-
site transport improvements.
N
A
L
P
D
8.2
Core development areas
N
A
S
BACKGROUND
IE
IC
L
The four core development areas within the city identified in the Structure Plan are: the
O
City Centre; Edinburgh Waterfront, covering Granton and Leith; Edinburgh Park, South
•P
Gyle and Sighthill; and Newbridge/ Kirkliston/ Ratho. Stretching beyond the city, growth
O
areas include the ‘South East Wedge’ into Midlothian and the A8 corridor into West
W
T
Lothian.
T
R
PA
100

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
In each of these areas significant transport investment will be required, both in order to
enable the new development to be accommodated without causing unacceptable
additional congestion, and to ensure that they can be accessed by a choice of transport
modes from an acceptably wide catchment area.
Development, including that at
Edinburgh Airport, will be expected to contribute fairly and fully to its transport impacts
and to ensuring that Scottish and local transport objectives and targets can be achieved.
OBJECTIVE
To support development in the major growth areas through facilitating provision of
necessary transport infrastructure
POLICIES
North Edinburgh
Improving access, in particular the implementation of the Edinburgh Tram is very
important to secure the success of the North Edinburgh regeneration project and to
ensure that major housing developments planned for the area can proceed. The area
between the Firth of Forth and the city centre suffers from significant road capacity
constraints, which will be exacerbated if the developments proposed for Leith Docks and
Granton are not focused around a high proportion of journeys being made by public
transport. This will require effective management through the planning process, as well
as transport measures.
A study of alternative approaches to managing car use and access is proposed based on
best practice in high density development elsewhere in the UK and Europe. It is also
proposed that a pilot demand management scheme be developed for this area linking
incentives not to own car (city car club, provision of bus season ticket) with improved
public transport and potential funding from developers.
LU 5
The Council will examine a range of approaches to managing car travel demand in North
Edinburgh based on best practice and innovation.
A new local access road from Crewe Toll into the Granton development area, bypassing
residential roads, is in place. A package of bus-based public transport improvements to
this and the other two areas is being implemented as part of the ‘Access to Growth Areas’
package. By 2010 the Tram will provide a step change in accessibility. However, if 
Phase 1b of the tram cannot go ahead in the short term due to funding constraints other
interim measures may be required. These are most likely to take the form of additional
bus infrastructure and services, although these would not be able to provide the quality
and level of service of the tram. High quality cycle and pedestrian infrastructure is also
essential to ensuring high levels of accessibility to this area.
N
A
L
P
LU 6
D
N
The Council will examine interim options for better public transport accessibility to North
A
S
Edinburgh should Tram Phase 1b not proceed in the short term.
IE
IC
L
LU 7
O
•P
The Council will apply strict development control parking standards for new
O
development in north Edinburgh, and will develop appropriate parking controls for the
W
T
area.
T
R
PA
101

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
South East Wedge
The South East Wedge was chosen for major development because of its close proximity
to the existing housing and jobs of Edinburgh, thereby minimising the additional travel
that will be generated by its new developments.
Nonetheless the development does require further improvements to transport services
and infrastructure. Enhancements to walking, cycling and particularly bus service access
to the Royal Infirmary of Edinburgh site are now in place. Further improvements will be
delivered through the ‘access to growth areas’ package. However, access to healthcare,
especially the Infirmary, is still seen as an issue in the response to consultation on the LTS.
Further public transport improvements will be needed to tackle this issue, and to deal
with the transport impacts of the remaining components of the South East Wedge
development. In particular improved orbital bus services are likely to be necessary, whilst
the proposed Tram line serving this area, would, if it could be delivered, provide a step
change in accessibility in the longer term. In the shorter term, interim alternatives to tram
may be necessary (see Policy PT 12).
West Edinburgh
In recent years West Edinburgh has seen substantial growth, particularly in office
development, including the RBS headquarters at Gogarburn. There is still scope for
considerable further development at Edinburgh Park and adjacent areas. Furthermore if,
as seems likely, air traffic continues to grow rapidly, Edinburgh Airport will become an
even more important generator of surface travel than it is already.
The Edinburgh Tram and the Edinburgh Airport Rail Link will provide a much needed step
change in transport connectivity to support the growth of this area – of national
importance as recognised in the West Edinburgh Planning Framework. This supports the
development of existing key uses but does not support greenfield development before
2020. After 2020 such development remains a possibility subject to a range of criteria
which transport investment needs to take into account.
The Fastlink guided busway, and radial local bus services together with Edinburgh Park
station now provide good access for today’s needs. However, orbital services require
significant further strengthening. This will be assisted by the Access to Growth Areas
package, as will cycle and pedestrian access to the area. In the longer term, better
connections to the regional labour force, and to other areas of economic activity other
than the city centre, will require further development of direct links along the city bypass
corridor and to major regional centres.
LU 8
The Council will promote further connectivity improvements to support the West
N
A
L
Edinburgh Planning Framework and the Development Plan.
P
D
N
A
8.3
Accessibility planning
S
IE
IC
BACKGROUND
L
O
Measures of accessibility and the use of such measures to guide locational policy and
•P
decision making is potentially a powerful tool in ensuring land use and transport policy
O
integration. For example, by using readily available data they provide the means of
W
T
assessing how potential policies and decisions will influence the ability of particular
T
R
groups to access key facilities.
PA
102

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Some examples include:
access by elderly people without access to a car to hospital outpatient
department; and
access to jobs for unemployed young people.
The Council has already used such techniques to assess potential development locations
for a Local Plan, and they are being used to identify shortfalls in bus service provision for
this LTS.
OBJECTIVE
To make use of accessibility planning tools to guide location policy and decision-
making
POLICY
It is proposed to further develop these techniques and to use them in the development
of the Edinburgh City Local Plan and other future development planning work, as well as
to guide transport decision-making. It would be beneficial to extend this approach to the
wider city-region to ensure that accessibility considerations across boundaries are
realistically dealt with, and issue of access to a wider regional labour market, for example,
can be understood.
LU 9
The Council will develop its capacity to use accessibility planning tools and to promote
extension of this capability to the wider city-region in partnership with SESTRAN and the
Scottish Executive.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
103

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
9
Appraisal 
9.1
Consultation
CONSULTATION OVER THE LAST FIVE YEARS
Major exercises in opinion research on transport strategy in Edinburgh, including open
consultation, market research and focus groups undertaken since 2000 include:
A series of consultations on the Integrated Transport Initiative (ITI) is shown in the
table below. Phase I, the consultation on the LTS 2000 is not covered here.
Design Stage
Consultation 
Phase Title
Timing
Phase
Selection of Transport 
I
Local Transport Strategy
1999
Strategy Basis
Consultation “Edinburgh’s
Transport Choices
Identification of Preferred
II
Preparatory Market Research
2000
Transport Strategy
III
Regional Market Research
2001
IV
Strategic Regional Consultation
2002
“Have Your Say”
Detailed Transport Strategy
V
Detailed Scheme Design
2003
Design
Consultation
Opinion research commissioned from MORI by CEC. Fieldwork was undertaken
during autumn 2005.
In addition, two rounds of consultation with businesses representing the key sectors of
the Edinburgh economy (in 2001 and 2005) have identified transport as critical to
Edinburgh’s future prosperity.
All the research, undertaken over four years, is very consistent in the level of agreement
about the need to tackle congestion and improve public transport in Edinburgh, and
about the priorities for transport investment.
In the various stages of research referred to in the table above, identical questions were
asked about congestion and public transport. Each stage produced similar levels of
response to each question.
Question
Range of 
respondents agreeing
N
A
Traffic congestion on Edinburgh’s road network will get worse 
L
P
and needs to be reduced…
D
…in the city centre
72%-85%
N
A
S
…in other parts of Edinburgh outside the city centre
58%-76%
IE
IC
…on routes approaching the city bypass
53%-75%
L
O
Public transport needs to be substantially improved…
•P
O
…to Edinburgh city centre
68%-78%
W
T
…in other parts of Edinburgh outside the city centre
78%-85%
T
R
…on connections to and from Edinburgh
68%-72%
PA
104

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The biggest range relates to congestion at the edge of the city, and this variation may be
due to different experiences for those responding to the surveys (all of whom are
Edinburgh residents). In terms of how congestion should be reduced, Phase V research
identified solutions from respondents. The top three suggestions, each put forward by
over 50% of respondents, were all public transport related:
better public transport;
cheaper public transport;
more Park and Ride.
The MORI work undertaken more recently included a number of transport questions
amongst other research into attitudes to Council services. The conclusions were very
similar to those found in the Stage 1 consultation on this LTS, reported below.
The historic opinion research all appears to show a high degree of consensus that public
transport, especially bus services, needs improvement, that congestion needs to be
tackled and that transport investment should primarily be focused on sustainable
transport. Maintenance of roads and pavements is also seen as being of the highest
priority.
Many of the priorities for investment identified in the research described have been put
in place since 2000. The quality of buses and bus reliability has significantly improved in
this period, as evidenced by the reversal of the long term trend of declining patronage.
Real-time information is in place and is being extended further. Four Park and Ride sites
around the city are now operational. A number of rail improvements are already in place
such as Edinburgh Park station, with progress being made on several others, including the
Waverley line and Edinburgh Airport Rail Link. Preferred improvements identified in the
research but not implemented relate particularly to bus service quality. While some
improvements to services on weekday evenings have been provided commercially, there
has been no potential to tackle evening and weekend services, and ticketing issues, more
comprehensively due to funding constraints.
LTS 2007 STAGE 1 CONSULTATION
A range of consultation activities were undertaken for the new LTS. These took place
during January and February 2006. Activities included:
Distribution of a leaflet, with tear-off questionnaire, in a wide range of public
places and on the Council’s and Transport Edinburgh’s web sites 
20,000 leaflets were circulated;
Inclusion of leaflet questionnaire in the Evening News on 24 January 2006;
Advertising and media coverage of the consultation and the availability of the
leaflet. All the above resulted in 1,234 responses to the consultation;
N
6 qualitative discussion groups with randomly selected invited members of the
A
L
public from different areas of the city;
P
A detailed questionnaire completed by the Council’s ‘Citizens’ Panel’,
D
N
1,000 issued, 607 returned;
A
S
Circulation of an issues paper with attached questionnaire to around 200
IE
IC
organisations. These were drawn from the business community including the
L
O
Edinburgh Business Assembly, interest groups and community organisations, as
well as the Council’s Combined Equalities Forum, Community Safety Partnership
•P
O
and Sustainable Development Partnership. 30 questionnaires were returned;
W
T
A presentation to invited representatives of business and other interest groups. 44
T
organisations were invited, 10 people representing eight organisations attended;
R
PA
105

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Workshops, one with transport interest groups (17 invited, 8 attended), and one
with Community Councils and other community organisations 
(40 invited, 18 attended);
A presentation to the Combined Equalities Forum;
Individual meetings with a number of key stakeholders;
Councillors’ briefing/ presentation;
Information for City of Edinburgh Council staff, including e-mail and information
on intranet.
The principal conclusions from each element of the consultation are identified below.
Leaflet questionnaire
The topics considered to be of essential or high priority by the greatest proportion of the
1215 respondents were:
Additional maintenance of pavements
75%
Additional maintenance of roads
73%
Better bus services to other areas (ie other than to city centre)
68%
Reduce air pollution
61%
The topics considered essential or high priority by the fewest respondents were:
Increased city centre parking
26%
More road space for cars
26%
The leaflet provided the opportunity to make further comments. Most of these reflect the
priorities shown above, although better co-ordination of bus services, and better bus
access to health institutions are highlighted. Also identified are the re-opening of old rail
lines, removal or traffic management/ traffic calming measures, and more low floor buses
to accommodate wheelchairs and prams.
Citizen’s panel
The objectives included in the three top priorities by the greatest proportion of the 607
respondents to the detailed Citizen’s panel questionnaire were:
To make streets safer for all users;
To maintain streets, footways and cycleways to ensure they can be used safely and
comfortably;
To support the city’s economy by ensuring that people and goods can move
around as easily as possible; and 
To recognise the many roles that streets have for the community – as places that
people live and work, as areas that people meet, shop and relax, as well as routes
N
A
for movement whether by car, bus, bicycle or on foot.
L
P
The Citizen’s Panel questionnaire asked a series of further questions. On bus services, 83%
D
N
agreed that ‘the city has good bus services to and from the city centre’, 36% agreed (and
A
S
32% disagreed) that ‘the city has good bus services to and from other parts of the city’.
IE
Similarly, bus services during the working day were generally seen as good, but at
IC
L
weekends and evenings opinion was much more divided.
O
•P
There was overwhelming agreement that the maintenance of roads and pavements
O
W
should be a high priority for the Council. 69% agreed (and 16% disagreed) that ‘parking
T
and loading regulations should be strictly enforced’, matching the conclusions of the 2006
T
R
MORI survey. 60% agreed that ‘public transport, walking and cycling should be prioritised,
PA
even if this sometimes inconveniences motorists’.
106

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
The Panel were asked about the city centre. 59% thought that reducing traffic levels in
the city centre would make it more attractive for shoppers, residents and visitors, while
just 23% thought the traffic arrangements should be left as they are now. However, 47%
agreed (and 34% disagreed) that ‘there should be fewer restrictions on traffic movement
in the city centre than now’.
Hospitals were seen as the most difficult places to access by public transport; comments
highlight the new Royal Infirmary in particular.
Many of the Panel responses included comments. These were very wide-ranging – some
of the points raised by significant numbers and not referred to in the structured questions
included:
Better public transport integration, including ticketing;
A balance of views for and against trams;
Need for more priority for wheelchairs and prams on buses;
Improved enforcement in respect of various types of traffic infringement.
Stakeholders
The various stakeholder discussions reflected much of the public response, but added a
number of important specific issues. In particular, the business community stressed the
importance of transport infrastructure to the economy of the city; seen in turn as the
driver of the regional economy and critical to the growth of the Scottish economy as a
whole.
This reflects the ‘key sectors’ consultation carried out by the Council and
mentioned above. The delivery of major transport projects including the trams, rail
projects, and the A8000 improvement is crucial. Any disruption of cross-Forth travel due
to difficulties with the Forth road bridge would be very damaging. However, there was
also a feeling that more needed to be done to improve transport links in the south-west
and south-east of the city, rather than just the west.
The city centre also played an important part in the thinking of the business sector – it
was crucial that customers, business visitors and deliveries were able to access the city
centre and park conveniently. However, the importance of a high quality city centre
environment was also recognised.
Community Council input also reflected much of the public response with the priorities
identified in the workshops similar to those raised by the public generally. There was
more focus on some detailed issues, but also discussion of more strategic approaches
such as the need for integration of the public transport system, and better liaison of the
different agencies involved with transport (including utilities in respect of roadworks).
Representatives from rural west Edinburgh feel particularly strongly that their concerns
are not being addressed.
N
Interest groups clearly reflected their own major concerns, from the importance of good
A
L
design and sensitivity to the city’s built environment, to the need to recognise the
P
D
importance of freight and delivery and take account of these matters fully in managing
N
A
street space. The statutory requirements in relation to air quality, and government
S
objectives on climate change were also raised.
IE
IC
L
O
LTS 2007 STAGE 2 CONSULTATION
•P
This took place during summer 2006, seeking views on a consultation draft of the LTS. As
O
W
in Stage 1, there were three principal elements to the consultation: Stakeholder
T
engagement, primarily through the Edinburgh Partnership structure; representative
T
R
public views through presentations to representatives of Community Councils, interest
PA
107

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
groups and the business community; and a wider public input through a leaflet with a
summary/ questionnaire with specific questions on the draft LTS. Around 7,000 copies of
the leaflet were distributed to those that participated in Stage 1 and to the general public.
In addition the draft LTS document was provided to neighbouring Councils, SESTRAN and
FETA. The consultation was advertised in the Evening News, Scotsman, and Metro; and
was flagged in the summer edition of the Council newspaper Outlook (together with key
outcomes of Stage 1 consultation).
Separately from the Council’s consultation, the Evening News incorporated a
questionnaire on transport issues in the newspaper and website during June.
The response to the consultation was as follows:
567 responses were received from the public (371 online questionnaires and 
196 leaflet questionnaires);
Two thirds of the returned questionnaires also contained comments;
33 responses were received from stakeholders with detailed written comments;
48 stakeholders participated in the 3 LTS presentations;
Individual meetings were held with NHS Lothian and the Freight Transport
Association.
The matters raised in letters and comments included:
A wide range of public transport matters, some suggesting the Council need to do
more to improve quality and integration, some criticising aspects of Council
actions;
Comments both for and against the tram scheme;
Concern about the scale of resources and services available for Community and
Accessible transport;
The need for greater transparency and community involvement in transport
decision-making;
Support for greater investment in cycle facilities – but some concern about cyclist
behaviour;
General support for the proposed street management framework, with some
constructive suggestions for improvement.
Questionnaires
The questionnaire attached to the leaflet sought opinions from respondents on the main
elements of the LTS, as well as providing an opportunity for comment. On every question,
agreement with the LTS approach outweighed disagreement by at least 2:1, and in most
cases by much more than this. The results are summarised below.
N
LTS Proposal for Consultation
Percentage of Respondents
A
L
Agree Disagree No Opinion
P
D
PUBLIC TRANSPORT
N
A
1. Continue to install BusTracker real-time electronic
83%
9%
8%
S
information signs throughout the city
IE
IC
L
2. Add new bus lanes and traffic light priority for buses 
65%
26%
9%
O
where appropriate
•P
O
3. Ensure people with prams or in wheelchairs can 
88%
3%
9%
W
use buses
T
T
R
4. Promote and expand park and ride sites
73%
7%
19%
PA
108

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
LTS Proposal for Consultation
Percentage of Respondents
Agree Disagree No Opinion
5. Enhance transport services for disabled people
76%
5%
19%
6. Improve bus services linking areas outside the 
84%
3%
14%
city centre
7. Improve bus services at evenings and weekends
83%
3%
14%
8. Improve access to hospitals particularly 
83%
4%
13%
the Royal Infirmary
9. Improve public transport in rural west Edinburgh
53%
6%
41%
STREETS
1. Give priority to different street users depending on
70%
21%
9%
the role of the street concerned (eg priority to 
pedestrians on city centre shopping streets priority 
to buses on main roads to the city centre)
2. Continue the increased spending of the last few years
83%
7%
10%
on road and pavement maintenance
3. Upgrade traffic light control systems to make traffic
85%
5%
10%
flow more smoothly
4. Implement the new Parking Strategy which includes 
52%
21%
27%
introducing parking permits for tradespeople and 
businesses among other changes
5. Require motorcycle parking at new developments 
48%
11%
41%
at key on-street locations and at park and ride sites
6. Give more priority to enhancing the appearance of 
74%
12%
14%
our streets and making them better places to 
walk and linger
7. Adopt a ‘Vision Zero’ road safety strategy aiming to 
79%
7%
14%
have no deaths from road accidents in Edinburgh
8. Expand 20 mph speed zones in places with 
72%
17%
11%
most accidents
9. Continue to enforce speed limits on main roads 
67%
23%
10%
using cameras
WALKING/CYCLING
1. Give pedestrians more priority on streets with high 
82%
12%
6%
N
levels of economic and pedestrian activity
A
L
P
2. Increase the number of trips made by foot by 
86%
6%
8%
D
providing an attractive convenient and safe walking 
N
A
environment 
S
IE
3. Produce a Cycling Action Plan
69%
13%
18%
IC
L
O
4. Increase the number of cycle parking stands 
72%
12%
15%
especially in shopping streets
•P
O
5. Continue the Safer Routes to School programme
87%
3%
11%
W
T
T
6. Help schools develop School Travel Plans
82%
3%
15%
R
PA
109

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
LTS Proposal for Consultation
Percentage of Respondents
Agree Disagree No Opinion
CITY CENTRE
1. Produce a ‘Transport Action Plan’ for the city centre 
79%
8%
13%
setting out how to balance access for all whilst 
providing a pleasant and safe street environment
AIR POLLUTION AND CLIMATE CHANGE
1. Update the Air Quality Action Plan to meet statutory 
86%
3%
11%
requirements by 2010
2. Study the feasibility of a low emissions zone which 
75%
12%
13%
would stop access to polluted areas by the most 
polluting vehicles
3. Promote walking cycling and public transport improve 88%
5%
7%
-ments to help reduce carbon dioxide emissions
INTEGRATION
1. Support expansion of the One-Ticket integrated ticket 86%
3%
12%
2. Integrate tram and bus ticketing
82%
6%
12%
3. Complete bus-to-bus interchange points develop 
75%
9%
15%
key interchange points between trams and buses 
and develop Haymarket as a major public transport 
interchange
REGIONAL TRANSPORT
1. Continue to lobby for strong rail links throughout 
87%
4%
9%
the Lothian area including upgrading Waverley and 
Haymarket stations developing the Edinburgh Airport 
Rail Link (EARL) the Bathgate to Airdrie rail link 
the Borders Railway and the South Suburban Railway
2. Support replacement of the Forth Road bridge if 
52%
29%
19%
necessary and if accompanied by measures to limit 
traffic growth
A survey was also carried out by the Evening News in June 2006. Responses were received
from over 2400 Edinburgh residents. This showed 49% supporting the tram network
(36% against), 72% supporting the airport rail link (17% against), and over 70% agreeing
that Edinburgh’s bus services were among the best in the country. However, 70%
considered that car parking in Edinburgh is too expensive. Full results are also included
N
A
in the Consultation report.
L
P
D
9.1
STAG
N
A
S
IE
BACKGROUND
IC
L
This following section contains an assessment of the policies contained in this LTS. The
O
assessment provides the justification for the preferred draft strategy that is set out in this
•P
LTS and compares this with two alternatives.
O
W
T
The detailed background appraisal work to justify the contents of the Appraisal Summary
T
R
Table (ASTs) below are not included here but are available in a separate document.
PA
110

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
STRATEGY DEFINITION 
Central Case
This was predicated on the Base Strategy contained in the Local Transport Strategy 2004.
The scenario attempts to balance the use of limited resources on a range of projects that
will reduce congestion, pollution, improve health and safety and provide a transport
system that is accessible to everyone thereby moving towards the Council’s broader
economic, environmental and community objectives.
Crucially, it means the spreading of resources relatively thinly throughout the city on a
range of policies and measures to meet a wide range of objectives.
A key issue is the uncertainty surrounding the amount of funding that is likely to be
available over the next few years. This factor affects all three scenarios and at this moment
in time it has been assumed that funding will remain approximately the same as in the
recent past with extra funds available for major schemes such as the tram and rail
improvements.
Alternative One Strategy
This continues to develop the current strategy but adjusts resources so that an increasing
proportion goes to meet particular needs.
The scenario aims to meet the demands of those who do not have access to a vehicle and
supporting those who prefer to use alternative modes. It prioritises areas and groups
with relatively low car use. The scenario also prioritises improvements in environmental
quality, especially air quality and the quality of the city centre environment.
Walking, cycling and public transport improvements are absolutely key. Improving the
environment for walking and cycling in particular, is viewed as crucial in efforts to
improve accessibility for the less well-off as well as making highly significant
contributions to environmental quality.
High priority is placed on improving conditions for the mobility impaired including
increasing resources for more accessible and community transport schemes and ensuring
that the public transport network is as easy and convenient to use as possible.
Resources are concentrated on travel by people within the city, especially local residents.
This means that park and ride is not seen as a priority as it caters primarily for commuters
and visitors from outwith the city boundary. Likewise, the focus for rail improvements is
for journeys within the city, looking particularly to reopen the South Suburban line.
Priority is given to implementing the tram network within the urban area but the link to
Edinburgh Airport is seen as less important.
N
A
L
Travel planning is focused on schools, again in key target areas – principally less well off
P
parts of the city where child pedestrian and cycle casualties are likely to be highest.
D
N
This focus means that less attention would be paid to business travel planning under this
A
S
scenario.
IE
IC
L
Air Quality is tackled by prioritising the granting of monies to improve emissions from
O
buses and taxis to Euro IV standard. City Centre environmental policies are also enhanced
•P
by introducing much more pedestrian priority, and no further car parking capacity
O
W
provides further impetus to public transport trips, cycling and walking.
T
T
R
PA
111

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Key targets for resources:
1 identifying genuine needs and satisfying unmet demand amongst those who do
not have access to a vehicle, especially for journeys within the city that could be
made on foot, bicycle or public transport;
2 supporting communities where access is available to a private vehicle but choice is
often made to use alternatives instead;
3 implementation of significant measures to improve environmental quality
including street scene and air quality, especially in the city centre.
Alternative Two Strategy
This continues to develop the current strategy, adjusting it to make the most of the
existing transport network.
The scenario is mainly focused on facilitating better
accessibility and ensuring that traffic flow is maintained or improved. It also attempts to
improve access for freight with some policies that are additional to the central case.
In an effort to reduce the potential for extra congestion, policies that impede the flow of
traffic are discouraged.
Street management and maintenance policies are geared
towards general traffic flow rather than specifically supporting public transport or other
sustainable transport movement. In addition, accessibility is maintained by, for example,
maintaining on-street parking in local shopping centres in the expectation that this will
contribute to their vitality and viability. Extra short stay car parking over and above that
proposed in the central case is provided in the city and local centres in an effort to satisfy
the demands of retailers and shoppers who access by car.
In refocusing resources less priority is put on satisfying the ‘social need’ for supported bus
services and services for the mobility impaired. More resources are steered towards the
commuter by, for example, supporting park and ride bus services and services to business
parks. Linked to this is strong emphasis on business travel planning.
The scenario also proposes a wider range of policy measures to manage congestion in the
peaks, some of which have not been used in Edinburgh to date. This includes introducing
High Occupancy Vehicle lanes, some of which could replace bus lanes, and allowing heavy
goods vehicles to use some HOV and bus lanes too.
Key targets for resources:
1 Additional measures to reduce congestion;
2 Measures to address perceived and actual accessibility by car for shopping, leisure
and other non-commuter trips to the city and local centres;
3 Measures to maximise efficient use of road and kerbspace.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
112

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPRAISAL SUMMARY TABLES
The following pages set out draft appraisal summary tables for the central case strategy
and the two alternatives.
Appraisal Summary Table – Central Case
Proposal Details
Name and address of authority or 
City of Edinburgh Council
organisation promoting the proposal:
Proposal Name
‘Central Case’
Name of Planner
Proposal
Attempts to provide a 
Estimated Total Public 
£600 million over 
Description
balanced package that 
Sector Funding 
20 years
satisfies a wide range 
Requirement
of objectives with a 
limited and uncertain 
amount of funding 
over the next few 
years
Funding sought from N/A
Amount of Application
N/A
Background Information
Geographic context
The City of Edinburgh is the capital city, the centre for government and
location of Scotland’s parliament. It is strategically situated on the southern
shore of the Firth of Forth, an estuary of the North Sea on Scotland’s east
coast. Edinburgh offers a combination of heritage, colour and culture with
dramatic contours, long surviving buildings, breathtaking views, green hills,
and a compact bustling city centre which have all encouraged a
cosmopolitan population.
Social context
In 2001 city had a population of 450,000 living in over 200,000 households.
Population is expected to increase 7% by year 2015. The Council area
covers 26,000 hectares and is mainly urban in character with around 30%
rural. Edinburgh has a large regional hinterland with a further 600,000
inhabitants, many of whom depend on employment, retail, leisure and
other uses in the City. 40% of households in the City have access to a car.
The working population has higher than average educational achievement
and above average income. However, the average situation masks
significant pockets of deprivation and parts of the city have qualified for
ERDF Objective 2 funding as a result.
Economic context
Edinburgh and the region have continued to experience sustained
economic growth over the last 5 years, in spite of a slow-down in the
national economy. The number of jobs in Edinburgh is now expected to
increase by 15% between 2000 and 2015, an increase on predictions made
in 2001. Edinburgh is the major driver of economic success, both for its
wider region and for the Scottish economy as a whole. There are however,
potential constraints to the continuation of this economic success story.
These include labour and skill shortages, high housing and land costs and,
especially relevant to this LTS, constraints on the capacity of transport
infrastructure leading to congestion and unreliability.
N
A
L
Planning Objectives
P
Objective:
Performance against planning objective:
D
N
A To facilitate reliable and convenient access 
Good: Policies will achieve the objective and 
A
S
to the city and movement within it, in 
there should be reliability and convenience 
IE
particular by reducing congestion;
improvements for all modes. However in the 
IC
L
absence of congestion charging the magnitude 
O
of benefits will be relatively low 
•P
B To increase the proportion of journeys made  Very good to excellent: Most policies will make a 
O
on foot, by cycle and by public transport;
major positive contribution to this objective,
W
T
especially those for public transport including 
T
tram and rail, park and ride and land use 
R
planning.
PA
113

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
C To implement the tram project
Good: Air quality policies are a key driver to 
implementation of tram. Street management,
public transport, land use planning and policies 
to improve city centre environment should also 
contribute to successful implementation.
D To reduce the need to travel, especially 
Good: Land use planning and travel planning 
by car;
policies will help cut travel distances and public 
transport/ park and ride will do most to 
encourage longer distance travel by non car 
modes.
E To reduce the adverse impacts of travel,
Good to very good: Most policy sections in the 
including road accidents and environmental  draft LTS will make a major positive contribution 
damage;
to this objective, especially those in the ‘safety 
and health’ section. Other policies will help 
reduce environmental impacts of transport.
F To recognise the many roles that streets 
Good: Many policies in Part Two do not have an 
have for the community – as places that 
impact on this objective, however, street 
people live and work, as areas that people 
management, air quality, walking and city 
meet, shop and relax, as a setting for the 
environment policies all have beneficial impacts.
city’s built heritage, as well as routes for 
movement whether by car, bus, bicycle or 
on foot 
G To improve the ability of people with low 
Good to very good: A range of policies will 
incomes or mobility impairments to use the  contribute very positively including some in the 
transport system; and
section on car travel.
H To ensure that the road, footway and cycle 
Good to very good: Street management,
network are of a standard suitable for safe 
maintenance, air quality, walking, safety and 
and comfortable movement.
health and the city centre environment policies 
all contribute very well
Rationale for selection or 
The Central Case provides a balanced approach to the 
rejection of proposal
implementation of a wide range of policies and proposals aimed at 
meeting a wide range of objectives. The central case will take 
forward adjusted and updated policies that follow the thrust of 
policies established and implemented over the past few years. It 
represents a retrenchment from the ‘preferred strategy’ that formed 
the basis of the previous Local Transport Strategy, which had been 
predicated on congestion charging. It represents an attempt to 
spread a limited and uncertain amount funding in the next few 
years over a range of modes and initiatives. To this end it fits closely 
with national transport policy and notwithstanding concerns about 
future funding, will make a fitting contribution to each of the 
Government’s five transport criteria on the environment, safety,
economy, integration and accessibility.
Implementability Appraisal
Technical
There are not expected to be any technical difficulties 
implementing the policies and proposals contained in the LTS 
N
Central Case Strategy.
A
L
P
Operational
There are not thought to be any factors which might adversely 
affect the ability to implement the strategy’s policies over its 
D
N
projected life.
A
S
Financial
There are significant changes to the arrangements for funding of 
IE
local transport infrastructure. Funding for ‘strategic schemes’ will in 
IC
L
future be channelled through SESTRAN. However, the funding 
O
available through this route is relatively modest. RTPs will have to 
•P
bid separately for funding of larger projects which will result in the 
O
Council’s involvement in promoting investment in transport 
W
infrastructure becoming more indirect than is the case currently. At 
T
the more local level, there is a serious lack of clarity about how 
T
R
funding for schemes will be sourced. The Council will seek to 
PA
maximise alternative sources of funding for both revenue and 
114

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
capital spending on transport, including searching for innovative 
approaches.
Public
Results of consultation show that the majority of respondents 
supported the general direction of the last LTS so the new LTS 
Central Case adjusts and updates certain elements rather than 
making a fundamental change of direction. All the research over 
the last 4 years is very consistent in the level of agreement about 
the need to tackle congestion and improve public transport, and 
about the priorities for transport investment.
Governments objectives for transport 
Environment
Information
Noise and vibration
No policies directly address these issues, however the Street 
Management Hierarchy should help reduce the impact of noise and 
vibration. So too will managing the impact of lorry and bus 
diversions required because of weak bridges and other restrictions 
on the network.
Air Quality – Nitrogen 
The Council is addressing these issues through its Air Quality Action 
Dioxide and Particulates
Plan (AQAP). The LTS provides the framework of policies and 
measures to help bring the AQAP to fruition. Particulates (PM10s) 
have not been found to be a problem, however Nitrogen Dioxide is 
proving to be more intractable, with areas of the city seeing an 
upward trend in the level of emissions. EU limits set for the year 
2010 are likely to be exceeded in a number of places.
Air Quality – Carbon 
Car ownership and use are less in Edinburgh than in the rest of the 
Dioxide emissions 
country. A relatively high proportion of trips are already made on 
foot, public transport and by bicycle. Policies to improve and further 
increase the use of sustainable transport and encourage less use of 
private vehicles will help reduce CO2 emissions. Also, it’s possible 
that relatively high incomes in the Edinburgh area mean that the 
average age of vehicles is younger. The younger vehicles are, the 
less CO2 they tend to emit.
Visual Amenity 
It is a key objective to recognise the role that streets have not just 
and Cultural Heritage
in moving people and vehicles but also as places that people live 
and work, relax, shop etc. The street environment is given increasing 
importance in this version of the LTS, especially the city centre, but 
also in local centres. A wide range of policies aim to introduce 
appropriate design and give appropriate priority to different users,
helping to make for safe and comfortable movement and use of 
street space.
Safety 
Accidents
The general medium term trend continues to be very positive with
casualties decreasing at all levels of severity. The decline has been
less in more recent years, however Government target reductions
for year 2010 have already been met. A key aim of the LTS is to
target improvements at vulnerable road users, and policies are in
place to maintain and improve safety in a variety of ways including
N
more 20 mph zones, road safety and driver behaviour education,
A
L
speed cameras, safer routes to school etc.
P
D
Security
Scottish Household Survey results show that in general Edinburgh
N
residents feel more secure using public transport than in other
A
S
parts of Scotland. Policies aim to ensure this will continue. The
IE
Council will also take action to improve the pedestrian environment
IC
through street lighting and CCTV coverage.
L
O
Economy 
•P
O
User Benefits
Recent data shows a levelling off of traffic growth in the urban area.
W
A key aim is to improve congestion and reliability through policies
T
that increase use of sustainable transport, however having rejected
T
R
congestion charging, improvements will be less than anticipated in
PA
115

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
the previous LTS ‘preferred strategy’. Public transport users should
benefit from a range of policies. However, the scope for  reductions
in bus journey time on radial routes into the city centre are limited
given that bus lanes and other priority measures have (in the main)
already been introduced where possible. Improvements to services
and associated infrastructure on orbital bus routes will increase
benefits to bus users making these journeys. Improvements to the
rail system and park and ride will benefit non-Edinburgh residents
in particular, however Edinburgh residents will benefit by seeing
traffic levels of in-commuting either maintained at present levels or
reduced.
Operator Benefits
Operators will benefit from encouragement to increase public
transport use.
Economic Activity and 
It’s difficult to predict likely impacts on different sectors of the local 
Location Impacts – 
economy. Policies ought to contribute to improvements in 
Local Economic Impacts
congestion and reliability but how significant these improvements 
will be is difficult to judge. New short stay city centre parking 
policies should help maintain the vitality of the city centre 
economy. Pressure is likely to be maintained for development in 
peripheral locations. Policies promote better connectivity to West 
Edinburgh and the mitigation of the effects of extra traffic in north 
Edinburgh as a result of Waterfront developments.
National Economic Impacts
Edinburgh’s buoyant economy is a significant driver of the national
economy. The predicted population increase and continuing
increase in in-commuting will put added pressure on transport
infrastructure and services. Policies are in place to maintain recent
trends which show decelerated traffic growth with increased use in
public transport.
Distributional impacts
Policies will not prevent movement of some jobs and services to
non-central locations, however other policies are in place to help
improve accessibility to these areas, especially for those without
access to a car.
Integration
Services and ticketing
Policy PT1 supports integration between transport modes and
operators within the legal framework allowed. Policies support and
develop the ‘One Ticket’ multi-modal, multi-operator ticket in
conjunction with SESTRAN.
Infrastructure and 
Policies identify and enhance interchange points, support park and 
information
ride, and propose the development of a comprehensive passenger 
information strategy.
Land Use and 
Policies seek to ensure integration of land-use planning and 
Transport Integration
transport policies. Accessibility planning tools are proposed to be 
used to help ensure integration. There are specific policies to 
improve access to west and north Edinburgh. General policies relate 
to travel plans, developer contributions to transport infrastructure,
presumption in favour of access to developments by sustainable 
N
modes.
A
L
P
Policy Integration
The LTS has been developed with particular relevance to health,
social inclusion and air quality. It is also based on the belief that
D
N
congestion and reliability improvements will benefit economic
A
development.
S
IE
IC
Accessibility and Social Inclusion 
L
O
Community Accessibility – 
The Council now has the tools to assess accessibility issues. It will 
•P
Public Transport coverage
consider supporting new or improved bus services in partnership 
with operators including services where there is a demonstrable 
O
W
social need. The LTS also increases emphasis on orbital routes.
T
T
Community Accessibility – 
Planning tools can now assess accessibility on foot and bicycle.
R
access to local services on 
A general thrust of the LTS is to improve access by these modes as a 
PA
116

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
foot and by bicycle
priority and this is reflected in a wide range of walk and cycle 
policies which should result in safe, convenient and easy access
Comparative Accessibility – 
Investment in public transport, cycling, walking and community 
access for different 
transport schemes will improve access for those without a car and 
social groups
for the mobility impaired.
Strategic Environmental Assessment (SEA)
Summary of SEA outcome
Assessment of the Central Case policy options identified that the
majority of the effects of the policies on SEA criteria will be positive.
There were a number of negative effects identified which were
dealt with through proposed mitigation measures. Several parking
policies scored negatively. These policies are aimed at supporting
the city centre economy through improvements in perceived
accessibility by car. Although perceived availability of spaces may
result in more people travelling by car, some of the policies (and
also other policies within the LTS) have also been designed to
reduce peak hour traffic and improve public transport accessibility.
By also increasing accessibility by public transport and other
sustainable modes the balance between the level of private and
public transport should be maintained.
In summary, the evolution of the environment with the preferred
LTS policies is likely to have a generally positive environmental
benefit, and it is likely that environmentally negative effects would
result without its implementation. It is considered that the LTS is
doing as much as possible to achieve environmentally positive
outcomes whilst delivering Edinburgh’s transport needs within the
financial, political and economic constraints incumbent upon the
Council.
Appraisal Summary Table – Alternative One
Proposal Details
Name and address of authority or organisation 
City of Edinburgh Council
promoting the proposal:
Proposal Name
‘Alternative One’
Name of Planner
Proposal Description
Aims to meet the demands of  Estimated Total Public  Assumed to be 
those who do not have access  Sector Funding 
similar to Central 
to a vehicle and to support 
Requirement
Case 
those who prefer to use 
@ £600 million 
alternative modes. Prioritises 
over 20 years
areas and groups of residents 
within the city that have 
relatively low car use. Puts less 
priority on journeys starting 
beyond the city’s boundary.
Also concentrates resources on 
improving environmental 
quality. Policies to encourage 
sustainable transport provide 
N
a common link between 
A
L
improving accessibility and 
P
environmental conditions.
D
N
Funding sought from N/A
Amount of Application N/A
A
S
IE
Background Information
IC
L
Geographic context
See Central Case
O
•P
Social context
Ditto
O
Economic context
Ditto
W
T
T
R
PA
117

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Planning Objectives
Objective:
Performance against planning objective:
A To facilitate reliable and convenient access 
Neither good nor poor: Similar to central case 
to the city and movement within it, in 
except that not giving any priority to tackling 
particular by reducing congestion;
journeys that start beyond the city’s boundaries 
will increase congestion, unreliability and 
inconvenience within the city. Giving reduced 
priority to business travel planning will also have 
negative effects.
B To increase the proportion of journeys made  Good: Again similar to central case but also 
on foot, by cycle and by public transport;
reflects additional benefits of alternative walking 
and cycling policies. Again highlights problems 
of not tackling journeys originating outwith the 
city and giving limited priority to business travel 
planning.
C To implement the tram project
Good: Extra impetus from air quality, parking and
city centre policies in this scenario is off set by 
the assumption that tackling external 
connectivity - connecting tram to the airport - 
is given low priority.
D To reduce the need to travel, especially 
Good: Overall similar to central case. Reflects 
by car;
benefits of extra emphasis on walking and 
cycling policies, but also problems that will arise 
from not giving priority to reducing or 
encouraging transfer to public transport for 
journeys from outwith the city.
E To reduce the adverse impacts of travel,
Good: Air Quality and city centre policies bring 
including road accidents and environmental  additional benefits but again are off set by 
damage;
failure to giveany priority to journeys coming in 
to the city, and business travel planning.
F To recognise the many roles that streets 
Good: Street management, safety and health 
have for the community – as places that 
policies are more beneficial than the central 
people live and work, as areas that people 
case, but park and ride and maintenance policies 
meet, shop and relax, as a setting for the 
are less effective in satisfying this objective.
city’s built heritage, as well as routes for 
movement whether by car, bus, bicycle or 
on foot
G To improve the ability of people with low 
Very good: Overall more beneficial than the 
incomes or mobility impairments to use the  central case. Improving accessibility for the 
transport system; and
mobility impaired is a key part of this alternative.
Walking, public transport and community 
transport policies are all key elements.
H To ensure that the road, footway and cycle 
Very good: Very similar to the central case 
network are of a standard suitable for safe 
and comfortable movement.
Rationale for selection or 
This strategy has been rejected because it fails to provide a balance 
N
A
rejection of proposal
that satisfies the wide range of objectives. Whilst it provides some 
L
P
environmental benefits and very good accessibility and social 
D
inclusion policies it fails to tackle the needs of commuters, visitors 
N
and businesses adequately (especially those coming into the city 
A
from beyond its boundaries) by having a limited effect on 
S
IE
congestion and journey reliability. It demonstrates that by 
IC
concentrating resources on a limited range of priorities, disbenefits 
L
O
are likely to arise in areas that are not given any priority.
•P
Implementability Appraisal
O
W
Technical
There are not expected to be any technical difficulties with the
T
policies and proposals contained in Alternative One.
T
R
Operational
There are not thought to be any factors which might adversely
PA
118

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
affect the ability to implement the strategy’s policies over its
projected life.
Financial
There are significant changes to the arrangements for funding of
local transport infrastructure. Funding for ‘strategic schemes’ will in
future be channelled through SESTRAN. However, the funding
available through this route is relatively modest. RTPs will have to
bid separately for funding of larger projects which will result in the
Council’s involvement in promoting investment in transport
infrastructure becoming more indirect than is the case currently. At
the more local level, there is a serious lack of clarity about how
funding for schemes will be sourced. The Council will seek to
maximise alternative sources of funding for both revenue and
capital spending on transport, including searching for innovative
approaches.
Public
Results of consultation show that the majority of respondents
supported the general direction of the last LTS. This alternative fails
to tackle adequately the wide range of issues that research over the
last 4 years has shown to be important to the public.
Governments objectives for transport 
Environment 
Noise and vibration
Greater emphasis on improving the quality of the street
environment (especially of the city centre) implies that the Street
Management Hierarchy would be even more important under this
alternative than the central case. This implies a bigger reduction in
the impact of noise and vibration in ‘sensitive’ environments.
Air Quality – Nitrogen 
The Council is addressing these issues through its Air Quality Action 
Dioxide and Particulates
Plan (AQAP). Under this alternative more resources are directed to 
ensuring that measures proposed in the AQAP come to fruition.
Parts of the city which are currently seeing an upward tend in the 
level of NO2 emissions would be tackled as a high priority and 
funding would be available for further emission reduction 
measures. EU limits set for the year 2010 would consequently be far 
less likely to be exceeded.
Air Quality – Carbon Dioxide  This scenario gives added emphasis to supporting sustainable 
emissions
transport and encouraging less use of private vehicles. This will help 
reduce CO2 emissions more than the central case.
Visual Amenity and 
Further emphasis is given to the role that streets have not just in 
Cultural Heritage
moving people and vehicles but also as places that people live and 
work, relax, shop etc. More resources will support a wide range of 
policies which aim to introduce appropriate design and give 
appropriate priority to different users, helping to make for safe and 
comfortable movement and use of street space.
Safety
Accidents
In this alternative resources are prioritised on specific road safety
problem areas especially those areas that are relatively deprived.
This is in contrast to the central case where resources are spread
N
A
more thinly throughout the area. Added emphasis is given to
L
P
targeting vulnerable road users in a greater effort to increase
D
journeys on foot and bicycle, especially in socially excluded areas.
N
A
Security
Greater priority is given to socially deprived areas where crime and
S
fear of crime are more likely to discourage people from making
IE
journeys they feel they need to make.
IC
L
O
Economy
•P
User Benefits
As resources are directed elsewhere there is less importance given
O
to reducing congestion and improving reliability especially through
W
T
measures such as park and ride. Whilst there is increase emphasis
T
on orbital bus routes, these are focused on linking socially deprived
R
PA
119

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
areas to job opportunities and health facilities rather than
attempting to relieve congestion by providing public transport
alternatives. The result is likely to be the acceleration in traffic
growth just at the time that growth appears to be levelling out.
Operator Benefits
Bus operators are more likely to benefit from this option as subsidy
is increased for more socially necessary services, particularly on
orbital routes.
Economic Activity and 
As with the Central Case it is difficult to predict likely impacts on 
Location Impacts – 
different sectors of the local economy. However policies could result
Local Economic Impacts
in increased congestion and unreliability and therefore act against 
the local economy. No further short stay city centre parking is 
provided in this alternative which could put pressure on city centre 
retailing. Policies could also undermine the viability of 
developments in north and west Edinburgh, although in this 
scenario the tram is still seen as an important measure as it should 
not only help reduce social inclusion and improve environmental 
quality, but also encourage a shift from private vehicles.
National Economic Impacts
Edinburgh’s contribution to the national economy could be
undermined as congestion and reliability fail to improve or
deteriorate.
Distributional impacts
This scenario is more likely to encourage dispersal as more
congestion encourages business to try and locate in less congested
areas. However there would be increased  emphasis on linking
dispersed job opportunities to deprived areas by public transport 
Integration
Services and ticketing
There would be greater emphasis on integration of services, to give
more support and encouragement to those using public transport
already, and to improve accessibility for socially deprived persons.
Infrastructure 
There would be greater emphasis on these aspects, though park 
and information
and ride would not be seen as a priority.
Land Use and 
Policies still seek to ensure integration of land-use planning and 
Transport Integration
transport policies. Accessibility planning tools are proposed to be 
used to help ensure integration, especially for links from deprived 
areas. There is likely to be increased pressure for dispersed 
employment however there remains a strong presumption in 
favour of access to developments by sustainable modes.
Policy Integration
Policies developed with increased relevance to health, social
inclusion and air quality compared to the central case.
Accessibility and Social Inclusion
Community Accessibility – 
The Council now has the tools to assess accessibility problems.
Public Transport coverage
In this scenario the Council will support new and improved bus 
services, possibly in partnership with operators especially where 
there is social need.
Community Accessibility – 
Greater emphasis is put on improving local access on foot and by 
N
access to local services 
cycle especially in socially excluded areas.
A
L
on foot and by bicycle
P
D
Comparative Accessibility – 
Increased investment in public transport, cycling, walking and 
N
A
access for different 
community transport schemes will improve access for those 
S
social groups
without a car and for the mobility impaired.
IE
IC
L
Strategic Environmental Assessment (SEA)
O
Summary of SEA outcome
Whilst many Alternative One policies were environmentally
•P
beneficial, they were ultimately rejected for financial, political or
O
economic reasons. Some measures such as Low Emission Zones
W
were assessed in full and are being considered more fully by the
T
T
City Council, and others were taken into the LTS as it developed.
R
PA
120

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Appraisal Summary Table – Alternative Two 
Proposal Details
Name and address of authority or 
City of Edinburgh Council
organisation promoting the proposal:
Proposal Name
‘Alternative Two’
Name of Planner
Proposal Description
Continues to develop the 
Estimated Total Public Assumed to be 
current strategy, adjusting it 
Sector Funding 
similar to Central 
to make the most of the 
Requirement
Case @ £600 
existing transport network.
million over 20 
The scenario is mainly 
years
focused on facilitating better 
vehicular accessibility and 
ensuring that traffic flow is 
maintained or improved.
It also attempts to improve 
access for freight with some 
policies that are additional to 
the central case.
Funding Sought From N/A
Amount of Application N/A
Background Information
Geographic context
See central case
Social context
Ditto
Economic context
Ditto
Planning Objectives
Objective:
Performance against planning objective:
A To facilitate reliable and convenient access to  Neither good nor poor: Many alternative 
the city and movement within it, in particular  policies are poor in comparison to the central 
by reducing congestion;
case. Only alternative ‘car travel’ policies come 
out more positively by increasing convenient 
access for (potential) car users.
B To increase the proportion of journeys made  Poor: Parking and maintenance policies 
on foot, by cycle and by public transport;
expected to have very undesirable impacts.
Car travel and public transport policies will also 
go against this objective.
C To implement the tram project
Neither good nor poor: Very similar to central 
case except that additional parking, city centre 
environment and street management policies 
may undermine successful tram 
implementation.
D To reduce the need to travel, especially 
Neither good nor poor: Policies on 
by car;
maintenance, walking, car travel, parking, public 
transport and the city centre environment 
discourage reduction on travel relative to the 
N
central case
A
L
P
E To reduce the adverse impacts of travel,
Neither good nor poor: Car travel and parking 
D
including road accidents and environmental  policies will have serious implications. Street 
N
A
damage;
management, maintenance, park and ride,
S
public transport and city centre environment 
IE
are all less effective than in the central case 
IC
L
F To recognise the many roles that streets have  Neither good nor poor: Freight movement 
O
for the community – as places that people 
policies have the potential to benefit this 
•P
live and work, as areas that people meet,
objective, but this is off set by the continuing 
O
shop and relax, as a setting for the city’s built  and possibly increasingly intrusive nature of 
W
T
heritage, as well as routes for movement 
many vehicular movements in this alternative.
T
whether by car, bus, bicycle or on foot
R
PA
121

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
G To improve the ability of people with low 
Poor: Efforts not to impede vehicular flow with 
incomes or mobility impairments to use the 
additional road crossings etc and refocusing 
transport system; and
resources away from additional measures for 
the mobility impaired will have negative 
impacts on this objective.
H To ensure that the road, footway and cycle 
Neither good nor poor: Freight movement 
network are of a standard suitable for safe 
policies have the potential to benefit this 
and comfortable movement.
objective, but this is off set by the continuing 
and possibly increasingly intrusive nature of 
many vehicular movements in this alternative.
Rationale for selection or 
This alternative does not represent a balanced package of measures 
rejection of proposal
as it prioritises vehicular accessibility, especially car, over other 
modes of transport in a way that impacts negatively on more 
sustainable modes as well as on health, safety, and the 
environment. Attempts not to impede the free flow of traffic 
anymore than it is at the moment will have negative impacts on 
sustainable transport, especially pedestrian movement in the city 
and local centres. Likewise, to increase the supply of parking in the 
city centre and local centres over and above the levels proposed in 
the central case will increase congestion on approach roads if not in 
the centres themselves.
Implementability Appraisal
Technical
There are not expected to be any technical difficulties with the
policies and proposals contained in Alternative One.
Operational
There are not thought to be any factors which might adversely
affect the ability to implement the strategy’s policies over its
projected life.
Financial
There are significant changes to the arrangements for funding of
local transport infrastructure. Funding for ‘strategic schemes’ will in
future be channelled through SESTRAN. However, the funding
available through this route is relatively modest. RTPs will have to
bid separately for funding of larger projects which will result in the
Council’s involvement in promoting investment in transport
infrastructure becoming more indirect than is the case currently. At
the more local level, there is a serious lack of clarity about how
funding for schemes will be sourced. The Council will seek to
maximise alternative sources of funding for both revenue and
capital spending on transport, including searching for innovative
approaches.
Public
Results of consultation show that the majority of respondents
supported the general direction of the last LTS. This alternative fails
to tackle adequately the wide range of issues that research over the
last 4 years has shown to be important to the public.
Governments objectives for transport 
Environment
N
Noise and vibration
This scenario aims to make the most of the infrastructure available,
A
L
reduce congestion by limiting restrictions on vehicular capacity and
P
opening up prioritised road space to general use. This scenario is
D
N
therefore less likely to reduce noise and vibration in ‘sensitive’ and
A
other areas. As efficient freight movement is a priority, weak bridges
S
and other restrictions will quickly be resolved.
IE
IC
L
Air Quality – Nitrogen 
Improving air quality would be less of a priority in this scenario.
O
Dioxide and Particulates
Efforts to implement the Air Quality Action Plan (AQAP) would be 
•P
undermined by extra traffic generated as a result of additional city 
centre parking spaces. Problems could also be exacerbated in local 
O
W
centres. Moving from bus priority to selective High Occupancy 
T
Vehicle lanes could also reduce use of public transport which will 
T
R
undermine air quality.
PA
122

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Air Quality – Carbon 
Car ownership and use are less in Edinburgh than in the rest of the 
Dioxide emissions
country, however this could change under this scenario. Whilst the 
average age of vehicles is likely to be less, increased numbers and 
use could undermine local efforts to reduce CO2 levels.
Visual Amenity and 
Again these would have less importance. Whilst it would not be 
Cultural Heritage
proposed to give vehicles a free reign in the city centre and 
elsewhere, the likely increase in traffic and parking areas will result 
in negative impacts as safe, comfortable movement and use of 
street space start to be undermined.
Safety
Accidents
Whilst more 20 mph zones, road safety and driver behaviour
education, speed cameras, safer routes to school etc. may continue
to be implemented, it will be more of struggle for these measures
to be effective as traffic increases and vulnerable road users
become more vulnerable still.
Security
Unlikely to be different from the central case, except that the
physical presence of pedestrians and cyclists helps reduce security
problems and in this scenario there are likely to be fewer of these
people around.
Economy
User Benefits
In this alternative there is likely to be extra capacity for vehicles as
restrictions are relaxed. There is more emphasis on moving
commuters, particularly from outside the city, and accelerated
investment in park and ride could benefit these people greatly
whilst helping to cut traffic in the city. This ought to reduce
congestion and improve reliability, however the concern is that
more traffic could be generated, filling up road space and negating
the initial benefits. Bus users could be worse off as selective bus
lanes are converted to High Occupancy Lanes. Rail users from
outside the city would disbenefit from a shift in investment to
stations and new services within the city.
Operator Benefits
Bus operators would be disbenefited as travel by private vehicle
becomes relatively attractive.
Economic Activity and 
In the medium/long term congestion and reliability are unlikely to 
Location Impacts – 
be any better in this scenario. This will maintain pressure on certain 
Local Economic Impacts
sectors of the economy to decant from the urban area. Additional 
short stay city centre parking (over and above that proposed in the 
central case) will generate more traffic and undermine the case for 
public transport including the tram. Access to west and north 
Edinburgh are likely to remain difficult.
National Economic Impacts
Medium/long congestion and reliability issues will undermine
Edinburgh’s role in being a driver of the national economy.
Distributional impacts
Policies will not prevent and may accelerate the movement of some
jobs and services to non-central locations.
Integration
N
A
Services and ticketing
Central case policies would still be in place to support better
L
P
integration, however efforts would be undermined if fewer people
D
are encouraged to use public transport.
N
A
Infrastructure and 
This scenario accelerates park and ride provision, however there is 
S
information
less importance given to bus interchange.
IE
IC
L
Land Use and 
Medium/long term congestion and reliability problems could help 
O
Transport Integration
undermine integration between policies. Policies to boost business 
•P
travel planning, favouring access to developments by sustainable 
O
transport could also be undermined. Longer term vitality and 
W
viability of the city centre could be threatened as off peak traffic 
T
increases.
T
R
PA
123

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Policy Integration
This scenario presents a less joined up approach to policy
integration. Heath, social inclusion and air quality would all be
threatened.
Accessibility and Social Inclusion
Community Accessibility – 
The scenario gives reduced emphasis to new public transport 
Public Transport coverage
services and routes which means the density of the network is 
unlikely to increase.
Community Accessibility – 
Walking and cycling will become less attractive, safe and 
access to local services on 
convenient options as parking etc. becomes easier in local and 
foot and by bicycle
city centres.
Comparative Accessibility – 
Reduced investment in public transport, cycling, walking and 
access for different 
community transport schemes will diminish access for those 
social groups
without a car and for the mobility impaired.
Strategic Environmental Assessment (SEA)
Summary of SEA outcome
Many Alternative Two policies dis-benefited the environment and
were rejected at an early stage. In general Alternative Two was less
beneficial and few if any policies were assessed in detail in the SEA
and taken into the Local Transport Strategy.
9.3
Strategic Environmental Appraisal (SEA)
BACKGROUND
Under the Environmental Assessment of Plans and Programmes (Scotland) Regulations
2004 the LTS was required to be subject to a Strategic Environmental Assessment (SEA).
Although the Environmental Assessment (Scotland) Act 2005 came into effect on the
20th February 2006 Responsible Authorities preparing qualifying plans & programmes
before 19th February 2006 are still required to follow the provision set out in the 2004
Regulations. This SEA began in December 2005, and as such is subject to the 2004
regulations.
The purpose of SEA is to ensure that the environment is given fair consideration when
developing the LTS.
This was achieved by documenting the current state of the
environment and identifying, assessing and mitigating any significant environmental
effects arising from the LTS plans and programmes whilst the LTS itself was being
developed.
The scope of the SEA was to consider the impact of the LTS on a range of environmental
areas during the lifetime of the LTS. The SEA is required to focus attention on the
environmental areas likely to be significantly affected by the LTS. It is also a requirement
for the SEA to develop and test the significant environmental effects of a range of
potential alternative LTS policy options. The purpose of this is to establish whether the
N
LTS objectives could be achieved in a more environmentally beneficial or less
A
L
environmentally damaging manner through the use of alternative policies. The SEA
P
Environmental Report describes the key findings of the SEA process. It has been prepared
D
N
by independent consultants commissioned by the Council.
A
S
IE
IC
SIGNIFICANT EFFECTS
L
O
The assessment of the effects of the LTS on the current (baseline) and future state of the
•P
environment generally found that the LTS is not likely to have a significantly adverse
O
effect on the environment. Where the SEA identified that policies contained within the
W
T
LTS were likely to affect the environment these effects were likely to be beneficial.
T
R
Furthermore, the SEA determined that without implementation of the LTS policies
PA
degradation of the state of the environment is likely.
124

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Consultation was conducted with the 3 Statutory Consultees (Historic Scotland, the
Scottish Environmental Protection Agency and Scottish National Heritage) during
February and March 2006 through the SEA Scoping Report, as required by the
Regulations. As such their views have been incorporated into the SEA Environmental
Report.
Following consultation, the SEA determined that nine environmental areas were likely to
be significantly affected by the LTS and therefore these were taken forward for further
examination through the SEA:
Biodiversity, Flora and Fauna;
Population (personal security and accessibility, mobility and severance);
Human health (road safety and health);
Soil;
Water;
Air quality;
Climate;
Cultural, archaeological and architectural heritage & townscape; and
Noise.
ASSESSMENT OF ALTERNATIVE POLICY OPTIONS
The SEA requires that alternative policy options are developed, and as part of the SEA and
STAG (Scottish Transport Appraisal Guidance) process two alternative strategies initially
containing a total of forty five indicative alternative policies were developed. The two
alternative strategies examined as part of the STAG process are referred to in Part 1
(Section 5) and Part 2 (Section 9.2) of the draft LTS. From these forty five indicative
alternative policies, six more focused alternatives were selected for further assessment
through the SEA process. In other respects, representing as they did a change of
emphasis rather than principle, these alternative policies did not produce significantly
different environmental impacts from the Central Case Strategy and have not been
considered further in the SEA. Others were discarded  because they were deemed to be
technically, environmentally, socially or financially unfeasible; or because they had already
been incorporated into the LTS as a result of the SEA Scoping Report.
The six alternative policies chosen for further assessment were examined against
significance criteria based on SEA Guidance provided by the Scottish Executive and other
UK bodies, the environmental baseline and advice from statutory consultees. The options
were then scored for their overall likely impact on each of the nine significant
environmental areas.
As can be seen in the table below, the SEA found that of the six alternative policy options,
N
one had a very negative effect on the environment, one had a negative effect and the
A
L
remaining four were likely to have a positive environmental effect.
P
D
N
Overall Scale of Environmental Significance for Alternative LTS Options
A
S
Alternative LTS Option Assessed
Scale of Environmental 
IE
Significance
IC
L
O
Option 1: Low Emissions Zone.
Positive
•P
Option 2: New approaches to speed reduction.
Positive
O
W
Option 3: Increasing road network capacity.
Very negative
T
T
R
Option 4: No implementation of Tram route line 1b.
Negative
PA
125

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Option 5: High intensity ‘Demand Management’
Positive
including Smarter Choices Programme and High 
Occupancy Vehicles in bus lanes.
Option 6: Focusing public transport improvements on 
Positive
orbital routes and routes serving local centres.
Elements of three alternative LTS options which could achieve significant positive
environmental effects (options 2, 5 and 6) have been incorporated into the LTS where it is
practical to do so. In terms of option 5, the Smarter Choices programme of measures in
the LTS has been strengthened, but policies to permit HOVs in bus lanes are unlikely to be
incorporated in the LTS due to issues of safety (particularly for cyclists), enforcement and
potential impacts on bus services.
The feasibility of an LEZ (option one) is being examined in more detail through the
Council’s Air Quality Action Plan (AQAP) as part of a wider study of low emission strategy
options. Any implementation would be dependent on the outcome of this study and the
effectiveness of other measures in the AQAP.
On environmental grounds alone it seemed reasonable not to adopt option 3 and 
option 4 which are likely to have a negative impact on the environment.
MITIGATION
A key element of the SEA was the development of mitigation to prevent or reduce the
impact of adverse environmental effects. The SEA identified five main areas of deficiency
whilst the LTS was being drafted:
Insufficient incorporation of measures on road safety education/ awareness;
Conflict between some of the LTS policies; in particular speed reduction measures
conflicted with air quality objectives;
Air quality could benefit from more focused policies, especially referring to cleaner
burning buses;
Tendency to concentrate strongly on radial and park & ride services focussed on
travel to the city centre potentially at the cost of more localised services e.g. orbital
routes;
LTS policies underestimated the value and role of Smarter Choices and did not
fully exploit its potential.
In order to address these deficiencies and prevent adverse environmental effects, the SEA
recommended new policies for inclusion in the LTS (alternative options 2, 5 and 6). A
further 29 mitigation measures were also proposed by the SEA to reduce the impact of
any adverse environmental effects arising from the LTS.
N
A
L
CONCLUSION
P
D
The SEA process has to date demonstrated that few major adverse environmental affects
N
A
will result from the City of Edinburgh Council LTS, and that appropriate measures have
S
been taken at the policy drafting stage to prevent or reduce any impacts as far as
IE
IC
practicable. Indeed the SEA has demonstrated that without the balanced package of LTS
L
O
measures the impact on the environment could be adverse and would reverse the steady
•P
environmental progress that has been made in Edinburgh with regards to sustainable
O
transport and demand management over the last ten years.
W
T
T
R
PA
126

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
10
Action Plan
10.1 Actions 
The following table sets out the proposed action plan. It identifies the achievement
measures, and potential sources of funding. Funding sources identified in italics indicate
that funding is not committed, and are suggested sources only. This Plan is supplemented
by the Parking Action Plan included as Appendix 3 of the LTS. See page 139 for acronyms.
Action
Achievement Measure 
Funding
Italics: funding
not budgeted
Governance and funding
A1
Produce annual monitoring/action plan 
Publish late 2007 and 
Internal
update report
each following year
A2
Develop framework for transport consumer  Initial proposals for 
Internal
and stakeholder engagement
consultation mid 2007
Streets
A3
Consult on and agree Street Management 
Initial guidance agreed 
Internal
Framework, guidance and indicators
mid 2007
A4
Develop an exemplar streetscape scheme in  Funding agreed autumn 
To be 
(a) the city centre or a major local shopping  2007.
determined
street and (b) an existing residential area
Proposal in place for (a) or 
(b) by end 2007, 2nd by 
end 2008
A5
Work with developers to implement an 
Proposal in place by end 
Developers
exemplar scheme for a major new 
2007
development
A6
Develop coordination arrangements to 
Arrangements operating 
Internal
ensure effective application of 
from end 2006
‘Standards for Streets’
A7
Institute professional development in 
Regular training courses 
CEC CDD 
streetscape design for engineers and 
starting 2007
Training
planners involved in transport/traffic 
scheme design
Maintenance
A8
Complete and implement Asset 
Strategy completed 
CEC rev
Management Plan including prioritisation 
January 2007
system reflecting Street Management 
Framework and other factors
A9
Extend annual TRACS survey of the 
Immediate
CEC rev
condition of the network to include 
bus lanes
A10
Continue to investigate the Council’s 
On-going
Internal
N
A
powers to improve the co-ordination and 
L
P
quality of streetworks by public utilities; and 
D
lobby for new legislation, if required
N
A
Air Quality 
S
IE
A11
Continue to monitor air pollutant levels and  Annual reports
CEC revenue
IC
L
traffic levels at key locations across the city
O
A12
Develop a Low Emissions strategy to 
In progress: Strategy 
CEC revenue
•P
promote the objectives of the Air Quality 
developed end 2006
O
Action Plan 
W
T
A13
Continue Green Fleet Policy and use 
On-going 
None additional
T
R
alternative fuels as a first option when 
(Corporate Transport Unit)
PA
service delivery requirements, cost and fuel 
supply issues are acceptable.
127

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
A14
Consider and, if appropriate, use the powers  Include in AQAP review
CEC revenue
available to carry out roadside emission 
testing.
Safety and Health
A15
Implement the actions identified in the 
Report annually in LTS
CEC capital
Road Safety Plan 2003-2008
Annual Report
SESTRAN
A16
Continue a programme of local safety 
On-going
RS
schemes through the AIP programme
A17
Continue the prioritised implementation of  On-going
CEC capital
20mph speed limits 
A18
Complete the introduction of 20mph speed  2008
CWSS
limits (part-time, where appropriate) outside 
all primary and secondary schools
A19
Establish priorities for implementation of 
On-going
Internal
other speed limit revisions in accordance 
with the Street Management Framework
A20
In collaboration with Lothian and Borders 
On-going
LBP
Police, promote appropriate road safety 
education and awareness-raising through 
various channels for all road users
A21
Agree sponsorship of ‘Pass Plus’ or similar 
Agree approach end 2007 CEC revenue
scheme for training of new drivers
A22
Continue Safer Routes to School work,
On-going
CWSS
expanding the programme to include other 
priority schools, as funds permit
A23
Continue to provide cycle parking at 
Report annually in LTS
CWSS
schools as required upgrading to covered 
Annual Report
facilities where feasible 
A24
Complete programme of making school
Complete end 2008
CEC CWSS
‘keep clear’ zigzag markings enforceable
A25
Develop working arrangement with 
To be developed 
Internal initially
SESTRAN and Lothian Health to promote 
with SESTRAN
healthy travel
Walking
A26
Develop a Pedestrian Design Guide and 
Draft: end 2007
Internal
use it to inform the design of traffic 
management, maintenance schemes and 
new developments
A27
Continue to implement a programme of 
On-going
CEC capital
providing and improving pedestrian phases  Report annually in LTS
at existing traffic signalled road junctions
Annual Report
A28
On-going programme of installing 
On-going
CEC Maint
N
pedestrian crossings including raised 
Report annually in LTS 
A
L
crossings where appropriate
Annual Report
P
D
A29
Provide dropped kerbs and tactile paving 
All crossings treated 
CEC Maint
N
at controlled and then uncontrolled 
by 2011
A
S
pedestrian crossings
IE
IC
A30
Build pedestrian improvements in to the 
Report annually in LTS
CPZ Impl
L
design of new or modified CPZs 
Annual Report
O
•P
A31
Lobby Scottish Executive for legislation to 
In progress
Internal
O
tackle footway parking.
W
T
A32
Beginning in areas of highest pedestrian 
First two streets and 
Audit - 
T
activity, conduct a pedestrian audit of city 
forward programme 
CEC revenue
R
streets and then prioritise and programme  mid 2008
Impl – 
PA
128

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
enhancement measures to the standards 
CEC Maint 
set out in the Pedestrian Design Guide.
Each audit will allow for removing 
unnecessary street furniture
A33
Prepare a core path plan in terms of the 
Complete February 2008
Internal
Land Reform Act 2003.
Cycling 
A34
Produce a detailed cycling and cycle 
Draft: Summer 2007
Internal
parking action plan
A35
Review cycle parking in city centre and 
Review: Spring 2008
CEC capital
implement increased provision
PTW
A36
Monitor and where necessary improve 
Report annually in LTS
Internal
parking provision for powered 
Annual Report
two-wheelers in the city centre and district 
centres and require motorcycle parking 
with new developments
Car travel
A37
Invest in upgraded UTMC system
Completion: Spring 2008
SESTRAN
Parking
A38
Implement the actions identified in the 
See Parking Action Plan
CEC Parking
2006 Parking Strategy – see separate 
Parking Action Plan (Appendix 3 of LTS)
A39
Monitor the use of the designated city 
Review: Spring 2008
CEC Parking
centre locations for parking, uplift and set 
down of coach passengers, including those 
which will cater for left hand drive coaches.
If there is a demand identify further facilities
Park+Ride
A40
Implement bus-based P+R at 
Site completed 2007
SESTRAN
Straiton/ Burdiehouse
A41
Extend the Ingliston P+R site
Extension completed 2008 SESTRAN
A42
Develop and implement P+R at Hillend
Site completed 2008
SESTRAN
A43
Monitor usage and review the potential for  On-going.
SESTRAN 
further bus-based park and ride sites, and 
Report annually in LTS 
revenue
for expanding those sites already delivered
Annual Report
Integrated public transport
A44
Agree tram and bus integration 
In place for start of tram 
SE (tram)
arrangements in terms of fares, ticketing 
operation
and service patterns 
A45
Develop the range of, and the access to,
Ongoing
SESTRAN
N
multi-modal, multi-operator, multi-journey 
A
L
tickets
P
D
A46
Develop, produce and distribute information Agree range of material 
To be
N
material for visitors to encourage use of 
and production milestones  determined
A
S
public transport, walking and cycling
mid 2007
IE
IC
A47
Implement current BusTracker programme  Complete 2007
SESTRAN
L
O
A48
Report on BusTracker effectiveness,
Report Mid 2007
Internal
•P
accuracy, extension to other operators,
O
channels, forward programme
W
T
A49
Implement further corridors and sites for 
Progressive 
SESTRAN,
T
BusTracker implementation: 2007-11
Operators 
R
PA
129

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
A50
Finalise and implement the Public Transport  Finalise: January 2007
Internal
Information Strategy
Ongoing implementation
A51
Provide information to the Traveline 
Ongoing
Internal
Scotland service
Tram
A52
Implement Phase 1a of Edinburgh tram
Trams operational 
SE
July 2011
A53
Implement Phase 1b of Edinburgh tram
Trams operational:
SE
July 2011
A54
Identify funding for Phases 2 and 3
Funding strategy:
CEC revenue
early 2008
A55
Initial feasibility study for SE tram interim 
Feasibility study:
CEC revenue
solution
end 2008
A56
Identify priorities for further tram 
Include in RTS 2007
SESTRAN
development and extensions
Buses
A57
Feasibility study for orbital bus services to 
Feasibility study 2008
SESTRAN
serve growth areas including infrastructure 
requirements 
A58
Identify and consult on bus route 
Prioritised proposals 
BRDG
development priorities including evening/
Autumn 2007
Developers
weekend services
A59
Study of accessibility to hospitals etc
End 2007
Internal 
A60
Explore potential of demand responsive 
Report to CEC on UK best  CEC revenue
services to serve situations of low demand 
practice Autumn 2007
in terms of time of time and location
A61
Implementation of the 2004 Access to 
Complete in 2008
SESTRAN
Growth Areas package
A62
Review the hours of operation of bus lanes  In progress: complete 
CEC revenue
and other bus priority measures
in 2008
A63
Develop and implement programme for 
Programme mid 2007
Devt – Internal
further bus priority measures
Impl – SESTRAN/ 
Operators
A64
Develop and implement decriminalised bus  System in place in main 
SESTRAN
lane camera enforcement
bus lane corridors 2008
A65
Develop and implement further bus stop 
Programme Spring 2007
CEC capital
upgrading programme 
Implement 2007 onward
Rail
A66
Support LTS rail policies through RTP and 
Report annually in LTS
Internal
lobbying of SE/Transport Scotland 
Annual Report
N
A
A67
Lobby govt for significant improvement to 
Report annually in LTS
Internal
L
P
long-distance rail travel times, especially 
Annual Report
D
reducing Edinburgh-London times to 
N
21/2 – 3 hours.
A
S
Community and Accessible Transport
IE
IC
A68
Maintain current levels of Community 
On-going
CEC revenue
L
O
Transport, subject to budgetary constraints. Budget provision
•P
A69
Seek additional sources of funding for 
On-going
Internal/Partners
O
Community and Accessible transport
W
T
A70
Ensure that trams are designed to be as 
Trams meet disability 
Tram
T
R
accessible as possible for passengers.
requirements
PA
130

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
A71
Carry out consultation on CAT vehicle 
Complete end 2008
CEC revenue
specifications 
A72
Carry out consultation with operators and 
Complete end 2008
CEC revenue
users on improved training for volunteers 
and Council employees.
A73
Seek agreement on operational standards 
Complete end 2008
CEC revenue
of CAT services.
A74
Maintain the availability and capacity of 
On-going
CEC CAT
Dial-a-Bus and Dial-a-Ride across Edinburgh  Budget provision
within available budget.
A75
Maintain Shopmobility service in Edinburgh  On-going
CEC CAT
within available budget.
Budget provision
A76
Seek operational efficiencies in sharing and  Report 2009
CEC revenue
utilising the fleets of vehicles operated by 
(potential 
the Voluntary Sector, the City of Edinburgh 
saving)
Council, Scottish Ambulance Service and 
NHS Lothian Divisions, used to provide 
community and accessible transport 
services.
A77
Form a voluntary sector vehicle pool 
In place end 2008
CEC revenue
structure in the four quadrants of the city.
A78
Identify means of voluntary sector bidding  In place end 2007
CEC revenue
for NHS and Council contracts.
A79
Maintain utilisation of the taxicard scheme  On-going
CEC CAT
at current levels subject to budgetary 
constraints.
A80
Prepare and implement Information 
In place end 2008
CEC CAT
Strategy for community and accessible 
transport services to assist users and 
suppliers.
A81
Lobby for extension of the national travel 
On-going
Internal
concession scheme to: specialised 
community transport; regular visitors to 
healthcare facilities 
Travel Awareness
A82
Continue to be an active member of 
On-going
Internal
Travelwise
A83
Seek funding for household travel 
On-going
Internal
management schemes
A84
Continue development of employer travel 
On-going
SESTRAN
plans
A85
Implement a targeted travel awareness/
To be determined with 
SESTRAN
smarter travel campaign
SESTRAN
N
A
Travel Plans
L
P
A86
Continue to implement the travel plan (TP)  New travel plan early 2007 Internal
D
for Council staff and put in place new TP 
N
A
for new HQ.
S
IE
A87
Review Council staff travel policies to 
Report early 2008
Internal
IC
ensure long distance travel by Council staff 
L
O
minimises environmental impacts while 
maintaining efficient service delivery
•P
O
A88
Continue to require TP measures as a 
On-going. Report annually Developers
W
planning condition in those developments  in LTS Annual Report
T
T
where a transport assessment is required
on developments where 
R
TPs required
PA
131

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
A89
Develop travel plans at all schools in 
On-going
CEC CWSS
conjunction with Safer Routes to Schools 
activities 
A90
Examine how TPs can be applied to other 
Report on options 
Internal
major travel generators, such as leisure 
early 2008
facilities and retail centres
City Centre 
A91
Develop City Centre Transport Strategy 
Spring 2008
CEC revenue
including an Action Plan
A92
Evaluate the effectiveness of current 
Mid 2008
To be 
pedestrian signage systems and expand 
determined
as appropriate
A93
Increase the amount of pedestrian priority 
2 new pedestrian priority  To be 
areas
areas in Phase 1 of 
determined
Capital Streets
A94
More convenient travel around city centre 
Feasibility and funding 
To be 
by public transport 
options mid 2008
determined
A95
‘Capital signs’ road signs
Remaining phases in place  CEC capital
April 2007
External connectivity
A96
Work with SESTRAN partners to develop 
Completion of RTS 
CEC revenue
and implement the Regional Transport 
April 2007
Strategy
A97
Manage implementation of the A8000 
Completion: end 2007
Scottish Exec
upgrade
A98
Work with other organisations to help 
Report annually in LTS
Internal
expand the direct passenger and freight 
Annual Report
ferry service between the Forth and the 
European continent
A99
Work with SESTRAN partners on cross-Forth  Study commissioned
SESTRAN
ferry proposals
Land Use Planning
A100
Develop and use an index of sustainable 
Agreed approach 
Internal
transport accessibility to assist:
Summer 2007
• allocation of development sites in 
Local Plans;
• consideration of major planning 
applications;
• assessing developer contributions to 
improved transport infrastructure
A101
Update ‘Movement and Development’
End 2007
CEC revenue
guidance
N
A102
Review the scope and mechanisms for 
Report and draft guidance  Internal
A
L
achieving developer contributions to 
by mid 2008
P
sustainable transport infrastructure, and 
D
N
develop guidance for inclusion in 
A
development plans 
S
IE
Monitoring and Targets
IC
L
A103
Work with SESTRAN and Scottish Executive  End 2008
To be 
O
to develop better congestion monitoring 
determined
•P
indicator(s) 
O
W
A104
Work with other Council department,
End 2007
To be 
T
SESTRAN, Scottish Executive to develop 
determined
T
R
greenhouse gas monitoring indicator(s)
PA
132

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
10.2 Monitoring
A detailed monitoring scheme to underpin the proposed annual LTS monitoring report
has been developed. The list of proposed indicators, together with the baseline data
associated with each, is set out below where data is currently available. In each case, a
desired direction of movement for the indicator has been identified if the measure is to
contribute towards the LTS objective. For some indicators, specific numeric targets have
been identified – these are set out in detail in section 10.3. The table below lists indicators
related to each of the detailed objectives included in the LTS.
A number of further indicators will need to be developed, and these are discussed at the
end of the list below.
INDICATORS IN PLACE
Streets
Indicator
Desired
direction
Street light repairs completed 
88.3% in 2004/5
Up
within seven days of being 
reported 
Percentage of road network that 
56.3% in 2004/5
Down
should be considered for 
maintenance treatment 
Maintenance
Percentage of council and private  5.3% in 2004/5
Down
bridges with a weight or width 
restriction (SPI)
Climate change and Air Quality 
Greenhouse Gas emissions from 
To be developed (See page 137) 
Down
road transport
Annual average nitrogen dioxide 
Location
Current 
Down in 
trends at locations within the city 
trend in 
all cases
centre Air Quality Management 
emissions 
Area
Westmaitland St/Palmerston Place 
Upward
Princes St 
Upward
Roseburn Terrace/Roseburn Street junction
Upward
Haymarket Terrace
Upward
Gorgie Rd/Murieston Rd junction
Same
York Place
Same
North Bridge
Same
Queen St/Frederick St junction
Downward
Leith Walk
Downward
Queen Street/North Castle St
Downward
Gorgie Road/WhitePark
Downward
Taxis and private hire vehicles 
2006 data
(phvs) meeting different Euro 
N
Emission Standards
Pre Euro
Euro 1
Euro 2
Euro 3
Euro 4 Unidentified Total
A
L
Taxis
2 34 
313
854
40
7
1250
P
(0.2%)
(2.7%) (25.0%) (68.3%) (3.2%)
(0.6%)
More
D
PHVs
18 21 
133 
563 
27 11 
773 Euro 4
N
(2.3%)
(2.7%) (17.2%) (72.8%) (3.5%)
(1.4%)
A
S
Lothian Buses vehicles meeting 
2006 data – Lothian Buses
IE
different Euro Emission Standards
IC
L
Pre Euro
Euro 1
Euro 2
Euro 3
Euro 4 Total
More 
O
63
33 202
317
0
615
Euro 4
•P
(10.2%)
(5.4%)
(32.8%)
(51.5%)
(0%) (100%)
O
W
T
T
R
PA
133

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Number of vehicle fuelling outlets  Fuel
Outlets within the
Up
with Liquid Petroleum Gas (LPG),
City of Edinburgh, 2006
biodiesel and other ‘alternative 
fuels’
LPG
5
Biodiesel
0
Natural Gas
0
Bioethanol
0
Electric
0
Hydrogen
0
Safety
Road accident casualties
See targets table in section 10.3
Down
Adults who feel, or would feel, very  Edinburgh: 65% very or fairly safe
Up
or fairly safe when travelling by bus 
in the evening
Schools with ‘Safer Routes to 
32 schools have had measures implemented 
Up
School’ measures and/or 
under the Safer Routes initiative.
mandatory 20 mph speed limits
119 are covered by mandatory 20mph limits.
There are 155 primary, secondary and special 
schools in total
Walking
Modal share of journeys to work
See targets table, section 10.3
Up
Modal share of journeys to school
See targets table, section 10.3
Up
Number of signalised pedestrian 
2006: There are 300 signalised pedestrian 
Up
crossings
crossings in Edinburgh. Of these 196 are 
pelicans, 27 toucans and 77 puffins.
Number of uncontrolled (zebra) 
2006: 36 locations with uncontrolled (zebra) 
Up
pedestrian crossings
crossings. At 16 the crossing stretches across 
both directions of travel of the carriageway.
At 20 locations the pedestrian crossing is 
broken by a pedestrian refuge usually in the 
centre of the road
Number of signalised road 
2006: 210 signalised road junctions. 130 have 
More with 
junctions with pedestrian phases
full pedestrian facilities, 69 have partial 
pedestrian
pedestrian facilities, 11 have no pedestrian 
phases
facilities
Cycling
Modal share of journeys to work 
See targets table, section 10.3
Up
Modal share of journeys to school
See targets table, section 10.3
Up
Kilometres of off road cycle facilities 2006: 75 kilometres
Up
Number of pedal cycle parking 
Put in place in 2005/6: 25 cycle racks providing  Up
facilities provided by the Council
50 spaces in 5 schools
Car
N
A
Modal share of journeys to work 
See targets table, section 10.3
Down
L
P
Modal share of journeys to school
See targets table, section 10.3
Down
D
N
A
Traffic crossing outer and middle 
328,119 vehicles cross the outer cordon and 
Down
S
cordons around the city in 
261,755 cross the middle cordon
IE
different time periods
Average daily total, Monday to Sunday,
IC
L
24 hour, two directions, 2005.
O
82,999 (outer cordon) and 60,145 
Down
•P
(middle cordon) 
O
Average weekday am peak total 
W
T
(6am to 10am), two directions, 2005
T
R
106,211 (outer cordon) and 81,500 
Down
PA
(middle cordon) Average weekday pm peak 
total (3pm to 7pm), two directions, 2005
134

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Number of city centre on-street 
2006: 3069 in the Central Area Controlled 
Down 
pay and display parking spaces 
Zone and 2956 in the Peripheral Area
(but more 
off-street)
Average maximum weekday use 
April 2006: 55% in the Central Area Controlled  Up
of on-street pay and display 
Zone
parking spaces
Number of city centre off-street 
April 2006: Total of 5344 with an average peak  Up
pay-for public parking spaces and  midweek occupancy of 71%.
average maximum weekday use 
of those spaces
Number of official park and ride 
Site
Main ride mode  Services to city Parking
Up
parking spaces with public 
to city centre
centre 7am-9am spaces
transport services to the city 
Ferrytoll,
Limited stop and 
16
1040
centre
Fife
stopping buses
Ingliston
Limited stop and
14
535
stopping buses
Hermiston
Limited stop and 
29
450
stopping buses
Newcraighall
Trains and 
4 trains/7 buses
560
stopping buses
Use of official park and ride 
Sept 2006:
Up
parking spaces with public 
Site
Number
Measure
transport services to the city 
Ingliston
74,017
Total number of 
centre
cars parked per year
Hermiston
48,594
Total number of 
cars parked per year
Newcraighall
207
Number of cars 
parked, weekday
Cost of Parking for 2 hours in the 
2006 at 2006 prices:
No change
City Centre and Peripheral 
Central Area Controlled Zone parking £3.60
Controlled Parking Zones, relative  Peripheral Area £3.20
to Retail Price Index.
Number of residents and shared 
Central Spaces
Peripheral Spaces
Up
use parking spaces for each 
1
894
5
778
subzone of the Controlled Parking  1A
492
5A
848
Zone
2
235
6
1265
3
560
7
785
4
772
8
831
Public transport
Modal share of journeys to work
See targets table, section 10.3
Up
Modal share of journeys to school
See targets table, section 10.3
Up
City of Edinburgh population 
2006
Up
within 30 minutes of major places  Employment 
Population (and percentage 
of employment by public transport  location
of total population)
between 8am and 9am weekdays  City Centre
402,682  (89.8%)
Haymarket
393,522  (87.7%)
N
Leith Docks
147,455  (32.9%)
A
L
Granton
142,115  (31.7%)
P
Edinburgh Park
110,754  (24.7%)
D
N
City of Edinburgh population 
2006
Up
A
within 30 minutes of main hospitals Hospital
Population (and percentage 
S
IE
by public transport between 
of total population)
IC
8.00am and 9.00am weekdays
Western General
225,122 (50.2%)
L
O
Hospital
Royal Infirmary 
97,086 (21.6%)
•P
of Edinburgh
O
W
Number of Lothian Buses journeys January to December 2005: 103 million
Up
T
T
(includes some journeys on LB network 
R
outside Edinburgh)
PA
135

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Percentage of population within 6  2003/4: 44%
Up
minutes of a bus stop with one bus 
at least every 13 minutes
Cost of single bus journey and a 
2006 at 2006 prices: £1 for a single journey;
Down
day ticket relative to the Retail 
£2.30 day ticket (Lothian Buses)
Prices Index
Use of railway stations in Edinburgh Station
Entries and exits
Interchanges
Up
in 2004/05
Waverley
14,219,772
617,653
Haymarket
1,571,356
232,958
South Gyle
83,284
Dalmeny
39,983
Edinburgh Park
72,887
Newcraighall
21,218
Curriehill
10,807
Wester Hailes
5,456
Kingsknowe
5,483
Slateford
5,362
Number of taxis and PHVs
2006: 1260 taxis and 773 private hire vehicles 
N/A
are licensed to operate in Edinburgh.
Number of Dial-A-Bus and 
2005/6: 63,201 Dial-A-Bus trips;
Up
Dial-A-Ride trips per year 
45,855 Dial-A Ride trips 
Use of Shopmobility
2005/6: Facilities were used 7237 times with 
Up
Scooters hired 3416 times, manual wheelchairs 
3008 times and electric vehicles 813
Use of Taxicard
2005/6: There are 8,434 Taxicard holders who 
Up
made an average of 20.35 trips in a year,
making a total of 171,693 journeys
Percentage of low floor accessible  Approximately 60% of Lothian Buses and 50%  Up
buses
of First’s buses operating in Edinburgh (2006)
Number of bus stops with 
There are around 2400 bus stops in the City.
Up
‘Clearway’ restrictions and profiled  1400 now have 24 hour Clearway markings
kerbs 
Smart travel
Number of schools with active 
2006: 30 schools (all primary) have a travel plan; Up
travel plans
17 have draft travel plans (all primary) out of 
155 schools in total including primary,
secondary and special schools
Economy
Number of destination airports 
September 2006: 73 
Up
served by direct scheduled and 
charter flights from Edinburgh 
Airport
N
Number of direct trains per 
December 2005 – June 2006
Up
A
L
weekday to 6 main cities
Destination city GNER Virgin Trains Scotrail 
P
D
London
18
1
N
Birmingham
21
A
S
Manchester
3
IE
Leeds
8
IC
Newcastle
19
8
L
O
Glasgow
8
1
76
•P
Number of official, regular guided  109 departures from Waverley Bridge every 
Up
O
tour buses
day from 17th June to 28th August 2006.
W
Between 81 and 84 departures everyday from 
T
T
8th April to 16th June and 29th August to 
R
29th October 2006
PA
136

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Average weekday rail journey time  The average weekday timetabled rail journey 
Down
Edinburgh to London
from Edinburgh Waverley to London King’s 
Cross is 4 hours 42 minutes. The fastest train 
from Edinburgh is the 10.30 departure which 
takes 4 hours 25 minutes
Average weekday rail journey time  The average weekday timetabled journey 
Down
Edinburgh to Glasgow
time from Edinburgh Waverley to Glasgow 
Queen Street is 50 minutes
Land use
Population within 10 minutes 
Population
% of population
Up
access on foot to a local grocer 
Walk to local grocer
423,242
94.3%
and within 30 minutes by public 
PT to supermarket
316,341
70.5%
transport to a supermarket 
INDICATORS TO BE DEVELOPED
A number of key indicators need further development, as discussed elsewhere in the LTS.
These include:
Greenhouse gases – further work is proposed to examine alternative approaches
(see section 3.3).
Congestion – indicators of changing levels of congestion have to date been based
on proxy measures such as traffic levels and modal share, and on modelling. More
direct congestion approaches to monitoring congestion are proposed, to be based
on journey times and/or reliability, covering public transport and general traffic if
possible. Possible techniques will be developed with SESTRAN and Scottish
Executive.
City centre traffic – this is a key issue for the city, but any indicator must recognise
the economic value of some of the traffic using the city centre. It is proposed that
an indicator focusing on through traffic and/or commuters and all day parking
should be developed. This is likely to require number-plate recognition
technology which could be linked with the city’s upgraded traffic control system
(see section 4.5). This indicator should be developed in the context of the city
centre transport strategy (see section 7.2).
Street Management and Streetscape – these form key elements of the LTS, but
monitoring requires further development in parallel with the development of the
Framework included as Appendix 5 and the Asset Management Plan (see section
3.1).
Travel by people with mobility problems – while indicators for the usage of various
forms of accessible transport are included, a measure of the relationship between
travel by people with mobility problems and the population in general was
proposed by LTS consultees. Further work is needed to identify an appropriate
and reliable measure.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
137

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
10.3 Targets
Targets for 2010 are shown in the table below. Longer term targets will be developed in
the context of the NTS and the RTS.
Trend data
LTS 2007 target
Modal split -
1999
2000
2004
All journeys by CEC
Walk
24%
24%
23% 
25% in 2010
residents
Cycle
2% 1%
2%
4%
Public transport
16%
17%
19%
22% 
Car
57%
56%
54%
47%
Other (taxi etc)
1%
2%
2% 
2%
Modal split – 
2001 2003/4
School travel
Walk
52%
56%
60% in 2010
Cycle
<1%
1%
4%
Public transport
17%
17%
19%
Car
31%
26%
17%
Modal split –
2001
2004
travel to work
Walk
15%
22%
25% in 2010
Cycle
4%
4%
6%
Public transport
25%
27%
30%
Car
54%
46%
39%
Modal split –
Walk
32% in 2010
shopping 
Cycle
5%
(citywide) 
Public transport
18%
Car
45%
Car travel
Citywide traffic
5% total increase 2001-5 <10% increase 2001-2010
City centre traffic
To be developed focusing on 
through traffic and 
commuters
Congestion
Modelled data only for 
Target based on delay/ 
congestion delays
reliability to be developed
Air quality
Pollutants
2005: standards not met  Meet standards by 2010
at some location in AQMA
Climate change
To be developed 
Road safety
All casualties 
2002-05 average 
By 2010 
compared to 1994-98
compared to 1994-8 average
Deaths   49%
Deaths: 50% reduction to 9
KSI          36%
KSI: 40% reduction to 174
Slight     23%
Slight: 25% reduction to 1600
Children
43% KSI 2002-5 average
KSI: 50% reduction to 23
by 2010 (compared to 
1994-98 average)
Walking
Pedestrian 
13% reduction 
40% reduction by 2010 
accidents
2002-05 average 
per km travelled (compared 
compared to 1994-98 
to 1994-8 average)
N
A
Cycling
Cycle accidents
22% reduction
50% reduction by 2010 
L
2002-05 average 
per cycle-km (compared to 
P
compared to 1994-98
1994-8 average)
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
138

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Glossary and Definitions
A8000
Link road from M9 to Forth Road Bridge 
(currently being upgraded as M9 extension)
Accessibility
Measure of the ability to reach one or more specified destinations
from a particular place or to reach a particular place from one or 
more destinations
Accessible transport
Transport that can be used by people with mobility handicaps
AIP
Accident investigation and prevention
AQAP
Air Quality Action Plan
AQMA
Air Quality Management Area
ASL
Advanced stop line (for cyclists
AST
Appraisal summary table (part of STAG, qv)
BAA
BAA Ltd, owners of Edinburgh Airport 
BRDG
Bus route development grant (Scottish Executive funding stream)
Bustracker
Real time information system for bus services 
CAT
Community and Accessible transport
CCTV
Closed circuit Television
CPP
Community Planning Partnership
CPZ
Controlled Parking Zone
CTU
City of Edinburgh Council corporate transport unit
CWSS
Cycling, Walking and Safer Streets
DDA
Disability Discrimination Act
EARL
Edinburgh Airport Rail Link
ECCMC
Edinburgh City Centre Management Company
ECTOG
Edinburgh Community Transport Operators group
ELSP
Edinburgh and Lothians Structure Plan
ERI
Edinburgh Royal Infirmary (Petty France) (qv NRI)
EVOC
Edinburgh Voluntary Organisations Council
Fastlink
Guided busway between Broomhouse and Sighthill
FETA
Forth Estuary Transport Authority 
(responsible for the Forth road bridge)
GNER
Great North Eastern Railway, franchise holder on the East coast 
main line
HOV
High occupancy vehicle 
N
ISA
Intelligent speed adaptation – in-vehicle systems to limit speeds
A
L
ITI
Integrated Transport Initiative (from LTS 2004)
P
D
Kerbcraft
Road safety training programme for 5-7 yr old children
N
A
LCTS
Lothian Community Transport Services
S
IE
LEZ
Low emission zone
IC
L
O
LTS
Local Transport Strategy
•P
Modal Split
Proportion of travel by each transport mode, eg Car, Bus, Cycle etc
O
W
MORI
Market research company
T
T
NO2
Nitrogen dioxide
R
PA
NOx
Nitrogen oxides
139

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
NPF
Scottish Executive National Planning Framework
NRI
New Royal Infirmary (Petty France) (qv ERI)
NTS
National Transport Strategy 
One-ticket
SESTRAN integrated ticketing arrangement
Optimum 2
EU funded ‘smarter travel’ project
P+R
Park and Ride 
PAN
Planning Advice Note (Scottish Executive)
PHC
Private Hire Car 
PTW
Powered two wheelers (motorbikes, mopeds and scooters)
Public Realm
The parts of the city (whether publicly or privately owned) that are 
available for everyone to see and use without charge 24 hours a day,
including streets, squares and parks.
RTP
Regional Transport Partnership: statutory partnership of local 
authorities established under the Transport (Scotland) Act 2005
RTS
Regional Transport Strategy: required from all RTPs (qv) for Scottish 
Executive approval and funding of major transport schemes
SCOOT
Traffic light control system
SDU
City of Edinburgh Council Sustainable Development (qv) Unit
SEA
Strategic Environmental Appraisal 
SEEL
Scottish Enterprise Edinburgh and Lothians
SESTRAN
South East Scotland Transport Partnership (qv RTP)
SfC
Services for Communities: Department of the Council 
SfS
Standards for Streets: CEC guidance publication 
SHS
Scottish Household survey
SMS
Mobile telephone text messaging service
SPI
Statutory Performance Indicator
SPP
Scottish Planning Policy (Scottish Executive)
SPT
Now Strathclyde Partnership for Transport, the west of Scotland 
RTP (qv)
SRTS
Safer Routes to Schools
STAG
Scottish Transport Appraisal Guidance 
(Scottish Executive requirement for supporting funding)
Sustainable Development Development which aims to minimise the impact of human activity 
on the environment as a whole, whilst supporting economic 
and social progress.
Sustainable Transport
Transport modes that meet the definition of sustainable development 
N
A
(qv). Usually Walking, Cycling and Public Transport modes 
L
P
considered together
D
TEL
Transport Edinburgh Ltd (CEC owned holding company for bus 
N
A
and tram interests)
S
IE
TP
Travel plan (for a business, school or household) – sometimes referred 
IC
to as Green Travel Plans
L
O
TRACS
Traffic and condition survey (measures the surface condition of roads)
•P
Transport Scotland
Scottish Executive agency responsible for rail, trunk roads and 
O
W
motorways in Scotland
T
T
Travelwise
National travel awareness campaign
R
PA
UTMC
Urban traffic management and control system 
Vision zero
No deaths from road traffic accidents
140

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPENDIX 1
LTS 2004 Action Plan monitoring detail
LTS 2004 ACTION PLAN
PUBLIC TRANSPORT
Base Strategy
Current position
PTP1 Implement the Quality Bus Corridor (QBC) 
Largely complete. Interchange provision
(A7, A701 and A199) scheme, including the provision 
of Public Transport Interchange points.
PTP2 Implement bus priority measures on the A702 
Complete
corridor.
PTP3 Implement the Access to Growth Areas package  Funding has been extended to 2007.
funded by the Public Transport Fund award for 
The bus stop improvements within the 
2003 – 2006.
Access to Growth Areas package were 
completed in December 2004. Work on 
the majority of bus priority measures 
that are part of the Access to Growth 
Areas package will be completed by 
March 2007.
PTP4 Implement the West Edinburgh Busway 
Now renamed “Edinburgh Fastlink”.
measures.
Was opened in December 2004. Peak 
journey times between the Gyle and the 
West End by up to 15 minutes. Received 
“Scottish Transport Project of the Year”
award in November 2005.
PTP5 Implement Real Time Information on the QBC 
“Bustracker” Real Time Passenger 
and expand this, with operator contributions, to 
Information system in place at 90 stops 
additional corridors.
on Leith to Straiton Quality Bus corridor 
in November 2004. Now being followed 
up by a further 150 signs on major bus 
corridors.
PTP6 Bid to the Scottish Executive for funds to 
Bus Route Development Grant of 
“Kick Start” a number of new bus routes that have the  £2.007m has been used to upgrade or 
potential to become profitable after a limited period  extend six Lothian Buses plc services.
of public subsidy.
The services are: 17, 24, 30, 35, 37, and 49.
Using City Growth money Queensferry 
bus service (from 3 BPH to 4) enhanced 
in partnership with First. Currently 
preparing new Bus Route Development 
Grant bids with a target service 
introduction in Autumn 2006.
PTP7 Publish a Bus Service Information Strategy that  Consultation on initial draft complete.
will include the Council’s minimum standards of bus 
Second round of consultation due in 
service information provision within Edinburgh.
Spring 2007
PTP8 Continue to provide information to the 
On-going
Traveline Scotland service.
N
A
L
PTP9 Publish a Bus Friendly Design Guide to ensure 
Published in June 2005.
P
a consistent standard of infrastructure provision.
D
N
PTP10 Implement the Council’s Central Edinburgh 
In place (with further modifications)
A
Traffic Management measures, including the removal 
S
IE
of general traffic westbound in Princes Street, as 
IC
modified after consideration of the Reporter’s 
L
O
recommendations.
•P
PTP11 Subject to available funding, extend selective 
60 junctions on Leith to Straiton Quality 
O
vehicle detection and priority at all traffic signals in 
Bus Corridor have been equipped with 
W
the city where this would benefit bus services.
SVD as part of “Bustracker” system.
T
T
Further junctions are being equipped as 
R
part of Access to Growth Area funding.
PA
141

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
PTP12 Upgrade bus stops in the city in terms of 
Access to Growth Area funding used to 
parking control, passenger amenity, security and 
improve over 100 bus stops. Currently a 
accessibility. This will require a prioritisation process,
programme of improving around 50 
with heavily used stops receiving highest priority.
stops is underway.
Funding is currently available for 100 stops.
PTP13 Identify all bus stops where parking obstructs  Clearway marking programme is 
bus passengers seeking to board or alight buses, at 
underway.
any time of day. Introduce appropriate bus stop 
clearways, which may be associated with short bus 
boarders, so that passengers can reach the bus 
unimpeded.
PTP14 In co-operation with Lothian and Borders Police, Still under development.
develop and implement bus lane camera enforcement.
PTP15 Review the hours of operation of bus lanes 
Curently underway.
and other bus priority measures in order to 
rationalise arrangements wherever possible, in order 
to aid understanding and enforcement and ensure 
that priority is being provided when it is required.
PTP16 Seek to expand the range of, and the access to, On-going.
multi-modal, multi-operator, multi-journey tickets 
available in the SESTRAN area, through participation 
in the One-Ticket company.
PTP17 Complete the programme of major 
Largely complete.
interchange improvements in the City Centre to 
facilitate convenient and easy transfer between 
transport modes.
PTP18 Implement bus-based Park and Ride 
Ingliston and Hermiston open;
arrangements at Straiton/Burdiehouse, Ingliston 
Straiton awaiting finalisation of land 
and Hermiston.
acquisition.
PTP19 Implement Lines 1 and 2, the north and west 
On course for trams running by 2011.
Edinburgh tram lines, by 2009.
PTP20 Complete the Parliamentary Bill procedure for  Was dependent on congestion charging;
the South East Edinburgh tram line (Line 3).
not pursued following referendum.
PTP21 Work with operators to ensure that trams and 
Transport Edinburgh Ltd established to 
buses are integrated in terms of fares, ticketing and 
develop and ensure integration 
service patterns.
PTP22 Continue to participate actively in the planning  On-going. Waverley station phase 1 
process for the redevelopment of Waverley Station 
redevelopment started March 2006;
and Haymarket Station and secure developer 
Haymarket study on-going due for 
contributions wherever appropriate.
completion June 2007.
PTP23 Continue to work with Midlothian and 
Bill passed.
Scottish Borders Councils to promote the 
Work continuing on finance package.
Parliamentary Bill procedure for the Borders Railway 
and secure opening of the route for services.
N
PTP24 Work with its SESTRAN partners to develop  
On-going, now through formal regional 
A
L
and prioritise other rail and tram schemes across 
transport partnership.
P
the region, and to take advantage of funding 
D
opportunities as these arise, to deliver these projects.
N
A
PTP25 Work with the Scottish Executive, the rail 
On-going through SESTRAN.
S
IE
industry and SESTRAN partners as appropriate to 
IC
ensure that the Bathgate – Airdrie maximises benefits 
L
O
for rail users travelling to and from Edinburgh.
•P
PTP26 Work with the Scottish Executive, the rail 
Parliamentary Bill introduced to 
O
industry and Edinburgh Airport on the 
parliament March 2006, promoted by tie.
W
implementation of a rail link to the airport to ensure 
T
T
maximum benefits for the travelling public.
R
PA
142

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
PTP27 Explore the potential of demand responsive 
No action to date.
services to serve situations of low demand, both in 
terms of time of time and location. This will take the 
form of a review of the results of current (2003) 
Department for Transport work on this topic,
followed by additional work, specific to Edinburgh,
if the national work appears promising.
Preferred Strategy 
In addition to the actions listed in the Base Strategy,
Most of these not acted on to date as 
in the Preferred Strategy, the Council would deliver 
Preferred strategy not selected at 2005 
the following improvements:
referendum.
PTP28 Supplement the existing bus service network 
No action.
in terms of frequency and coverage in order to 
address existing unmet demand and provide better 
alternatives to car use.
PTP29 Evaluate the use of congestion charging 
No action.
revenue to take initiatives on public transport fares in 
line with the objectives of the Local Transport Strategy.
PTP30 In partnership with the operators, extend 
Studies completed on potential locations 
bus priority to remaining, appropriate, parts of 
for priority.
the network.
PTP31 Complete the bus stop improvement 
No action.
programme.
PTP32 Increase the number of Public Transport 
No action.
Interchange points in the city.
PTP33 Monitor usage and review the potential for 
Funding in place for expansion of 
further bus-based park and ride sites, and for 
Ingliston site.
expanding those sites already delivered.
PTP34 Seek to achieve integrated timetabling 
Action through TEL (see PTP21 above)
between bus and other public transport modes,
including tram.
PTP35 Deliver Tram Line 3 (by 2012), and possibly 
No action.
extensions outwith Edinburgh to nearby centres, in 
collaboration with SESTRAN partners.
PTP36 In partnership with other SESTRAN local 
No action.
authorities and other appropriate bodies, implement 
proposals for better regional rail links and services to 
and through Edinburgh.
COMMUNITY AND ACCESSIBLE TRANSPORT
CAP1 Produce a Community and Accessible Transport  Draft strategy produced but not taken 
Strategy by the end of 2004 to set out clearly the 
forward as no additional funding 
actions to be implemented to improve provision 
available without Preferred strategy.
under this transport sector in consultation with 
N
transport providers (including NHS and Scottish 
A
Ambulance) and users.
L
P
CAP2 Work in partnership with community and 
Not acted on as Preferred strategy not 
D
N
accessible transport providers and users to identify 
selected at 2005 referendum.
A
projects to be implemented through the funding 
S
package available under the Preferred Strategy.
IE
IC
L
O
PARKING
•P
Base Strategy
O
W
PP1 Produce a Car Parking Strategy for Edinburgh 
A new Parking Strategy was reported to 
T
covering all aspects of car park policy and 
the Executive of the Council on 9 May 
T
R
management by the end of 2004. This will include a 
2006. It covers all aspects of parking in 
PA
143

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
review of policy towards off centre major traffic 
Edinburgh. See ‘Parking’ chapter of this 
generators, the operation of the resident parking 
LTS
scheme, a review of development control parking 
standards for new development and a revision of the 
hierarchy for producing on-street parking.
PP2 Implement city centre extended CPZs in 
Hearing on CPZ extension completed.
consultation with local residents and businesses, in 
Implementation programmed for 
areas where demand for parking on street exceeds 
2006 – 2008.
available supply over the period 2005-2007.
PP3 Conduct a rolling review of parking management  Dealt with in Parking Strategy (PP1).
in areas with parking problems. This will include the 
operating hours of the existing CPZ.
PP4 In the light of changing shopping habits and the  Dealt with in Parking Strategy (PP1).
problems caused for bus operation, to extend parking 
controls to main roads on Sundays where appropriate.
PP6 Implement a phased extension of CPZs as 
Dealt with in Parking Strategy (PP1).
required. Monitor effects on modal split, resident 
reaction, trade (where appropriate) and financial 
viability.
PP7 Continue implementing district centre parking 
Parking scheme implemented for 
management schemes, in the order of priority derived  Morningside/Bruntsfield and 
in the short term.
Newington area.
Preferred Strategy
PP8 Implement one or more new city centre off-street  Funding being sought.
car parks.
WALKING
Base Strategy. In the short Term, the Council will:
WP1 Develop a Pedestrian Design Guide and use it to  Not started.
inform the design of traffic management,
maintenance schemes and new developments.
WP2 Produce a walking strategy detailing targets and  Draft version prepared.
actions for improving the pedestrian environment 
See ‘Walking’ chapter of this LTS
by mid 2005.
Throughout the period of the strategy, the Council will:
WP3 Related to funding availability, pursue a 
On-going.
prioritised programme of providing and improving 
pedestrian phases at existing traffic signalled road 
junctions.
WP4 Related to funding availability, continue with a 
On-going.
programme of installing pedestrian crossings 
including raised crossings where appropriate.
WP5 Related to funding availability, set a target for 
On-going; no target set.
N
A
the provision of dropped kerbs and tactile paving at 
L
P
all controlled and then uncontrolled pedestrian 
D
crossings, and work to meet this target. All new or 
N
revised schemes will be designed to reduce street 
A
S
clutter to a minimum.
IE
WP6 Build pedestrian improvements into the design 
On-going.
IC
L
of new or modified CPZs, and subject these designs to 
O
an audit against policy (see also chapter on Parking)
•P
WP7 Subject those routes with the highest numbers 
On going as part of Asset Management.
O
W
of pedestrian accident claims to a more intensive 
T
maintenance regime. This work to be priority funded 
T
R
from the Council’s current maintenance revenue 
PA
budget, and a clawback from savings in 
compensation payments for trips and slips.
(See also Chapter 6.11, Maintenance.)
144

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Preferred Strategy
WP8 Beginning in areas of highest pedestrian 
Not acted on as Preferred strategy not 
demand, conduct a pedestrian audit of city centre 
selected at 2005 referendum.
streets and then prioritise and programme measures 
to enhance, to the standards set out in the Pedestrian 
Design Guide. Each audit will allow for removing 
unnecessary street furniture.
CYCLING
Base Strategy
CP1 As funds are made available, design and then 
On-going.
develop the cycle network so that no resident of 
Edinburgh lives more than 400m from the nearest 
route. The network may include sections of road 
with 20-mph speed limits as well as fully segregated 
sections. The South Central Edinburgh Cycle Network,
and North – South and East – West routes across the 
city centre, will be priorities for implementation, as 
these are the areas with the highest levels of cycle 
use at present.
CP2 Increase levels of cycle parking in the city and 
On-going.
district centres. The Council will prioritise areas for 
the installation of cycle parking based on observed 
levels of demand.
CP3 In traffic management and other schemes, make  On-going.
a presumption in favour of replacing roundabouts 
(other than ‘mini’ roundabouts) with traffic signals,
as these are safer for pedestrians and cyclists.
CP4 In new schemes and developments, presume 
On-going.
against the use of roundabouts for the same reasons.
CP5 Review existing roads with a series of existing 
Review Complete.
cycle facilities and/or bus lanes. Based on this review,
implement a programme of low cost improvements 
aimed at filling gaps in facilities and at maximising 
the quality of provision for cyclists along the roads 
concerned. Particular attention should be paid to 
on-road cycle lanes where parking is permitted.
CP6 Continue with the programme of advanced stop  Complete.
lines and cycle lanes, with the aim of providing either 
or both at all traffic signal controlled junctions  
meeting the criteria set out in Appendix 1 by 2006.
CP7 Complete the remaining National Cycle Network  Complete – though further upgrades 
route in the city by 2005, subject to funding 
required.
availability.
CP8 Produce a detailed cycle strategy and action 
Some survey work undertaken – 
plan by mid 2005.
but task not complete.
N
A
L
CP9 Identify locations where cycle routes are 
Not undertaken.
P
accessed by steps and, as an interim measure,
D
N
introduce narrow ramps beside the steps so that 
A
cyclists can push rather than carry their bikes.
S
IE
CP10 Review and expand the Council’s ‘Cycle Friendly  Prepared. To be published in 2007.
IC
L
Design Guide’, including illustration of good practice 
O
examples and detailed criteria for the installation of 
advanced stop lines.
•P
O
CP11 Install loop or microwave detection of cyclists at  Not yet undertaken.
W
T
one or more pilot toucan crossings to reduce delays to 
T
cyclists. If pilot schemes prove successful install loops 
R
or microwave detection of cyclists at remaining 
PA
toucan crossings.
145

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
CP12 Assist with the funding of and publicity for a 
Not yet undertaken.
pilot installation of highly secure cycle lockers in at 
least one suburban rail station.
CP13 Work to finding a solution to the problem of 
Working with Edinburgh Stair 
cycle parking in city centre tenement buildings.
Partnership on the issue of cycle parking 
in tenement properties, cycle racks have 
been installed within two properties in 
2006 as a pilot study. The results of this 
project have been made available to 
tenement owners.
Preferred Strategy
CP14 Complete the cycle network for the City and 
Not acted on as Preferred strategy not 
the replacement of roundabouts with traffic signals,
selected at 2005 referendum.
by 2012.
Run a publicity and awareness campaign to promote  Not acted on as Preferred strategy not 
the benefits of cycling, and awareness by all road 
selected at 2005 referendum.
users of rights and responsibilities in relation to cycling.
PTW
PTW The Council will continue to monitor and where  On-going.
necessary improve parking provision for powered two 
wheelers in the city centre and district centres and 
require motorcycle parking with new developments.
ROAD SCHEMES
A71 Dualling  from Edinburgh City Boundary to Calder  No longer safeguarded. Improvements 
Junction. This scheme was developed for road safety  being funded by through SESTRAN.
reasons. However, the imposition of a 50-mph speed 
limit on this section of the A71 has improved its safety 
record. Dualling would be very expensive and would 
facilitate car based commuting in a corridor with 
substantial potential for bus and rail based park and 
ride. A review of the scheme has been carried out 
and has led to the recommendation that this scheme 
should no longer be pursued as a Council proposal.
This recommendation will be subject to planning 
committee approval in relation to the removal of the 
safeguarding of a route in the Development Plan.
This removal, subject to approval, will necessitate the 
undertaking of a road safety audit to establish if 
remedial work is required to the existing route.
A70 Currie Bypass. A review carried out in late 2003 
The finalised Rural West Edinburgh Local 
concluded that the existing safeguarded alignment 
Plan 2003 contains an alignment which 
offers poor value for money and that an amended 
differs from that subsequently approved.
alignment should be safeguarded. This scheme  
The later alignment is a material 
wouldinclude a new link road from the existing A70 
consideration. Post adoption changes, to 
N
east of Bridge Road to the bypass, along with bus 
cover Edinburgh Airport are proposed 
A
L
priority and traffic management on the existing A70 
and the latest alignment could be 
P
and parallel residential roads. This proposal will be 
included in the changes. No date has 
D
N
subject to planning committee approval with 
been set for these changes.
A
reference to the refinalised Rural West Edinburgh 
S
Local Plan 2003, again in relation to safeguarding land.
IE
IC
L
O
MAINTENANCE
•P
MP1 Devise a measure of the quality of the network 
On-going
O
and monitor this.
W
T
MP2 Modify its maintenance prioritisation system to 
Prioritisation system modified.
T
R
allocate greater weight to maintenance on bus routes, Done once per year.
PA
major junctions and in areas of heavy pedestrian 
146

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
traffic, as identified in Plan1. Bus routes, principal 
roads and heavily used footways will be inspected 
manually at least once per year.
MP3 Undertake an annual TRACS survey of the 
On-going.
condition of the network, including bus lanes.
MP4 Expand its existing GIS-based pavement 
On-going.
management system (PMS) so that accurate records 
are kept of the condition of the network and of the 
works programmed to improve that.
MP5 Broker a “concordat” with the utility companies 
Consultation with utilities on-going.
to improve co-ordination and quality of streetworks.
MP6 Continue to investigate, through the Scottish 
On-going. New Transport Act likely
Executive and the Procurator Fiscal, the Council’s 
c2007 that will introduce new legislation.
ability to use existing legislation to improve the 
co-ordination and quality of streetworks by public 
utilities; and to lobby for new legislation, if required.
MP7 Review the need for maintenance of centre-lines  No action to date.
in all residential streets, with particular regard to the 
potential speed of traffic and the possibility of 
overtaking.
Streetscape
MP8 When placing new signs, work on the 
On-going.
presumption that these should be mounted on 
existing sign poles or lamp columns, or adjacent walls,
before placing new poles.
MP9 Remove all redundant sign poles.
Limited action to date.
MP10 Increase the detail of its maintenance 
On-going.
monitoring system to improve consistency in 
recording defects in footways and carriageways, worn 
or missing lining and coloured surfacing, missing or 
redundant signage; missing dropped kerbs, locations 
where obstructive parking is a regular problem, and 
obstructive street furniture.
Bridges
MP11 Assess the load carrying capacity of all bridges. 97% completed.
MP12 Carry out an audit of footbridges to identify 
Audit report completed identifying 
safety and accessibility improvements
possible improvements for accessibility 
and public security. An audit of all 
underpasses to be carried out in 2006 to 
identify safety and accessibility 
improvements. This audit will identify 
and quantify disabled access and public 
safety improvements required.
MP13 Introduce pilot scheme for improved bridge 
The bridge inspection pilot scheme has 
N
inspection and prioritisation of maintenance.
been completed and all bridges are now 
A
Inspect all bridges at two yearly intervals
inspected using the Bridge Condition 
L
P
Indicator (BCI) system
D
N
MP14 Formulate a maintenance programme to 
Annual maintenance programmes 
A
address those most in need
produced targeting bridges most in need 
S
of maintenance.
IE
IC
L
O
SAFE ROUTES TO SCHOOLS
•P
Base Strategy
O
W
SRP1 Throughout the period of the Strategy, the 
On-going.
T
Council will deal with day to day issues relating to 
T
R
Safer Routes from schools not included in 
PA
project works.
147

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
In the short term, the Council will:
SRP2 Continue with its Safer Routes to School work,
On-going. In 2005-06 the following 
expanding the programme to include other priority 
improvements were installed as part of 
schools, as funds permit.
Safer Routes to School work:
• Puffin and zebra crossings 
• New paths
• Links from National Cycle Network 
• Footway improvements to aid pupils 
walking to school 
• Vehicle Activated Signs to warn vehicles 
of pedestrians 
• Improvements at School Crossing Patrol 
locations including Variable Message 
Signs, pedestrian islands and dropped 
kerbs.
SRP3 Implement 20-mph speed limits at primary 
By the end of March 2006, 99 primary 
schools where appropriate, as funds permit.
schools and 22 secondary schools will be 
within a full or part time 20mph zone.
SRP4 Continue to provide cycle parking at schools 
On-going.
as required.
SRP5 Complete the programme of making school 
On-going.
keep clear zigzag markings enforceable.
Preferred Strategy
The Council will carry out the measures listed in the 
Base Strategy, and will in addition:
SRP6 Carry out Safer Routes to School project 
Not acted on as Preferred strategy not 
activities at all schools.
selected at 2005 referendum.
SRP7 Implement each Safer Routes to School Plan.
Not acted on as Preferred strategy not 
selected at 2005 referendum.
SRP8 Develop Travel Plans at all schools in conjunction School Travel Plans has been developed 
with Safer Routes activities 
for 17 schools, with a further 17 primary 
schools having a School Travel Plan at 
a draft stage.
SRP9 Monitor the success of a sample of school 
Not acted on as Preferred strategy not 
travel plans, to benefit from this information in 
selected at 2005 referendum.
implementing future SRTS projects.
TRAVEL AWARENESS
Base Strategy
The Council will:
TAP1 Continue to be an active member of Travelwise. On-going.
TAP2 Carry out a pilot household travel management  Carried out as part of participation in the 
scheme.
EU  OPTIMUM2 project. The work was 
N
A
completed in March 2005.
L
P
For participants this type of travel 
D
assistance reduced the mode share for 
N
car trips by 6%, particularly to work. The 
A
S
mode share for bus travel to work 
IE
increased by 17%.
IC
L
TAP3 Continue to increase travel awareness through 
On-going through the activities 
O
its work on School Travel Plans and Employer 
identified.
•P
Travel Plans.
O
W
Preferred Strategy
T
T
The Council will:
R
PA
TAP4 Implement a targeted travel awareness 
On-going: being undertaken through the 
campaign.
EU  OPTIMUM2 project.
148

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
30 large employers, with around 70,000 
staff are involved.
TAP5 Carry out a large scale household travel 
Not acted on as Preferred strategy.
management scheme.
Not selected at 2005 referendum.
TRAVEL PLANS
Base Strategy
The Council will:
TPP1 Continue to implement its own Travel Plan (TP)  The Council monitors business mileage 
and monitor its effects.
every six months to provide feedback to 
departments on use of cars. Preparation 
of a Travel Plan for the new Council 
Headquarters is underway to encourage 
staff moving to the new site to use 
sustainable modes.
TPP2 Continue to require TP measures as a planning 
On-going.
condition in those developments where a transport 
assessment is required.
TPP3 Review its own staff travel policies to ensure that  On-going. Council’s business travel is 
long distance travel by Council staff minimises 
reviewed on a regular basis.
environmental impacts while maintaining efficient 
service delivery.
TPP4 Produce a short guidance note for developers 
On-going.
and internal use on the Council’s requirements for 
TPs in new development.
Preferred Strategy
The Council will:
TPP5 Survey all employers outwith the city centre with Not acted on as Preferred strategy 
more than 250 employees to see if they require 
Not selected at 2005 referendum.
improved bus, pedestrian and cycle access to their 
sites. Draw up a prioritised programme of 
improvements accordingly.
TPP6 Implement the prioritised programme of access  Not acted on as Preferred strategy.
improvements developed above.
Not selected at 2005 referendum.
ROAD SAFETY
The Council’s road safety programme is set out in detail in the Road Safety Plan (2003-2008).
Only key elements are in the LTS action plan below:
Base Strategy
RSP1 Continue a programme of local safety schemes  On-going.
through the AIP programme
RSP2 Promote the benefits of 20-mph speed limits in  On-going. 20 mph schemes have been 
N
areas where they are proposed.
promoted through presentations to the 
A
L
Local Development Committees, 44,000 
P
leaflets delivered to residents and a 
D
website showing the proposals. The 
N
A
speed reduction message has been 
S
displayed on the backs of parking tickets.
IE
IC
RSP3 Prioritise areas, including the city centre, for the  Extensive programme of 20mph zones 
L
O
implementation of 20-mph speed limits.
implemented. 24 schemes in residential 
areas were completed in 2005-6, as well 
•P
as the schemes associated with safer 
O
routes to schools.
W
T
T
RSP4 Introduce, where practical, 20-mph speed limits  By the end of March 2006, 99 primary 
R
(part-time, where appropriate) outside primary 
schools and 22 secondary schools will be 
PA
schools, particularly as these relate to Safer Routes 
within a full or part time 20mph zone.
to Schools projects.
149

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
RSP5 Continue to refine the Council’s speed 
A strategy for implementing the 
management strategy, as a key component of the 
reductions in speed limits on defined 
Road Safety Plan.
roads has been authorised. A survey of 
city roads with speed limits of 40 mph or 
more was carried out and proposals for 
reducing speed limits, based on national 
guidelines were prepared.
RSP6 In collaboration with Lothian and Borders Police, On-going.
promote appropriate road safety education and 
awareness-raising through various channels for all 
road users.
Preferred Strategy
RSP7 Extend the 20-mph/30 mph concept citywide,
Extensive programme of 20mph zones 
as enforcement technology permits.
implemented.
RSP8 Introduce reduced speed limits on ‘country lanes’ Not acted on as Preferred strategy.
which are important routes for pedestrians, cyclists 
Not selected at 2005 referendum.
and/or horseriders, particularly those forming part of 
the National Cycle Network.
RSP9 Seek to participate in trials of in-vehicle speed 
Not acted on as Preferred strategy.
enforcement technology, should there be opportunity  Not selected at 2005 referendum.
to do so in Scotland.
RSP10 Apply 40-mph speed limit to non-urban single  Not acted on as Preferred strategy.
carriageway roads with a significant traffic function 
Not selected at 2005 referendum.
when enforcement appears practicable.
RSP11 Introduce traffic calming schemes on sensitive  See RSP4 above.
sections of main roads, such as shopping centres and 
outside school entrances, where appropriate.
CITY CENTRE
Many actions have been progressed by the City Council in collaboration with the City Centre
Management Company. Transport-related initiatives identified in the LTS 2004 were:
CC1 The Central Edinburgh Traffic Management 
Has been implemented, with 
scheme.
modifications following introduction.
CC2 Streetscape improvements in the Old and New 
Castle Street completed.
Towns, funded jointly by the City Council and by SEEL. St Andrew Square funded.
REGIONAL TRANSPORT STRATEGY
RP1 The Council will Work with SESTRAN partners to 
On-going.
implement the Regional Transport Strategy
UK AND INTERNATIONAL CONNECTIONS
AP1 The Council has asked transport initiatives 
In hand (see PT19).
edinburgh (tie) to provide a tram line to 
Edinburgh Airport. It is planned that this line will be 
opened by 2009.
N
A
L
In addition, the Council will:
P
D
AP2 Work with BAA and Lothian Buses plc on the 
Formal QP not pursued – support to LB 
N
adoption of a Quality Partnership for bus services to 
in developing airlink bus service.
A
S
Edinburgh Airport.
IE
IC
AP3 Work with the South East Scotland Transport 
On-going.
L
Partnership (SESTRAN), the Scottish Executive,
O
Strategic Rail Authority, long-distance train operators 
•P
and other relevant organisations to improve 
O
their services.
W
T
AP4 Seek to ensure that the location and detail of  
Parkway station concept not pursued by 
T
R
any Edinburgh Parkway station:
train operators to date.
PA
• act to encourage a shift to rail travel to an extent 
150

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
that the benefits outweigh the adverse impacts of 
any car travel generated 
• support efforts to improve local rail services, and 
• do not exacerbate road congestion
AP5 Work with other organisations to help expand 
On-going
the direct passenger and freight ferry service 
between the Forth and the European continent.
AP6 Monitor the use of the designated city centre 
On-going.
locations for parking, uplift and set down of coach 
passengers, including those which will cater for left 
hand drive coaches.
If there is a demand identify further facilities.
POLICY LINKS – LAND USE PLANNING
Throughout the period of the Strategy, the Council will:
LUPP1 Once developed (see ‘Short Term’), use an  
Not yet in place (see LUPP2).
index of sustainable transport accessibility to:
• inform the allocation of development sites for 
specific uses through the Local Plan process;
• assist in the consideration of significant planning 
applications; and 
• assist in determining the scale and nature of 
developer contributions to improved transport 
infrastructure.
In the Short Term, the Council will:
LUPP2 Develop an index of accessibility throughout 
Being developed for this LTS.
the city, based upon ease of accessibility by 
sustainable transport.
LUPP3 Review the scope and mechanisms for 
On-going.
achieving developer contributions to sustainable 
transport infrastructure, and include the details in 
development plans and the next Local Transport 
Strategy, as appropriate.
LUPP4 Produce Supplementary Planning Guidance 
Not started. See also TPP4 above.
for developers on travel plans and related developer 
contributions.
POLICY LINKS – AIR QUALITY
Throughout the period of the LTS, the Council will:
AQPP1 Implement Traffic Management measures that  Implementation of the new CPZ will 
assist in reducing vehicle emissions.
commence in Sept. 2006 and is targeted 
for completion in April 2008. Upgrades 
to traffic signals have been made at 
Haymarket, Roseburn Ardmillan and 
North Bridge. Further changes being 
implemented as a result of CETM.
N
A
AQPP2 Continue to monitor air pollutant levels and 
On-going.
L
P
traffic levels at key locations across the city.
D
AQPP3 Run updated traffic scenarios using the 
This model is now obsolete. SfC are 
N
A
Edinburgh Driving Cycle Emissions model
developing the Council’s Land Use/
S
Transport Interaction model to indicate 
IE
the impact of land use changes on
IC
L
traffic emissions.
O
In the short term, the Council will:
•P
O
AQPP4 Work to form Emission Reduction Partnerships  An emission reduction partnership was 
W
with bus operators and investigate the use of 
signed by Lothian buses.
T
T
conditions of contracts for Supported Bus Services to 
R
achieve emission reductions.
PA
151

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
AQPP5 Investigate a revision to the taxi licensing 
Not started.
conditions to ensure that emissions from taxis are 
reduced and LPG conversions are acceptable.
AQPP6 Continue its Green Fleet Policy and use 
Council is continuing to implement its 
alternative fuel as a first option when service 
Green Fleet Policy.
delivery requirements, cost and fuel supply issues 
are acceptable.
AQPP7 Seek voluntary action to reduce emissions 
To be considered in developing low 
from goods vehicles.
Emission Strategy.
AQPP8 Consider and, if appropriate, use the powers 
No action.
available to carry out roadside emission testing.
AQPP9 Assess the benefits of battery electric cars,
Completed in June 2005. Conclusion was
as used in the Th!nk@bout Edinburgh project.
that battery electric cars were useful for 
journeys in urban areas.
In the medium to longer term, the Council will:
AQPP10 Keep under review the requirement for a 
Pilot study being undertaken.
Low Emissions Zone as the Air Quality Action Plan 
is implemented.
AQPP11 If congestion charging is introduced, provide  Not acted on as Preferred strategy not 
grants to operators of public transport, taxis and 
selected at 2005 referendum.
goods vehicles with diesel engine vehicles, to fit 
equipment to reduce exhaust emissions over the 
2006 – 2010 period.
AQPP12 Develop a strategy for tree planting within 
No action.
or next to road corridors to reduce noise, dust and 
some airborne gas pollution.
POLICY LINKS – BUSINESS AND THE LOCAL ECONOMY
In the short term, the Council will:
EDP1 Implement a programme of measures to 
Largely implemented (see PTP3).
improve access to major growth areas by public 
transport, foot and cycle. (The ‘access to Growth Areas’
package 2003-2006, funded from the Scottish 
Executive’s Public Transport Fund).
EDP2 Take action to improve access to traditional 
The delivery of the CETM scheme has 
local high streets by foot, cycle and public transport,
improved accessibility for public 
and to make these streets more ‘pedestrian friendly’.
transport, pedestrians and cyclists in the 
(See LTS 2004 Chapters 6.3, 6.7, 6.8).
city centre. A cycle route has been 
provided along George Street linked to 
the nation cycle route. Pedestrian 
improvements have been provided with 
improved crossing facilities, improved 
lighting and reductions in traffic on a 
number of streets including the busiest 
N
pedestrian one on Princes St. One major 
A
L
benefit is improved access for public 
P
transport to Princes St with the re-
D
opening of Hope St-Princes St link.
N
A
EDP3 Continue to support the development of Travel  On-going. Applied during review of 
S
IE
Plans, and examine whether similar initiatives can be  development applications.
IC
applied to other major travel generators, such as 
L
O
leisure facilities, business parks, and retail centres 
(see LTS 2004 Chapter 6.14).
•P
O
EDP4 Work to ensure that information and other 
Leaflet currently being prepared in 
W
services are readily available that meet the needs of 
multiple languages.
T
T
visitors to allow them to use public transport, walking 
R
and cycling (see LTS 2004 Chapters 6.3, 6.6, 6.8).
PA
152

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPENDIX 2 
ELSP 2015 Investment strategy monitoring detail
Investment proposals included in the Edinburgh and Lothians Structure Plan 2015 are set
out in the following table together with their current status.
ELSP Action Plan
LTS 2007
Schedule 2 – Transport investment
Ref
Action/Investment
Timing
Status
E1
North Edinburgh tram loop
(M) 2009
Royal assent received. Business Plan 
being prepared – funding availability 
may require phased introduction.
Operation commencing late 2010
E2
City – Edinburgh Park – 
(M) 2009
Royal assent received. Business Plan 
Edinburgh Airport – 
being prepared – funding availability 
Newbridge tram
may require phased introduction.
Operation commencing late 2010
E3
City – Cameron Toll – New Royal  (L) 2013
Initial consultation and route choice 
Infirmary – and beyond – tram
complete. Line to be safeguarded.
No funding available – funding options 
and interim bus-based solutions to 
be examined.
E4
Tram extension Newbridge – 
(L)
No funding available. Safeguard route.
Queensferry
E5
Orbital route – probably bus 
(M)
No funding available. Feasibility study to 
priority route
be undertaken.
E6
South Suburban loop – rail
(M)
Council working with partners to 
promote re-opening to passengers.
E7
Edinburgh Airport rail link and 
(L)
Bill introduced to parliament March 2006.
station
Opening planned 2011.
E8
Waverley Rail station
(M)
Improvement programme in progress to 
provide additional platform.
E9
New rail stations 
(S)/(L)
Edinburgh Park completed.
(Edinburgh Park, Newbridge)
Newbridge safeguarded.
E10
Ring of strategic Park + Ride sites (S)-(M)
Various completed. Todhills/Sheriffhall 
complete 2006. Funding in place for 
Ingliston extension, Straiton, Lothianburn 
(feasibility), Wallyford (feasibility).
E11
Dalmeny Chord rail link
(L)
Safeguarded. Not required if EARL 
implemented (see E7).
E12
North Edinburgh Bus Corridor
(M)
Initial planning funded by SESTRAN in 
Improvements
2006/7 (see Appendix 6).
N
E13
A8000 improvement
(M) 2007
Under construction. Due for completion 
A
L
Autumn 2007.
P
D
E14
Bus priority and cycle/walking 
(S)
Various proposals being progressed.
N
networks
See LTS Action Plan.
A
S
E15
A71 Upgrade
(M)-(L)
No longer required.
IE
IC
L
E16
Edinburgh Airport Road links 
(M)
Details to be developed following BAA 
O
Masterplan publication July 2006.
•P
O
W
In addition, infrastructure requirements necessary to support growth area development were set
T
out in Schedule 3 of ELSP Action Plan 2. These are summarised below with their current status.
T
R
PA
153

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
ELSP Action Plan
LTS 2007
Schedule 3 - Development-related investment
Action/Investment
Timing
Status
NEWBRIDGE, KIRKLISTON, RATHO
West Edinburgh tram – reserve land for 
(S)-(M)
Included in Rural West Local Plan.
route/halts
West Edinburgh tram system
(M)
See E2 above.
WATERFRONT
Land reserve for tram (route and 
(S)-(L)
Adopted NE Edinburgh Local Plan,
halt facilities)
Draft Edinburgh City LP.
North Edinburgh tram system
(M)
See E1 above.
Public Transport improvements 
No timing See E12 above
(Ferry Road/Central corridor)
given
Spine Road
(S)
Complete
SOUTH-EAST WEDGE
Public transport link (Biomedipark,
(S)-(L)
Funded (transferred to SESTRAN).
Greendykes)
Implementation expected 2007/08.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
154

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPENDIX 3
Parking Strategy Review Action Plan 
Parking Action Plan
Extract from Parking Strategy Review approved by the City of Edinburgh Council 
in May 2006 
1Timescales: Short term = 0 – 3 years, precise timescale given.
Medium term = 3 – 5 years.
Long term = 5 – 20 years
Items that are flagged ‘depends on resources’ depend on resources in both the City
Development and Council Solicitor’s Departments.
* subject to outcome of further, statutory (legally-required), consultation
Item in bold in funding source column – indicates significant financial implication
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
155

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
e
e
th
th
to
to
in
in
s
s
te
te
u
u
ro
ro
l
l
a
ria
ria
re
A
rte
rte
l
a
a
d
d
ica
n
n
h
a
a
s
s
p
n
n
tre
tre
tre
tre
e
ra
n
e
n
n
n
tio
id
tio
g
ca
id
ca
o
ce
ce
ce
ce
w
lo
w
lo
e
ity
ity
ll
ity
ity
ll
ll
G
C
city
C
city
A
C
C
A
A
s
rce
rs
t
;
u
n
e
to
t
e
t
so
t
ra
e
m
e
t;
tiv
g
e
e
d
e
g
g
e
s;
cu
in
R
g
n
p
d
rce
d
g
n
e
d
/
d
a
o
u
d
fo
u
r
x
n
g
u
b
b
u
b
N
t
e
tio
E
e
e
n
e
e
B
p
u
fu
in
l
A
g
u
E
f
ct
u
l
d
R
in
n
o
n
tim
lo
te
a
n
ita
T
tra
ita
e
trib
p
stre
d
e
n
e
ff
p
v
ttish
u
S
a
v
v
ff
n
n
e
rt
o
e
a
e
riv
F
E
a
ta
co
C
S
o
fu
R
P
C
R
S
C
D
co
S
p
1
7
t
6
t.-
le
,
0
S
.
ss
0
g
u
0
o
ss
0
rs
/
re
rm
2
rm
h
re
2
e
rm
-
rm
sca
in
g
te
ril
te
g
g
b
te
m
e
o
d
rs
ro
rt
p
g
u
n
iu
-te
A
rt
n
ro
e
m
rt
e
d
g
im
p
o
o
ro
p
a
y
o
y
h
o
th
e
n
T
h
h
h
In
S
b
S
–
T
In
B
C
sh
O
M
lo
rity
h
h
h
h
h
h
h
rio
ig
ig
ig
ig
ig
ig
ig
P
H
H
H
H
H
H
H
s
k
in
L
y
3
lic
o
,P
P
1
1
1
2
1
1
4
P
P
P
P
P
P
P
.
g
r
e
f
e
r
t
r
th
city
o
rin
e
ls.
o
lic
ca
e
g
rd
b
e
d
rm
in
e
g
ito
in
O
d
ill
sa
u
o
n
n
e
th
th
te
le
d
n
rk
n
stre
w
u
p
u
g
p
r
b
le
o
a
n
re
rk
)
in
e
a
to
s
e
m
p
tio
o
e
ro
a
ro
d
ro
th
n
s
g
in
w
ria
o
tice
t
la
h
p
p
te
n
rg
n
a
d
rg
n
d
c
a
u
tice
f
r
e
a
e
in
sig
g
V
k
n
a
ra
n
g
o
lo
ste
o
,w
ca
d
m
tio
d
l
s
g
in
e
n
d
s
n
d
g
e
g
p
R
o
n
d
n
to
ca
u
a
rk
a
in
v
re
p
w
a
m
n
u
u
a
N
in
st
isio
t
ro
in
e
v
o
e
ra
a
t
c
a
lo
cip
p
.
A
S
rk
le
rk
p
in
b
ffic
re
n
n
g
r
r
ilo
r
a
L
N
a
s
a
ro
m
a
e
o
te
p
rin
re
P
IO
p
te
p
im
tra
re
p
e
ra
t
h
tio
ia
to
l
p
ca
a
T
r
u
e
stru
n
k
T
c
a
f
a
T
d
n
a
ria
e
re
D
A
e
a
p
ca
th
to
.
su
o
th
d
se
n
te
h
o
N
L
ro
tre
E
th
n
n
d
l
g
e
tio
m
s
ss.
scrip
co
ro
T
m
n
A
R
d
e
r
le
te
n
city
a
e
p
to
re
itio
d
a
d
n
d
p
t.
r
ce
S
IC
v
ria
tin
te
to
e
e
ito
rm
s
sty
tice
p
rsta
cilita
e
o
e
riv
a
a
IE
L
n
n
o
e
B
ro
x
ts
e
p
rte
e
rk
th
o
tra
fa
n
fo
w
n
lish
d
p
p
r
in
tre
n
city
IC
U
a
a
a
in
sig
.
e
e
th
g
n
e
lo
e
s
S
o
L
P
im
n
d
in
m
G
lly
n
.
m
n
u
s
d
e
n
ly
in
n
th
e
rk
rs
e
W
O
D
t
o
a
m
e
to
n
o
d
a
th
E
v
to
IN
ith
a
e
id
N
n
d
l
k
.
th
n
r
d
K
e
p
itia
b
v
t/N
•P
e
e
d
ce
in
R
d
(e
n
A
n
u
tte
d
e
ith
a
a
ste
u
a
e
v
n
u
fo
la
sy
y
r
In
m
ro
e
G
m
y
rta
cilitie
a
frie
d
g
a
PA
w
to
.
a
O
la
S
e
g
in
rtise
p
re
ca
p
tre
P
le
rh
ro
IN
tin
T
h
p
tre
e
e
d
fa
n
p
s
r
e
a
,e
E
rk
rs
t
tre
C
S
W
T
e
n
v
e
g
n
g
o
in
ta
tro
v
e
le
E
o
e
n
to
e
T
n
E
in
d
to
K
in
m
R
ce
in
rk
rtisin
a
d
T
ce
in
is
T
.Im
.O
.U
.C
a
.Im
.In
.W
rg
tio
R
a
ra
1
2
ssa
3
4
5
ch
6
e
7
lti-sto
stre
l
o
R
c
A
rk
p
v
ssib
e
rk
a
P
P
e
P
d
a
P
f
m
P
a
sto
P
clu
o
-S
F
P
p
u
ff
a
o
e
A
d
n
M
A
city
A
M
A
p
A
o
is
A
m
cu
A
a
a
in
p
F
A
o
m
o
city
p
g
G
PA
O
156

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
ss
stre
t
e
h
ig
stre
h
ff
ith
o
w
d
e
s
n
n
s
w
rk
tio
o
a
p
ca
s
cil
r
n
s
lo
ry.
ry.
rk
u
ca
e
e
n
l
a
o
h
h
tre
tre
tia
p
C
s
tre
n
n
tio
n
r
g
rk
n
rip
rip
e
e
ce
ce
ca
e
ca
a
ce
p
p
lo
r
sid
a
p
ity
ity
ll
e
e
istin
x
r
ity
ity
ity
C
C
A
R
n
E
ca
C
C
C
/
/
;
e
e
g
l
l
t;
tiv
tiv
e
in
ita
ita
g
d
s
cu
p
cu
p
d
n
n
e
e
u
fu
r
x
ca
x
ca
b
l
e
e
tio
e
e
e
E
N
E
N
l
a
p
u
A
A
ita
rn
tim
lo
tim
tim
tim
R
R
e
T
T
p
trib
ttish
ttish
te
ff
v
ff
ff
ff
S
S
a
n
x
ta
e
ta
ta
ta
co
E
co
E
C
e
S
D
co
S
S
S
S
S
S
S
t
8
7
s)
u
0
,
0
n
,
,
o
0
0
e
h
rm
2
rm
2
8
d
tio
g
g
rm
7
rm
g
te
te
0
te
0
te
8
u
d
d
0
tia
in
in
0
0
rt
n
rt
n
2
clu
o
o
o
rt
2
rt
0
ro
o
e
o
e
d
n
g
g
g
o
d
o
2
h
h
y
h
y
n
e
n
n
h
n
h
y
T
S
b
S
b
E
(co
n
O
O
S
e
S
b
m
m
iu
iu
d
d
.
.
h
h
.a
e
e
w
.a
.a
ig
ig
n
M
M
Lo
n
n
H
H
6
6
8
,P
P,
/P
9
1
1
5
5
7
7
P
P
P
–
P
P
P
P
t
ff
e
l
m
e
o
e
y
f
e
v
cil
g
o
ca
ff
w
n
t
id
stre
rb
d
a
t
th
o
ie
te
u
tre
in
lo
e
l
o
t
g
n
R
ff
a
rs,
le
n
e
in
ch
n
ria
C
a
in
th
rk
d
o
e
g
g
ca
a
n
b
u
y
ce
n
se
s
a
ile
ra
s.
n
p
lo
g
th
h
rk
re
p
a
lic
e
u
isa
cco
tin
a
r
ts.
e
u
rd
rk
to
ro
y
re
w
a
tu
b
v
lm
r
d
a
e
a
a
k
n
in
p
b
p
city
c
te
rk
u
o
a
d
l
e
r
ca
d
e
co
p
e
t
p
s
istin
tu
g
u
a
p
m
n
c
w
P
re
m
n
r
a
x
n
n
k
e
e
fo
rk
e
in
ts.
tro
e
stru
m
sid
n
r
w
re
o
ta
in
sta
ca
,se
m
a
n
rk
n
n
m
e
lic
n
ith
n
g
re
ts’a
g
to
)
g
m
e
p
o
stru
a
e
y
ito
te
N
n
to
b
co
y
l
ill
w
p
n
co
u
r
n
in
rs
™
b
r
d
s
g
t
a
b
ca
A
r
t
t
p
fo
e
w
ste
te
ca
n
c
sid
n
c
tra
L
ricin
fo
tia
se
w
rk
to
rk
istin
to
t
a
e
p
se
S
to
P
l
n
e
a
sy
a
re
v
ts
a
x
s
ire
n
sid
ie
p
ra
tia
e
ricin
e
M
e
g
t.
tra
tra
u
R
o
m
le
p
y
m
u
a
t
w
D
sa
te
ie
e
re
v
rd
n
e
n
b
p
q
n
+
o
o
f
p
rk
in
in
a
e
g
d
w
a
e
h
llo
P
N
lic
s).
v
p
p
ch
m
o
re
o
a
n
d
m
e
stre
d
e
e
co
se
lo
re
a
co
ig
a
n
A
a
e
b
g
n
n
n
n
w
n
e
ro
e
v
d
d
ly
ch
u
(P
p
ff
n
d
u
v
se
h
rn
to
S
d
lo
n
n
p
o
e
y
th
d
p
in
la
t
e
n
ro
p
t
isio
p
sta
lo
n
f
f
k
n
a
h
d
e
to
a
e
s
.
IE
y
p
p
su
rk
v
e
o
o
e
a
clu
y
y
v
e
listo
d
n
w
a
y
e
a
tice
e
v
,a
s
e
t
in
ig
g
th
s
o
g
IC
a
a
a
g
su
n
.
p
c
ro
e
e
a
rk
.
n
L
ie
d
th
tice
d
te
se
s
d
rn
in
re
d
g
7
In
a
e
v
in
e
A
stre
n
ra
p
c
a
u
e
a
issu
0
O
ts,im
h
t,w
th
rk
ll
w
ll
d
m
th
p
n
a
ith
p
g
g
rk
e
tim
h
a
a
v
su
a
tin
e
0
n
e
sid
,re
rk
s.
ra
ie
r
E
a
n
y
o
m
w
st
in
u
n
p
a
stig
t
ig
re
p
s
o
v
e
s
lv
2
a
d
•P
g
g
p
e
in
a
f
e
e
p
th
a
r
e
g
ca
e
ID
y
p
n
e
in
t
m
s
b
o
d
rk
b
rk
ro
st
r
v
s
g
rs
rn
su
g
re
t
g
R
so
b
x
O
a
d
cilita
e
lo
e
h
e
ts
n
ca
e
rk
e
e
v
se
g
le
g
o
t
tin
r
e
p
b
ca
to
n
v
ra
In
e
ra
fa
D
n
.E
sin
W
a
a
in
in
a
e
t
.T
t
.In
e
.E
d
e
u
.
d
u
N
.R
e
a
a
T
.A
ro
ro
.W
e
0
e
e
1
ra
2
3
o
A
4
p
4
8
p
stre
.o
p
rk
rk
9
m
1
1
e
1
n
1
n
str
ile
1
o
1
T
P
r
n
cre
a
e
a
P
P
m
P
p
sid
.g
P
w
isco
cilita
P
ff
isc
h
K
R
P
P
cre
R
A
ca
o
im
in
p
th
p
A
to
stre
A
sa
stre
A
o
re
(e
A
o
d
fa
A
sta
o
d
w
A
to
A
in
PA
PA
157

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
.
g
in
rk
a
p
t
s.
e
s.
site
stre
.
a
s.
e
n
re
o
tre
a
id
n
ritie
R
id
ry
o
d
a
ce
e
th
n
p
h
u
a
a
ith
city
rip
rk
e
g
a
w
tly
P
s
/p
rin
n
n
a
n
u
h
.
a
o
rg
tio
in
e
rb
b
u
ca
m
id
u
h
b
.
o
w
b
ig
in
lo
Z
d
u
e
d
ll
ll.
P
ll.
re
ity
S
N
E
A
A
C
A
P
C
/
/
sts
e
e
0
l
l
0
co
t
tiv
tiv
,0
y
e
ita
ita
0
e
d
g
cu
p
cu
p
0
rv
e
e
5
d
n
d
x
ca
x
ca
n
su
a
u
E
;£
a
l
e
b
N
E
N
e
e
e
e
e
a
e
e
A
A
n
im
u
R
R
tim
tim
tim
tim
tim
T
n
tim
ttish
T
ttish
T
itio
e
S
S
ff
ff
ff
ff
ff
d
ff
v
ff
co
E
co
E
ta
ta
ta
ta
ta
d
ta
e
ta
S
S
S
S
S
S
S
S
S
a
S
R
S
O
t
t
t
t
R
–
–
u
u
u
u
,
T
,
o
o
o
o
7
te
)
h
h
h
h
rm
0
to
rm
6
rm
e
ia
g
rm
6
g
g
g
g
te
0
t
te
0
te
0
u
d
te
u
u
u
u
2
c
0
in
0
g
rt
je
rt
2
rt
e
o
rt
2
lo
ro
ro
ro
ro
o
e
o
d
o
m
g
o
d
h
h
h
h
h
n
b
h
n
h
n
h
n
ia
T
T
T
T
S
uJ su
S
e
S
Im
O
S
e
(d
m
m
m
m
iu
iu
iu
iu
d
d
h
h
h
d
d
e
.
.
.a
e
.a
ig
ig
ig
e
e
M
n
M
n
H
H
H
M
M
0
2
,P
,
5
4
0
1
1
2
8
8
,P
,P
,P
3
,P
,P
4
1
1
5
1
,P
7
7
7
1
1
1
1
1
2
3
P
P
P
P
P
P
P
P
P
P
,
s.
t
s
e
g
d
p
r
in
a
o
n
e
d
d
ice
rk
f
n
l
n
a
,
d
rk
lo
o
s
n
e
tio
th
a
a
e
rv
e
n
a
g
sh
f
o
c
e
s
o
ca
b
m
a
p
to
e
in
o
tiv
u
f
m
lo
rk
n
se
d
rid
t
s
n
tre
s
d
rs
d
th
o
e
s
g
d
fre
n
n
s.
cu
ltie
d
g
a
ca
t
u
n
d
n
e
e
n
a
e
e
to
a
n
se
a
in
Z
v
e
P
b
n
u
n
a
x
tro
n
rin
l
b
icle
P
e
ce
.
y
g
a
se
o
p
a
rk
h
a
m
tice
E
e
sio
th
e
u
C
cisio
in
n
e
h
lo
a
stre
e
y
.*
e
ce
p
u
o
l
in
p
n
t
h
o
ith
g
e
rk
p
n
v
e
a
0
a
n
N
.*
a
a
w
b
th
riffs
city
d
w
u
v
a
n
o
s
d
f
3
d
tia
rd
ch
d
p
d
h
itio
e
p
ta
th
k
8
sp
n
h
e
ttish
N
ro
x
th
d
o
n
n
e
a
ig
d
re
n
d
r
tio
f
to
o
in
e
1
rm
g
ig
rg
co
cco
su
A
e
a
sse
e
d
e
th
fo
a
o
o
s
n
s
h
a
S
te
a
L
a
e
so
s
fo
in
n
a
h
ly
w
n
stio
g
to
s
g
y
to
h
o
ce
p
P
s
t
in
G
w
p
n
in
C
e
p
m
u
th
a
a
rk
rt
n
,w
e
rtio
g
rs
ie
b
IN
ie
p
d
ith
s.*
b
o
rs
a
th
e
d
is
D
r
ce
o
e
h
o
n
g
a
n
istin
to
m
D
v
u
to
w
s
a
y
y
p
p
s,sig
lty
ste
n
N
fo
p
m
o
s
t
th
cilitie
la
m
rg
x
ra
te
a
co
A
re
e
.
s
la
p
h
e
e
y
ts
a
ith
sy
tro
A
p
co
l
ro
a
n
ls
p
le
u
e
e
n
tio
fa
b
e
e
r
LO
a
rg
te
n
0
p
g
b
e
w
o
s
In
S
e
su
p
p
a
lin
.
sa
e
o
k
in
v
to
isp
f
o
stra
D
u
a
ria
v
ts’b
.3
t
in
e
stre
P
o
e
S
IE
o
t
g
n
n
d
n
u
ltie
isla
id
stre
ce
ta
ill
im
d
lie
g
5
A
n
s
N
n
ch
p
d
e
d
d
n
r
e
id
n
t
g
L
a
n
g
IC
p
R
w
E
to
e
u
A
a
ro
n
p
u
o
u
in
te
n
le
L
ro
n
re
tin
lo
d
e
b
re
rie
o
u
cil
e
ricin
G
n
e
p
e
sid
a
fte
ifica
o
g
f
y
s
e
ffe
g
O
p
n
ca
rk
rv
to
p
IN
a
h
p
er
y
a
n
o
e
ia
p
o
p
a
n
o
trim
ith
K
t
a
liv
a
ir
ce
s
la
in
isp
d
ttish
d
e
lin
•P
ts
u
se
d
e
tick
c
w
e
u
n
d
lo
n
o
w
ily
R
u
s
s
it
in
p
se
sig
w
te
co
te
b
e
rk
te
d
a
d
ch
th
a
e
is.
C
s’w
to
e
t
m
d
d
e
u
a
th
tio
ie
S
a
f
a
O
v
rk
ts.
PA
a
k
r
g
a
lly
r
u
n
e
P
m
th
e
s
n
o
st
fa
n
e
T
rm
v
o
cie
a
to
tro
ca
e
m
itia
e
d
o
e
W
g
e
s
h
stra
titiv
e
fo
s
E
n
ju
P
lo
t
in
n
T
.D
v
.T
ritie
n
E
a
y
o
site
e
d
n
e
d
th
ra
o
.W
.C
.
.M
c
.In
.R
ssfu
.In
ifica
p
a
tick
R
p
a
u
n
llo
la
o
g
rity
e
T
5
ro
6
7
8
9
0
1
a
2
3
h
1
1
e
n
1
s
T
1
1
2
rg
je
2
2
2
e
R
p
m
a
P
istin
th
m
ch
d
d
a
b
te
cce
d
x
stifie
P
u
id
e
P
u
-S
P
ccu
n
P
n
P
x
P
e
P
isp
P
n
f
v
A
e
im
ju
A
a
R
d
sig
A
co
su
b
N
A
o
a
A
a
A
ch
su
e
A
th
A
d
su
A
a
o
se
if/w
PA
O
158

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
.
e
id
w
.
.
.
Z
Z
Z
ity
ll.
ll.
ll.
P
ll.
ll.
P
P
C
A
A
A
C
A
A
C
C
–
t
t
t
t
t
sts
e
e
e
e
e
g
co
d
g
d
g
d
g
g
d
t
n
d
n
d
n
d
d
d
d
u
a
u
a
u
a
u
u
n
n
s
n
s
B
e
a
e
a
e
e
b
e
b
e
b
B
in
e
e
e
e
e
e
e
m
e
rg
e
rg
u
im
u
im
u
im
u
u
se
a
a
n
T
n
T
n
T
n
tim
n
a
rce
tim
tim
tim
e
e
e
e
e
ch
ch
v
ff
v
ff
v
ff
v
ff
v
fo
ff
ff
Z
ff
Z
e
ta
e
ta
e
ta
e
ta
e
cre
n
ta
ta
P
ta
P
R
S
R
S
R
S
R
S
R
in
e
S
S
C
S
C
–
r
e
–
rm
y
–
–
7
–
–
–
–
b
rd
7
0
8
n
n
ss
o
0
0
0
o
s
o
s
rm
te
te
d
0
2
te
0
ia
7
rm
re
rm
2
rm
rm
rm
2
rm
s
rm
s
te
0
ia
d
to
m
s
0
Te
g
te
d
te
e
d
rce
d
rce
n
Te
d
Te
d
te
n
u
te
n
u
rt
e
rt
iu
tifie
2
rt
ro
rt
rtise
e
n
rt
rt
e
ct
rt
n
rt
e
rt
e
o
m
o
d
site
n
d
o
p
o
v
e
o
Ju
o
m
o
e
o
p
o
p
h
h
e
ll
e
n
h
h
d
y
h
y
h
ffe
h
y
h
e
sco
h
e
sco
S
Im
S
m
a
id
e
S
in
S
a
b
S
b
S
im
e
S
b
S
d
re
S
d
re
m
h
h
h
h
h
h
iu
d
h
h
ig
ig
ig
ig
ig
ig
e
ig
ig
H
H
H
H
H
H
M
H
H
7
2
,P
1
1
1
1
1
,P
,P
1
3
0
0
0
1
,P
,P
8
7
1
1
1
1
2
2
1
1
–
P
P
P
P
P
P
P
P
,
r
g
d
e
n
n
g
in
a
s
th
ith
.*
ffice
g
te
w
f
e
in
rk
a
s.
u
in
m
O
e
o
stria
v
a
rk
p
n
).
tre
in
e
t
ts
ts
e
n
e
e
ro
a
n
d
in
n
d
n
rsu
d
y
n
n
p
p
a
tio
t
th
ce
a
m
th
e
e
n
e
r
tio
u
m
e
n
ca
tio
a
lo
0
w
m
n
p
m
p
im
o
le
tw
n
ls
r
1
),a
sid
fo
e
e
s
o
lo
ie
sid
rce
n
v
d
b
city
fo
re
n
ra
v
g
v
y
u
isla
fo
tro
e
to
s
re
r
re
it
re
a
ro
s,to
la
o
stria
g
n
d
s
fo
te
ll
tio
ca
P
n
a
d
ro
p
e
e
d
ll
cific
e
le
th
,re
u
a
fo
p
d
f
a
e
rm
d
e
g
co
rio
r
e
e
N
d
u
f
d
im
o
e
icle
rm
o
e
g
in
lice
n
ro
fo
its
id
p
A
u
tim
p
h
fra
.
ce
n
).
sp
p
lin
s
o
o
r
fo
v
L
ra
te
to
ll
u
a
n
n
t
b
in
e
n
te
n
v
p
e
rm
P
F
d
ste
s
a
d
b
a
a
in
a
d
m
in
ro
u
e
th
its
e
a
s
p
te
ria
n
t
r
re
tio
b
s
ta
n
a
tio
m
o
p
rso
ils).*
D
a
e
n
d
e
y
rm
e
la
p
,co
e
e
lo
ro
a
o
th
d
E
e
r
to
ta
N
d
id
in
co
ro
tio
to
isla
id
tio
a
d
s
rv
o
n
N
p
rth
sp
e
A
lo
to
u
a
p
re
p
ility
d
w
g
w
p
rk
e
d
m
t
n
g
ith
a
a
b
se
g
O
r
fu
isito
a
d
S
g
s
Z
m
p
n
le
c
d
w
a
b
ritise
stric
a
ce
b
v
st
g
y
y
r
p
re
IE
e
in
o
city
g
je
o
n
G
f
re
city
x
e
tin
a
tra
o
m
s
a
e
u
b
in
k
e
rie
p
IN
isito
fo
o
to
IC
to
rk
re
w
m
a
e
e
rio
g
lin
a
m
u
n
o
K
v
3
n
r
a
L
n
r
e
p
h
p
d
te
rk
th
in
n
ce
b
ssio
ce
s
(S
a
o
liv
d
e
R
ce
x
re
ce
O
u
p
citie
u
a
n
d
r
a
e
tio
fo
te
w
rk
a
a
d
n
u
ria
.*
p
n
r
re
PA
u
n
u
a
n
lo
a
p
e
d
p
ca
2
ly
ts”
s.
fo
iscu
G
d
n
ca
d
•P
tin
e
tio
D
a
n
p
s.*
p
in
y
te
d
fo
x
tio
v
ility
ca
tro
to
tro
ro
p
ility
g
A
o
a
x
l
n
E
tro
llo
r
tro
e
O
o
stig
e
e
n
te
p
p
o
L
e
n
u
In
t
c
p
ce
p
d
.E
in
In
a
d
tia
e
L
r
fo
n
W
.C
e
cu
x
n
v
.D
tiv
ssib
tio
a
je
.In
a
e
ssib
.A
u
a
a
b
n
O
.In
(se
e
s
.In
A
T
4
5
c
ro
5
6
7
ch
7
7
R
8
9
2
d
in
se
2
c
s
2
b
2
y
2
in
S
2
lo
2
te
im
T
2
Z
h
e
2
e
T
P
ro
P
ffe
cce
n
u
P
P
ith
n
cce
P
n
P
n
P
o
g
N
P
P
ig
e
P
R
A
to
p
A
e
a
ju
b
A
(su
A
w
A
a
A
“p
o
A
u
A
p
re
O
A
C
h
n
A
(se
C
PA
159

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
.
a
re
a
n
s.
sio
te
n
s.
u
te
n
or
.
x
E
tio
s
a
u
re
Z
ca
b
a
P
C
lo
r
n
e
Z
jo
a
P
sio
C
m
n
tsid
g
d
te
u
n
x
o
.
.
.
a
E
s
.
Z
Z
Z
Z
Z
a
Z
P
P
P
istin
x
P
P
re
P
C
C
C
E
C
C
A
C
)
d
t
t
t
itte
t
e
e
e
e
d
g
g
m
d
g
d
d
g
n
d
d
n
d
n
s
n
d
a
m
a
a
e
a
u
u
u
u
b
b
b
e
b
e
co
e
rg
e
e
e
e
a
e
e
e
e
im
u
u
y
im
u
tim
im
u
d
ch
tim
tim
T
n
T
n
n
a
T
n
tim
ff
e
e
e
Z
ff
ff
ff
e
v
ff
v
v
ff
v
ff
ta
P
ta
ta
ta
e
ta
e
e
lre
ta
e
ta
S
C
S
S
S
R
S
R
R
(a
S
R
S
r
.
,
d
–
e
n
–
n
–
–
b
–
n
rm
rm
9
o
s
o
s
e
0
rm
te
te
s
rm
s
rm
rm
rm
m
rm
0
te
2
te
d
rce
d
rce
te
m
m
n
u
te
n
u
te
te
ce
te
p
te
le
to
d
rt
e
rt
e
rt
rt
la
rt
e
7
rt
p
8
rt
iu
iu
n
o
p
o
p
o
o
p
o
S
0
o
m
0
o
d
d
e
h
e
sco
h
e
sco
h
h
h
y
0
h
0
h
e
e
y
S
d
re
S
d
re
S
S
in
S
b
2
S
co
2
S
m
M
b
m
h
h
h
h
h
h
iu
d
h
ig
ig
ig
ig
ig
ig
e
ig
H
H
H
H
H
H
M
H
8
8
1
2
,P
P,
7
6
6
1
5
1
9
9
1
1
1
1
1
1
1
1
P
P
P
P
P
P
P
P
it
w
e
its
g
re
l
e
o
,
R
1
,
le
n
in
rm
e
m
h
tia
t
2
to
d
Z
y
o
s
d
rm
e
P
t
G
z
e
e
ricin
p
w
n
so
P
n
n
a
w
C
n
d
p
p
rs
s
e
rio
A
n
e
e
n
f
ch
sse
n
t’s
e
sse
d
e
d
o
sio
in
n
g
o
o
a
e
ils).*
g
it
in
n
r
te
n
ce
E
H
sid
e
ta
n
in
e
id
v
la
e
clu
lle
te
ith
fo
rts
tio
sin
x
e
rm
in
ria
tio
x
istin
,re
o
in
u
E
d
rk
e
sid
ro
(p
th
in
s
tro
r
e
w
d
x
e
p
ra
b
e
a
p
p
f
)
y
n
e
lta
fo
d
g
e
e
e
le
r
ld
th
re
e
re
o
a
e
re
b
o
s.*
re
u
b
crite
co
siz
su
rs
e
in
n
th
N
fo
d
n
m
ts’p
th
re
rice
rs.
e
e
n
u
rk
e
th
m
le
ita
A
n
n
e
icle
ca
p
co
e
se
n
th
o
a
u
irst
u
L
first
its
a
r
e
g
h
tu
th
F
a
le
-u
th
co
h
la
p
to
q
P
e
fo
n
a
e
ith
n
s,
rk
d
to
d
p
.
n
s
im
ssib
e
rm
n
2
sid
a
f
v
it
ib
o
t
ss
n
g
e
n
o
is
D
e
o
o
w
d
o
in
x
re
ly
ils)
lig
w
re
c
a
tin
ility
p
s
N
p
Z
e
f
ch
st
d
n
th
ritise
ta
n
a
e
lim
e
re
je
cro
t
ts
sio
m
b
s
A
d
a
rk
ra
c
n
s
ce
ss
d
n
o
n
e
s
sh
b
a
n
r
n
co
m
e
ca
s
o
e
u
rio
te
a
ia
r
a
S
e
d
lle
p
t
o
v
A
e
a
d
ssio
a
p
u
y
p
ffe
,su
w
e
.
x
l
fa
sp
IE
b
o
tim
re
a
o
ll
e
d
e
ch
sin
-frie
re
d
ilo
y
tro
e
ce
o
n
-
ro
a
p
d
b
r
n
n
r
s
IC
u
m
tw
u
lly
iscu
a
g
C
n
E
e
e
ro
its
o
a
e
su
cia
a
to
L
b
n
d
o
(se
u
m
d
l
e
a
z
n
t
n
d
se
g
ta
S
rv
to
r
a
a
O
e
to
r
w
th
U
n
te
ria
its
ce
C
-u
w
rth
l
n
e
re
n
to
e
ce
su
e
a
e
fo
cia
t
ility
itte
r
d
.*
D
lo
s.
ito
e
fin
th
•P
u
o
ld
d
o
la
r
f
y
u
n
n
fu
.
rm
d
ra
th
2
c
S
e
E
e
a
e
e
Z
o
n
m
ib
P
re
o
r
d
7
re
it
h
rm
o
n
x
je
e
it.N
ito
a
n
R
tin
e
stig
crite
n
0
.*
O
d
d
n
y
o
A
M
e
/o
tro
h
;a
e
Z
se
b
lig
rth
n
a
su
n
0
e
p
rm
n
o
ra
sh
z
H
o
.
th
v
d
to
P
W
im
u
u
ts’b
2
n
ts’p
rip
lle
u
re
iro
n
g
e
a
o
t
g
S
F
ility
n
Z
n
t
d
n
C
T
.In
e
.L
o
tu
v
d
n
n
A
.S
a
c
d
n
in
p
.M
M
u
in
D
.
e
.C
P
ith
.In
a
.E
n
e
e
T
0
P
tro
1
h
c
2
lth
3
o
4
5
C
6
s
7
3
3
e
e
3
r
a
3
N
3
3
3
je
e
3
R
n
r
rk
rk
ssib
tw
Z
m
th
P
e
te
d
o
P
e
r
e
P
b
x
a
se
e
P
n
ll
a
E
P
o
sid
P
e
u
P
P
e
y
P
sid
f
A
th
C
A
p
stru
fo
(S
A
e
p
U
H
A
a
ro
p
T
A
p
er
A
th
o
A
C
su
d
b
A
re
o
PA
X
E
160

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
.
e
id
.
.
.
w
Z
Z
Z
P
P
P
ll
ll.
ll.
ll.
ity
ll.
C
C
C
A
A
A
A
C
A
e
e
e
e
e
e
e
e
tim
tim
tim
tim
tim
tim
tim
tim
ff
ff
ff
ff
ff
ff
ff
e
n
ff
ta
ta
ta
ta
ta
ta
ta
o
ta
S
S
S
S
S
S
S
N
S
–
n
–
n
,
6
,
7
,
6
rm
t
o
s
o
s
)
0
0
0
u
rm
P
te
s
rm
s
rm
0
0
0
U
rm
o
2
rm
2
rm
2
h
rm
te
d
rce
d
rce
m
n
u
te
n
u
te
O
Te
d
Te
d
Te
d
g
te
rt
e
rt
e
rt
R
rt
n
rt
n
rt
n
iu
u
rt
o
p
o
p
o
G
o
e
o
e
o
e
d
ro
o
h
e
sco
h
e
sco
h
h
y
h
y
h
y
e
h
h
S
d
re
S
d
re
S
G
S
b
S
b
S
b
M
T
S
IN
K
R
O
W
m
S
m
h
iu
D
iu
d
h
R
h
h
d
h
h
ig
e
ig
A
ig
w
ig
e
ig
ig
H
M
H
D
H
Lo
H
M
H
H
N
TA
S
G
2
IN
2
K
,P
1
3
R
1
3
3
2
6
5
1
2
2
2
2
2
2
2
–
P
P
PA
P
P
P
P
P
P
,
C
g
its
D
ce
Y
n
t
t
sin
B
t
ip
a
o
sis
ts’
in
u
rm
g
n
g
d
a
e
n
e
D
u
id
cle
n
t
n
e
o
in
E
b
o
l
rsh
l
in
u
te
y
ith
o
th
n
e
m
h
n
R
e
ss.
g
c
w
d
e
p
n
E
m
tro
n
e
tro
id
f
ry
t
t
te
ce
sid
ts’p
a
n
v
g
cia
o
a
th
a
tre
la
n
n
e
s).*
lo
n
ID
e
ts.
w
e
ro
in
to
n
d
re
re
e
n
e
p
S
o
o
n
o
C
C
p
d
n
sso
ls
S
a
th
o
p
t
r
in
v
ce
d
N
th
e
e
.*
t
tiv
t
n
a
R
d
stre
s
e
u
n
e
sid
O
v
g
u
icle
d
te
c
n
C
g
m
n
ca
n
to
tte
la
g
E
n
g
b
d
rk
h
le
S
a
e
re
n
in
p
e
e
p
in
o
in
in
n
a
city
E
w
ffe
U
m
ill
cco
fla
p
v
to
to
ra
B
ch
rn
lo
m
lo
e
m
rk
m
d
w
ild
N
a
s
a
ry
u
D
e
ild
r
a
0
e
w
t
g
O
e
e
p
r
ir
p
a
n
e
u
u
A
A
e
to
4
g
e
h
T
v
v
lo
o
e
lo
ro
sity
ta
p
id
b
is
b
L
to
ts
e
s).
im
o
n
n
O
n
S
o
e
e
p
n
n
r
v
h
r
P
rd
rs
ts
r
rig
g
d
v
e
th
v
p
e
in
ts.
R
T
e
o
in
c
a
e
E
e
ck
st
lic
fo
e
.
U
s
w
e
e
e
a
d
o
m
fo
m
n
R
a
ro
.
p
D
se
b
Z
e
E
k
u
ffe
ch
s
m
te
S
v
s
p
g
rd
e
D
D
e
h
D
le
e
le
u
N
P
th
p
t
r-fre
t
H
ce
b
a
a
(IS
a
n
ro
th
p
le
ire
m
T
t
is
p
in
a
A
C
ta
ith
rd
f
n
n
a
ig
o
lo
d
a
e
L
d
in
ca
p
p
ts.
p
r
r
d
h
ith
cip
n
u
O
ce
rk
sp
S
e
to
clu
tly
w
l
ff
n
e
q
e
a
n
d
v
rre
rre
lo
jo
n
a
n
e
O
d
im
e
su
e
e
D
a
a
p
e
IE
th
r
r
fo
a
id
e
n
v
R
.L
rin
re
v
N
t
n
o
d
t-o
T
sta
cu
s
to
cu
s
rg
w
p
m
e
A
v
sp
m
e
IC
te
ca
rre
tio
sta
f
N
e
itte
e
r
e
la
.g
e
p
to
g
o
L
a
rd
cu
d
S
ro
ll
f
o
g
m
o
rd
rd
(e
n
n
a
O
th
th
a
e
th
a
lo
e
R
p
a
o
O
(cu
rm
in
lid
e
city
cia
C
ry
e
w
s
in
re
ts
d
d
ts
u
E
f
n
r
T
w
e
w
rd
w
e
ce
sig
v
e
to
kr o
e
th
y
e
p
n
o
n
v
n
u
e
e
n
IV
a
ff-stre
g
•P
so
w
sso
rk
e
N
ie
ie
ie
e
tin
R
s
n
f
a
fte
d
d
d
k
o
b
a
a
th
a
E
v
g
v
sta
in
v
sta
in
m
n
in
D
e
p
e
ra
O
o
o
llo
p
r
e
e
e
ro
n
w
o
e
y
e
s
s.*
sid
M
d
tr
e
g
l
e
t
in
g
n
P
g
g
g
p
a
e
g
D
S
e
n
v
W
.C
g
.A
in
.In
re
.R
rk
.R
in
.R
in
in
lo
.P
le
a
rb
n
.C
in
E
L
.
a
T
8
9
0
1
a
2
sin
3
4
5
6
b
m
3
n
tro
sid
se
LO
e
e
n
a
3
rk
4
n
n
m
n
E
4
p
4
rk
u
4
rk
rk
v
4
u
4
rk
B
4
0
v
a
T
P
rticle
P
a
P
V
P
f
P
a
o
P
a
a
e
P
n
ith
P
a
A
P
isa
0
a
f
R
A
a
ch
A
p
A
co
co
fro
co
E
A
o
A
p
h
A
p
p
d
A
o
w
A
p
IS
A
d
2
h
o
D
D
PA
161

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
s
n
tio
ca
lo
t
e
n
id
e
w
m
e
ity
n
C
Te
t
e
g
d
y
u
d
a
d
b
e
l
lre
itte
a
tim
ita
t
m
p
ff
a
m
ilo
ta
C
P
co
S
6
y
,
0
g
–
b
0
in
rm
2
o
rm
te
ia
rm
8
te
g
n
g
0
n
te
d
Te
0
rt
tin
m
o
rt
e
rt
2
o
r
tu
d
o
m
o
d
h
u
n
h
h
n
S
sta
a
a
S
Im
S
e
m
h
h
iu
d
ig
ig
e
H
H
M
6
6
0
2
2
3
P
P
P
a
r
f
d
e
o
n
a
s
s
its
sid
cle
n
s
ce
d
r
y
n
a
n
n
s
c
a
e
ito
co
n
r
tio
sp
n
m
n
fo
rs,a
o
tio
y
ca
g
a
e
d
b
lo
in
e
th
n
s
y
a
se
rk
stric
a
e
ts.M
d
n
n
N
m
tre
e
p
e
re
A
e
n
th
fiv
m
g
L
d
r
s,a
ce
cle
e
n
in
P
e
t
y
c
fo
n
d
r
a
D
th
ritise
te
tio
w
a
p
lo
N
e
e
y
in
d
A
istric
rio
d
P
n
r
g
rce
n
s.
S
ritise
e
e
a
d
.
0
2
p
in
p
e
IE
y
g
rio
n
n
a
e
f
s)
rk
t
IC
p
o
n
in
rv
d
a
la
L
e
d
m
n
p
rk
O
n
su
u
a
cle
a
city
sid
sta
cle
p
y
•P
y
e
se
im
y
re
c
e
th
u
.
c
w
o
in
ld
w
t
d
ie
in
O
rv
in
n
-h
m
ie
v
g
ilo
a
t.
e
W
u
g
a
ffie
e
v
u
R
T
.S
in
e
tin
in
t
ll
h
r
.P
ss
9
T
7
8
llo
ra
4
k
r
S
n
4
4
R
r
e
P
a
o
sta
0
e
P
cce
ro
P
p
A
p
sh
in
(5
th
A
su
a
A
o
PA
162

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPENDIX 4
Responses to Stage 2 Consultation
The tables below summarise the main points raised during the consultation in summer
2006.
QUESTIONNAIRES
Topic
Comment from Questionnaires
Response
Change to LTS
Buses
Better policing and  
Agreed. Already included in 
Already 
enforcement of bus lanes.
LTS section 5.3
included in LTS
Cars driving and parked in them.
Separate from regular traffic if 
necessary.
Greenways cause congestion 
Greenways and other bus priorities  None
and frustration for other road  
demonstrably successful in 
users. Not enough bus traffic to  
increasing bus patronage 
justify.
(and in some cases improving car 
journey times through improved 
traffic management). Without 
reliable and attractive bus services,
car use and congestion will 
increase more rapidly.
One integrated ticket for all bus  Integrated ticketing an aspiration,
Generally 
companies First and Lothian (as a  but significant legal and 
already 
condition of operating license)
competition issues in 
included
implementation. LTS seeks 
expansion of the SESTRAN 
one-ticket scheme.
Bus tracker is inaccurate/ 
Performance is being monitored 
Review of 
unreliable
but in general the system is 
reliability and 
welcomed and extension sought.
further 
development 
included in LTS
Cycling
More cycle route provision
Supported. Development of 
Generally 
cycling action plan included in LTS. already 
included
More off-road/segregated 
Supported. Development of 
Generally 
cycle paths
cycling action plan included in LTS. already 
included
Need for greater enforcement 
Primarily a matter for Police. LTS 
None
of cyclists behaviour. On 
includes on-going support for 
pavements, running red lights etc. cycle training and education,
especially in schools in cooperation 
with Police and others
Car 
Should resurrect congestion 
Council are committed to accept 
None
N
A
travel/ 
charging for entering the city.
referendum decision of 2005.
L
P
Congest- Council should have courage to 
D
ion
introduce scheme without 
N
referendum as in London.
A
S
Trains
Re-open South Suburban 
Supported. Policy already in LTS.
Already 
IE
Railway
included in LTS
IC
L
O
Need suburban railway system
Primary benefits likely to be to 
Generally 
to connect outlying areas
connect areas outside the city.
already 
•P
Existing rail proposals supported;
included
O
further development will be 
W
T
identified through regional 
T
R
transport strategy.
PA
163

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Trams
Support for tram system
Noted. LTS already includes 
Already 
objective supporting tram 
included in LTS
implementation
Negative comments about the 
Trams considered an important 
None
re-introduction of trams. As they  element of future transport system,
were unsuccessful in the past.
needed to improve p.t. quality and 
They are a waste of money.
cope with increasing p.t. demand.
Have been successful in many 
other cities in UK, Europe and North 
America. Merits or otherwise of 
tram proposals already extensively 
debated in parliament. But final 
implementation will depend on 
acceptance of business case – ie 
ensuring they make financial sense.
Against tram proposal as bus 
Trams part of integrated transport  None
and train improvements would  system – an aim of the LTS is to 
be better. Covering wider area 
ensure a coordinated approach to 
and more people, so giving better  tram, bus and rail provision 
value for money.
improves accessibility throughout 
the city.
Don’t want/need trams
See comments above.
None
Road 
Stop installing/remove existing  Aim is to reduce speed to reduce 
None
Safety
speed bumps They are 
number and severity of accidents.
uncomfortable for passengers,
Speed reduction does reduce 
slow down emergency vehicles,
accidents. Also makes walking and 
damage cars, increase noise and 
cycling more attractive. Surveys 
pollution. Not appropriate 
show 75% support for principle.
everywhere. Don’t reduce 
Agree that measures need to be 
accidents.
considered in consultation with 
local residents – new 
neighbourhood management 
arrangements being developed by 
Council and discussed in LTS may 
assist.
Forth 
Against new (2nd) Forth Road 
Noted. CEC position on Forth 
None
Crossing Bridge as would encourage 
bridge agreed by Council in 
personal vehicle commuting and  August and is set out in LTS 
increase traffic. Replacement 
(section 7.3).
would be ok.
Support for new Forth Bridge,
Noted. See above.
None
without qualification of limiting 
traffic growth
Build a new tunnel (using 
No preference for bridge or tunnel  None
prefabricated design). Quicker and  indicated in LTS. Will be a matter 
cheaper to build than bridge.
for FETA and Scottish Executive 
Cheaper to maintain and greater 
based on technical assessment 
N
longevity.
and cost.
A
L
P
Public 
Integrated public transport 
See integrated ticketing point 
Generally 
D
Transport ticketing. Including tickets for 
above. Integration with trams 
already 
N
bus/ P+R/ train/ tram. Advance 
promoted in LTS – structures have  included
A
S
purchase possible. Stop each 
been put in place by CEC to 
IE
operator having their own season  maximise integration.
IC
tickets
L
O
Parking
Stop cars parking on 
Agreed to be significant concern.
Already 
•P
pavements. Properly enforce 
Legal issues about ability to 
included
O
offence. Often occurs after 
enforce in certain circumstances.
W
wardens hours.
Included in Parking Strategy Action 
T
T
Plan within LTS.
R
PA
164

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Air 
Buses are very polluting.
Pollution from buses, as from cars,
Generally 
Quality 
Should be checked for emissions
is reducing as tighter EU emissions  already 
and the 
standards are introduced over time. included
Environ-
Low emissions strategy for all 
ment
vehicles currently being developed 
as part of Council’s Air Quality 
Action Plan (see LTS section 3.3) 
Powered  PTW’s should be allowed to use  Not accepted, principally on safety  None
Two bus 
lanes. Edinburgh lags behind  grounds with a particular concern 
Wheelers other cities in this. Would give 
about the impact on cyclists using 
better use of roadspace especially bus lanes.
at peak times. Would cut down 
on accidents.
STAKEHOLDERS
Commun. Need for greater transparency on  Accept – need to link with SfC 
Section 2 of 
involve-
transport strategy decisions
agenda and neighbourhood 
Part 2 
ment
Greater engagement on 
management.
amended with 
maintenance decisions
additional 
para (2.2).
Transport  Establish representative transport  Accept principle of transport 
Included in 
Users 
consumer forum covering all 
consumer engagement; include 
revised s2.2 
Forum
modes
action to develop and consult on 
(see above) 
proposals
and Action 
Plan
Targets
Should maintain LTS 2004 targets Targets need to be achievable.
Revised 2010 
targets 
included in LTS  
Street 
Various refinements – ‘home 
Accept - updated Framework in 
To be included 
Manage- zones’ (for/against); deliveries,
final LTS, for consultation
with Final LTS 
ment
cycles, consistency with safety 
as ‘Interim 
section (4.1), quality criterion,
Framework’ for
speed limits for rural roads.
further 
Consult on proposals
consultation
Include policy commitment to 
Accept concept – Street 
Include in 
integrated street management
Management framework is basis.
Streets 1 and 
supporting 
text 
Climate 
Strengthen discussion, include 
Accept. Indicator needs to be 
Text added in 
change
policy and indicator
developed.
Pt 1, and Pt 2 
s3.3 inc policy.
Cycling 
Add policy supporting marketing  Accept
Additional text
Marketing efforts and training/
& policy added 
encouragement measures
to s4.3
P+R
Need ‘North Edinburgh’ site
Need for consideration of A90 site  Include ref to 
accepted in context of possible 
examination of
N
extra Forth crossing capacity – 
potential A90 
A
L
NB Burnshot safeguarding deleted  site as part of 
P
in 2004 SP
wider review 
D
of future P+R 
N
A
expansion.
S
Action Plan 
IE
reference to 
IC
L
further P+R 
O
devt will 
•P
include this.
O
Tram
Support line 3 and extensions 
Accept; reinforced by promotion 
Strengthen 
W
T
more robustly (linked with 
of interim bus-based solution
text in s5.2,
T
R
Structure Plan)
reword Line 3 
policy 
PA
165

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Oppose principle/Inappropriate 
Trams approved in principle by 
No change
to include as not yet approved
Council, Parliament, Scot Exec.
Implementation and details still 
clearly subject to further approvals.
Rail
Highlight Waverley, Haymarket 
Accept – identify as 1st priority 
Add text and 
projects more.
rail schemes.
policy to s5.4 
on rail
Commu-
Greater priority for CAT funding 
No change feasible in current 
Strengthen 
nity and  required to tackle current unmet  funding structure, but commitment  text on 
accessible needs
to seek further funding sources.
alternative 
transport 
funding 
(CAT)
options and 
reword policy 
CAT3.
Concess
National concession scheme 
Forward to Scot Exec.
Include 
ion 
should be extended to CAT 
reference in 
scheme
transport, and regular/ frequent 
text that this is 
hospital attendees. Also young 
supported 
people/students
(end of s5.6,
and s6.4).
PNR 
Add action to lobby for charging 
Approach understood – but 
Text added to 
parking
for parking on private devts 
already rejected by national 
s8.1
(esp retail)
government
DISCUSSION SESSIONS
Buses
Desire for a clearer, simpler bus 
Orbital routes given strong 
Generally 
network with connecting orbital 
emphasis in LTS. Competition not 
already 
and radial routes. Less competition a major issue in Edinburgh; LTS also included in LTS
so less congestion.
promotes maximum integration.
Fewer buses in the congested city  City centre is area of maximum
None
centre area. Bus routes should be  bus usage; but see above in 
more spread out and more orbital  relation to orbital routes. Major 
routes.
changes to route pattern would 
require significant Council revenue 
support – unlikely to be feasible.
Quality of bus infrastructure is 
Lothian Buses have very young bus  None
poor. Often old, smelly and 
fleet. Various policies within LTS 
unpleasant with poor ride quality. recognise need to overcome 
Bus stops blocked by parked cars. barriers to bus use. Bus use is 
Bus drivers behaviour can be 
growing.
unpleasant. Antisocial behaviour 
of passengers.
Does not encourage bus use.
Road 
Need for greater enforcement of 
Issue is Police resources. Need to 
None
Safety
traffic and speed offences. Police 
find ways of maximising 
need to make more efforts to 
self-enforcement (hence road 
N
control speeding, obstruction of 
narrowing, speed humps etc in 
A
L
yellow boxes, use of mobile 
20mph zones).
P
phones etc.
D
N
A
Opinions voiced over public 
Aim is to reduce speed to reduce 
None
S
dislike of physical traffic calming 
number and severity of accidents.
IE
features such as road narrowing 
Speed reduction does reduce 
IC
L
and speed humps. Narrowing 
accidents. Also makes walking and 
O
creates congestion. Humps are 
cycling more attractive. Agree that 
•P
uncomfortable and create 
measures need to be considered 
problems for buses and 
in consultation with local residents 
O
W
emergency vehicles. Need for 
– new neighbourhood 
T
greater community consultation 
management arrangements being 
T
R
on schemes.
developed by Council and 
PA
discussed in LTS may assist.
166

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Air 
Desire for greater use of cleaner 
Low emissions strategy currently 
Reference to 
Quality
alternative fuels for public 
being developed.
low emission 
transport including buses and 
strategy 
trams eg hydrogen fuel cells,
already 
wind-generated electricity.
included
Buses are a major cause of air 
Commercial operators such as 
Generally 
pollution problems, especially 
Lothian Buses are investing 
already 
when stationary in traffic. Need to  substantially in buses meeting 
included
address bus congestion and fuel 
latest emission standards. Further 
to solve air quality problems.
development in context of air 
Commercial operators should 
quality action plan and low 
invest in cleaner vehicles.
emission strategy currently being 
developed (LTS s3.3).
Cycling
Desire for better infrastructure 
Agreed and supported within LTS.
Already 
provision for cyclists.
Key issue is funding.
included
More off-road lanes with cyclists 
segregated from buses and 
general traffic. Smoother cycle 
lanes. More cycle parking.
Other
Taxis should have greater 
Taxis are considered a form of 
Already 
emphasis and priority in the LTS 
public transport in the LTS (s5.5)
included
document and be considered as 
a mode of public transport 
alongside buses and trams.
Concern over funding for LTS 
Agreed. Funding highlighted in 
Already 
schemes, especially minor work 
the LTS as a key issue.
included
programmes such as cycling.
Desire for more funding for bus 
support, cycling schemes etc.
Parking
Desire to address inconsiderate 
Agreed. Included in parking 
Already 
parking e.g. parking on 
strategy.
included
pavements and around schools,
blocking accesses and bus lanes,
causing congestion and creating 
safety problem.
Public 
Need for integrated public 
Integrated ticketing an aspiration,
Already 
Transport transport ticketing system to 
but significant legal and 
included
include all bus and train 
competition issues in 
companies, trams and taxis.
implementation.
A payment card system like 
LTS seeks expansion of the 
Oyster Card in London.
SESTRAN one-ticket scheme.
Need for better publicity and 
LTS Policy PT5 has exactly these 
Already 
marketing information of public 
aims.
included
transport services. Especially for 
visitors and those arriving in city 
for the first time who are 
unfamiliar with the system.
N
Mainten- Need for better maintenance 
Recognised as key concern. Asset 
Already 
A
L
ance
standards and quality of 
Management Plan referred to in 
included
P
workmanship. Repair quality 
LTS s3.2 aims to maximise 
D
needs better management.
effectiveness of constrained 
N
A
maintenance budget 
S
IE
Desire for greater emphasis on 
Sections 3.1 and 3.2 relate 
Already 
IC
pavement maintenance.
maintenance prioritisation to 
included
L
O
types of street user.
•P
Powered  Powered Two Wheelers should be  Not accepted, principally on safety  None
O
Two 
given greater emphasis in the LTS. grounds with a particular concern 
W
Wheelers They should be allowed in bus 
about the impact on cyclists using 
T
T
lanes. Also should be considered 
bus lanes.
R
more like cyclists than cars in 
PA
terms of congestion and safety 
issues.
167

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
Street-
Desire for moves towards better 
Agreed. Significant emphasis on 
Already 
scape
streetscapes through greater 
this issue in LTS, especially 
included
consideration of shared surfaces 
recognition of Standards for Streets 
and mixer-court streets. Support 
and need for appropriate street 
for concepts such as naked streets  management framework (s3.1) 
with removal of unnecessary 
street furniture and clutter.
Access to  Need for greater consideration of  Recognised as a key concern.
Already 
Services
travel to hospital especially the 
Discussed in s5.3 of LTS.
included
new RIE. More buses not through  Key problem is resources to 
city centre, use of parking charges  support such services.
to fund buses, management of 
parking supply etc.
N
A
L
P
D
N
A
S
IE
IC
L
O
•P
O
W
T
T
R
PA
168

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
APPENDIX 5
Interim Street Management Framework
Introduction
The Council maintains and manages different types of road in different ways according to
factors such as the volume of traffic they carry and their role for public transport.The draft
street management framework set out here is intended to make the Council’s approach
to maintenance and management more open. Initially the framework will be primarily
used to inform maintenance prioritisation and the setting of speed limits.
In relation to maintenance the framework will be used to ensure that high priority is given
to the roads in the city with the greatest importance in terms of their economic and
movement funtions. This supports safety and physical condition criteria. For speed limits
the framework will build on the approach set out in the LTS 2004, seeking to manage
speeds according to the role of streets. The emphasis is on setting 20mph as the normal
speed limit for residential streets but also extending this to appropriate shopping streets.
It is intended to develop the framework further to help inform wider street management,
for example the way that different road users are provided for on different types of road.
The draft LTS 2007-2010 contained a draft street “hierarchy”. The draft framework set out
below has been based on the hierarchy and on consultees comments.
The draft framework is based on three broad characteristics of streets:
1 The extent to which they have a strategic role for public transport or general
traffic, and whether they have any other specific traffic roles (especially for
emergency services)
•
strategic roads
•
secondary roads
•
other roads – mainly minor residential streets
2 The nature of the development fronting the road/street and the amount of
pedestrian activity.
•
shopping streets/high pedestrian activity
•
tenement streets/medium pedestrian activity
•
other urban streets
•
rural roads
3 The role of the street in the heritage of Edinburgh and whether it warrants the use
of special materials.
N
A
L
Because many different combinations of these characteristics can occur, the resulting
P
D
framework of street types is quite complex. A simplified version of the framework, setting
N
A
out its key elements, is presented in table 1.
S
IE
IC
L
O
•P
O
W
T
T
R
PA
169

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
)
(R
s
d
a
ro
l
ra
u
s
R
R
R
R
n
1
2
3
d
ctio
n
ite
)
ju
ss/
(F
s
w
n
lim
cce
n
fe
a
a
rb
ith
e
ctio
ith
u
w
g
n
w
s
ta
ju
s
in
d
d
a
a
n
w
a
o
F
F
M
ro
fro
Fe
R
1
2
n
-
sity
s
stria
n
e
e
)
e
g
d
s
e
d
(L
n
ta
p
s
w
n
w
w
.
o
c
e
r
L
L
L
g
stria
L
fro
Lo
flo
e
1
2
3
4
5
6
e
b
rita
d
e
e
h
-
n
m
’s
p
u
h
r
d
g
n
stria
rg
fo
n
in
ry
u
a
p
e
b
.
d
o
3
rk
le
in
ts
p
e
s
g
d
e
o
n
o
p
)
n
te
E
p
w
/ro
e
sh
e
to
ty
e
m
(M
ctio
ca
t
f
m
o
g
m
r
t
n
e
o
iu
s
n
e
ry
fra
t
ta
n
in
d
w
ju
rta
o
n
n
e
e
tre
M
M
M
o
g
e
T
m
M
flo
y
p
n
S
1
2
3
te
m
e
fro
a
im
s
-ca
g
a
t
-
m
a
th
b
n
N
e
a
su
a
ts
p
a
m
IO
e
n
ith
r
t
T
stre
w
o
rm
e
A
f
s
ts
e
fo
IS
o
stre
stria
d
stre
R
r
ld
f
g
e
a
stre
u
o
O
te
d
)
r
o
n
G
c
in
e
fo
w
E
p
p
(H
ts/ro
s
tio
T
ra
p
s
e
ry
te
A
a
o
h
w
o
g
u
lica
p
C
h
h
ig
tre
H
H
H
te
ro
p
T
C
S
H
flo
S
1
2
3
a
E
.
-ca
ice
n
E
/
b
rv
o
R
ts
su
t
se
x
T
s
tre
e
ice
d
n
l
e
y
te
:S
e
a
lic
ra
r
rv
g
c
n
e
K
ce
b
e
stre
o
e
e
R
ffic
siv
ro
u
n
se
rita
e
rg
.S
e
O
n
r
p
e
n
in
g
h
e
g
a
r
p
m
W
tra
te
/city
r
r
m
in
o
e
ty
E
r
ls,o
rb
n
t
e
in
e
fo
fo
u
id
y
e
e
M
v
city
t
r
lso
v
e
tio
k
A
th
ith
le
e
n
le
e
ro
g
a
g
stre
R
o
w
p
rv
in
F
ro
th
ts,a
to
d
s
th
rta
l
e
rita
se
e
g
N
T
o
b
n
d
ffic
f
O
ly
n
o
p
e
h
r
A
N
a
a
t
ca
s:
in
co
o
rrin
L
E
tra
stre
a
’s
l
u
lo
d
l
h
a
fe
P
s
M
rt
o
s,im
n
a
m
e
ice
v
re
E
o
s,ro
ra
r
rg
d
a
tia
s
se
u
a
rv
D
ro
G
d
e
h
in
sp
a
n
o
a
th
l
n
d
u
b
se
N
A
n
e
a
o
ill
s
ro
e
se
to
ro
ra
o
h
in
w
u
u
A
N
g
r
re
R
d
b
r
A
in
e
o
ru
sid
r
E
s
e
a
S
tra
ss
st
o
fo
M
e
s
p
y
th
m
r
re
s:
s
to
b
IE
e
t
ty
re
T
lic
’cla
h
te
O
a
o
ly
n
n
d
d
a
IC
E
b
ig
u
:
in
in
a
sse
a
rta
se
rs
L
E
u
e
u
R
L
p
:‘A
h
ro
rk
ith
m
a
o
ro
tte
O
T
e
o
w
m
d
p
ts
S
r
rk
ic
d
ite
e
o
sin
th
g
r
n
–
n
u
im
ra
•P
T
fo
tw
a
rs/le
p
e
F
t
r
te
e
/o
a
)
s
b
ts
stre
b
e
tw
o
d
4
.
e
ro
l
O
A
e
n
ts
d
p
m
R
e b
to
ca
N
s
stra
n
a
e
p
s
a
s
s
tre
p
u
W
S
A
Lo
N
ice
s
ry
d
ro
ss
y
T
:D
stre
ic
a
ty
1
f
rt
th
g
rv
a
d
o
tre
a
S
t
a
a
T
E
o
d
n
l
p
ro
ice
cce
a
w
R
L
te
se
e
sp
l
tp
s
B
le
s
n
co
n
ffic.
ca
rv
r
cle
o
o
a
xce
ra
a
te
PA
tra
u
e
o
e
y
o
TA
R
S
b
sig
S
tra
tr
L
(e
ru
S
re
C
F
o
)
)
N
a
b
c)
170

---

T H E C I T Y O F E D I N B U R G H C O U N C I L • L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2
Application of the draft 
Street Management Framework 
1. Maintenance priorities
1.1 Carriageways
Priority according to the strategic role of the street, highest priority for category 1
streets, followed by category 2. Lower priority for local streets and minor rural
roads. Extra priority for streets with large numbers of pedestrians and local
streets carrying bus services.
1.2 Footways
Higher priority for shopping streets, and other streets where numbers of
pedestrians are expected to be higher.
1.3 Footpaths and cycleways
Higher priority for footpaths and cycleways expected to be busier
2. Speed limits
As discussed in chapter 4.1, the approach to speed limits in the city would be as follows:
2.1 Urban Areas
20 mph
Secondary streets with large numbers of pedestrians (category 2H), local streets
(categories 3M and 3L) and appropriate service roads/lanes (category 4). Some
strategic routes with high pedestrian numbers (category 1H) where feasible.
30 mph
Most urban main roads – categories 1M, 1L, 2M, 2L; strategic routes with high
pedestrian numbers (category 1H) where 20 mph is not feasible.
40 mph 
Selected high standard urban roads, principally categories 1F and 2F, also on
some rural main roads depending on safety considerations.
2.2 Rural areas
Generally limits in rural areas will be 50 or 60mph. However lower limits will be
considered for safety reasons, including on roads with a designated function as
part of cycle, walking or horse-riding routes.
3. Traffic Management 
It is proposed to develop guidelines setting out in broad terms how the Council
will seek to implement the objectives of the LTS when carrying out traffic
management or other schemes on different categories of street. The intention
would be to list an order of consideration of traffic management objectives on
N
A
L
the various categories of road and to indicate relative priority of the objectives.
P
However the listing and prioritisation would not be rigid. For example there will
D
N
often be trade-offs between protecting public transport from congestion,
A
providing adequate loading and short stay parking. Details of these trade offs
S
IE
will need to be decided on a scheme by scheme basis and will involve
IC
L
consultation with local communities and interest groups.
O
•P
O
W
T
T
R
PA
171

---

L O C A L T R A N S P O R T S T R A T E G Y 2 0 0 7 - 2 0 1 2 • T H E C I T Y O F E D I N B U R G H C O U N C I L
APPENDIX 6
SESTRAN funding programme 2006-7
PROJECTS IN EDINBURGH COVERED BY SESTRAN 2006 CAPITAL GRANT OFFER
Bustracker Extension
Grant for 2006 – 07
Grant for 2007 – 08
£693,000
0
Bustracker Extension - Package 1. Edinburgh Corridors. Provision of 40-50 new Real Time
Information (RTI) displays, plus junction priority for buses and selected bus boarders on key
corridors in Edinburgh (A1, Portobello Road/High Street, A70, links to Western General Hospital).
Bustracker Extension
Grant for 2006 – 07
Grant for 2007 – 08
£313,000
0
Bustracker Extension - Package 2. Provision of around new 20 RTI displays at key bus stops in
Midlothian (Dalkeith, Bonnyrigg, Penicuik) and East Lothian (Musselburgh, Tranent, Cockenzie).
Edinburgh – Strategic Bus Priority
Grant for 2006 – 07
Grant for 2007 – 08
£50,000
0
Preparation of detailed design drawings of bus infrastructure on the Waterfront corridor, to enable
construction works next year.
Cycling – Key Connections to Edinburgh
Grant for 2006 – 07
Grant for 2007 – 08
£300,000
£100,000
Addressing strategic barriers to cycling on the periphery of Edinburgh (eg City Bypass junctions).
2006/7: A8 corridor (and other cross-boundary routes, subject to cost) facilities upgrade. Design
work on A90, A71 (Calders Junction), and Newcraighall area. 2007-2008: Cycling links between Fort
Kinnaird and Musselburgh and on A8 between Edinburgh Airport and Ratho Station.
Ingliston Park and Ride
Grant for 2006 – 07
Grant for 2007 - 08
£150,000
£1,750,000
Design and construction of scheme to expand Ingliston Park and Ride site.
UTM & C Parking Guidance Systems
Grant for 2006 – 07
Grant for 2007 - 08
£1,370,000
£300,000
Implementation of a new Urban Traffic Management and Control System (UTMC) incorporating
Parking Guidance and strategic variable messaging. 2006–07: parking guidance and Variable
Message Signs (VMS). VMS outside city bypass: route guidance, travel, incident and car park
occupancy information. Parking guidance - city centre VMS signs guiding drivers to car parks with
space. 2007–08: UTMC upgrade - Improved ability to incorporate bus priority in signals, to
N
A
respond to incidents in real time, and to manage air quality.
L
P
D
N
Link to New Edinburgh Royal Infirmary
Grant for 2006 – 07
Grant for 2007 - 08
A
S
0
£600,000
IE
IC
L
Sustainable transport link from the new Edinburgh Royal Infirmary to Greendykes.
O
•P
O
A701 Straiton Park & Ride
Grant for 2006 – 07
Grant for 2007 - 08
W
T
0
£3,000,000
T
R
Construction of a park and ride site at Straiton.
PA
172

---