Tag: transport

Have your say on initial proposals for Low Traffic Neighbourhoods in Leith and Corstorphine

A second phase of community engagement on plans to introduce Low Traffic Neighbourhoods (LTNs) in two areas of Edinburgh begins today.

Between 8 February and 5 March, the city councill sought the views of residents in Corstorphine, Leith and East Craigs on their travel choices and use of their community spaces for movement and relaxation to help us develop proposals for each area in partnership with the local communities themselves. In total we received around 2200 responses across the three communities.

After the first phase of engagement, there was a clear appetite within Leith and Corstorphine to move forward with more detailed dialogue.

For East Craigs the council will be bringing an additional report on plans for the area to the next Transport and Environment Committee in recognition of the majority of respondents reporting, during our initial engagement in February/March, that traffic levels were not significant on most residential streets.

However, some residents did indicate that there are issues with high traffic volumes on selected streets. We’ll therefore propose to have further discussion on targeted traffic reduction with the East Craigs community at a later date, with a view to bringing proposals back to a future meeting of Transport and Environment Committee.

In Leith and Corstorphine the council is now looking for feedback on initial recommendations to create safer, more comfortable environments for walking, cycling and wheeling, as well as for spending time in local streets and outdoor spaces.

These have been informed by the opinions and ideas shared during the first phase of engagement, as well as traffic data which indicates where there are issues around intrusive traffic.

As part of this second phase of engagement they will be holding co-design-type workshops with community representatives so that the design team can closely explore details in greater depth with the community.

Each of the schemes will be refined following the current period of engagement and brought back to Transport and Environment Committee. If approved, they would be then be introduced on a trial basis via an Experimental Traffic Regulation Order (ETRO) towards the end of 2021.

For Corstorphine, two options have been proposed to improve safety on the High Street, as well as various interventions elsewhere in the area to restrict through traffic, particularly around schools.

The Leith Connections project designs consist of two elements – a high-quality segregated cycle route between the Foot of the Walk and Ocean Terminal, which will be introduced on a permanent basis, and an experimental LTN in the area between Salamander Street, Commercial Street, North and Great Junction Street, Duke Street and the roads around Leith Links.

The LTN designs include restrictions to through traffic and ‘parklets’ to encourage more people to walk, cycle and spend time.

Transport and Environment Convener Councillor Lesley Macinnes said: “Over the last year we’ve seen the impact that lower traffic volumes and space to walk and cycle can have on our environment.

“As we work to make a sustainable recovery from the pandemic, we’re looking at ways of working together with our communities on designs and proposals that would make neighbourhoods more liveable, easier to move around by active travel and welcoming to spend time in.

“Thanks to thousands of comments on the initial engagement about our plans to introduce Low Traffic Neighbourhoods across the city, as well as traffic monitoring both before and after the pandemic to identify intrusive traffic hotspots, we’ve been able to develop a set of proposals for Leith and Corstorphine that really address the issues facing these neighbourhoods, helping to tackle barriers to walking, cycling and wheeling.

“As we now start the next phase of public engagement on these proposals we’ll be continuing to work closely with the communities in a co-design-style approach which involves residents in each key step of the projects’ development.

“In East Craigs, there was a clear view that for most people there weren’t significant traffic problems on most residential streets, although some residents did report too much traffic on certain streets.

“That’s why we’re currently putting the LTN plans on hold in East Craigs. We’d like to come back to discuss ideas on targeted traffic reduction with the community sometime in the future, but for now, we look forward to working with communities in Corstorphine and Leith to take forward designs there.

Transport and Environment Vice Convener Councillor Karen Doran said: “We’ve seen from examples around the world how Low Traffic Neighbourhoods can encourage community interaction and healthy, active travel, and we want to see this happen in Edinburgh.

“Please let us know what you think of the initial plans for Leith and Corstorphine, so we can deliver schemes which work for as many people as possible.”

Key findings from engagement with the public earlier this year include:

Corstorphine – almost 600 responses received

  • Walking was the largest travel mode used by respondents to the survey, with cycling higher than the national average at 9%.
  • Safety of streets for cycling and safety of streets for walking were the main factors that prevent respondents from making trips by foot or bike within the local area.
  • 51% of respondents think that traffic levels and speeds for children cycling or walking are unsafe or very unsafe.

Leith – over 800 responses received

  • 75% of survey respondents strongly support or support the aim for improving cycling conditions in Leith.
  • 80% of survey respondents strongly support or support the aim for improving walking conditions in Leith.
  • The most popular local destinations were Ocean Terminal, Leith Walk and Leith Links. Walking was used for the highest proportion of these journeys with between 44-65% of trips and cycling was used on 13-23% of trips.

East Craigs LTN – over 800 responses received

  • Speed and volume of traffic on Craigs Road was felt by some in the community to be too high and conditions could be improved for people walking and cycling, however there was also general feedback that most streets in the area were not felt by survey respondents to have high traffic volumes or speeds.
  • School drop off/pick up times were highlighted as a particular issue on some streets, resulting in higher volumes of traffic and parking.

Alongside this engagement feedback, project teams have collected and assessed traffic data from before and during COVID to help identify streets where intrusive traffic is a problem. This data has generally corresponded closely to the streets that residents have highlighted as having high traffic volumes and speeds.

Traffic operations plans have been developed to help people to plan journeys around their communities by different transport modes. Every residence will remain accessible by motor vehicle.

Engagement on the Leith and Corstorphine proposals will run from TODAY (Friday 4 June) until 4 July, during which time respondents can view and comment on designs. We’ll also be consulting with key stakeholders including community councils, ward councillors, emergency services and mobility and access groups.

The ETRO process for introducing changes, if approved, includes further public consultation on the traffic regulation changes, with the results to be reported back to Transport and Environment Committee in autumn, when a decision would be made about whether to implement the LTNs on a trial basis (for up to 18 months). 

ETROs allow us to trial measures, in collaboration with the community and stakeholders, to evaluate their impacts and benefits prior to permanent implementation. During the trial we will be monitoring the impacts of the changes and asking for public feedback.

Measures along the future cycle route from Leith Walk to Ocean Terminal, which will change traffic movement in the area, are proposed to be implemented at the same time as the trial LTN. These relate to a permanent route design and have already been through public engagement.

You’ll be able to find out more and share your views on Leith and Corstorphine proposals from today.

“A total dog’s breakfast”: City council publishes Spaces for People feedback

60% of residents AGAINST Spaces for People

Responses to a major consultation and market research exercise on perceptions of Spaces for People measures, and whether they should be retained, have been published by the city council. Lothians MSP Miles Briggs says the results show the SNP-Labour ‘Capital Coalition’  has made a ‘total dog’s breakfast’ of the Spaces for People scheme

More than 17,600 people responded to our public consultation in March, which asked respondents about their familiarity with schemes introduced to help people walk, cycle and wheel safely during the COVID pandemic, and whether they would like to see them kept longer-term.

Alongside this, market research was carried out by independent market research consultants on our behalf, providing a statistically representative sample of opinion from a cross section of residents.

Officers are assessing each scheme for retention using a set of criteria agreed at January’s Transport and Environment Committee, including whether they encourage walking and cycling, how they impact businesses and whether they affect public transport. The longer-term contribution to the Council’s strategic transport objectives will also be considered.

Feedback gathered through consultation and market research will be taken into account as part of the assessments and will help guide recommendations on which schemes to keep beyond the pandemic, which will be considered by Transport and Environment Committee on 17 June.

Transport and Environment Convener Councillor Lesley Macinnes said: “Firstly, I want to thank all those who took the time to complete the consultation. The changes we have introduced reach across Edinburgh, so we wanted to hear from as many different people in communities around the city as possible.

“Officers have been assessing each of the schemes for retention using a set of criteria agreed by committee and responses to the consultation and market research will be part of this process, helping to form recommendations for the best way forward.

“I look forward to constructive debate with fellow councillors on the future of these schemes, and how they can benefit residents and visitors to Edinburgh longer term.”

Transport and Environment Vice Convener Councillor Karen Doran said: “Over the last year we’ve introduced many measures to help people physically distance and travel safely during the pandemic, and there have been a range of opinions shared on their effectiveness and impacts on the people who live here.

“Thanks to the feedback gathered in March, we’ll now be able to take people’s comments and ideas into account as we assess each scheme, meaning a rounded approach as we move beyond the pandemic.”

Far from a ’rounded approach’, Tory Lothians MSP Miles Briggs has branded the council’s handling of the scheme ‘a total dog’s breakfast’.

Miles Briggs said that 60% of Edinburgh residents are opposed to the scheme, and added: “The people of Edinburgh have spoken and it is clear that residents across the Capital have lost confidence in Spaces for People.

“From the outset many local representatives have expressed concern at the total lack on consultation and the introduction of schemes which have had a negative impact on all road users – yet the Council knowns best approach has prevailed.  

“It is inconceivable for Edinburgh Council to continue with Spaces for People with a significant majority of people against the scheme.

“There have been countless issues and risks with Spaces for People and Edinburgh Council must now start to listen and reverse these changes immediately.  

“There has been an overwhelming amount of opposition and the plan to make Spaces for People permanent must be taken off the table.

“It is clear that the SNP / Labour coalition running Edinburgh City Council have made a total dog’s breakfast of the Spaces for People scheme and if they will not act this is set to become a major campaign issue at the Council elections next year.”

Questions in both the consultation and market research focused on how much people supported or opposed retaining changes in place, what they considered to be the main benefits or disadvantages of retaining measures and which schemes people would especially like to see retained or removed.

While there were differences in the level of support or opposition for schemes between consultation and market research results, in general, for both, participants shared the strongest support for measures at schools, followed by schemes in the city centre.

Both reported lower rates of support for town centre interventions and protected cycle lanes, with the lowest levels of support for leisure connections and Quiet Connections, with many market research respondents saying they weren’t aware of these changes.

The council began introducing Spaces for People measures in May 2020 in order to ‘help people physically distance, travel safely and exercise during the COVID pandemic’.

In January 2021 it was agreed to explore the potential for retaining some of the schemes longer-term, in recognition of their impact on Council objectives to encourage walking and cycling, improve air quality, reduce congestion and achieve net zero carbon emissions, amongst other commitments.

Three separate surveys aimed at residents, businesses and stakeholders were conducted for the consultation. This was made available in a range of formats including regular print, large print, braille and translation into other languages. A British Sign Language video was also displayed on the project website to further widen access to people with hearing loss.

Transport and Environment Convener Councillor Lesley Macinnes has written in yesterday’s Edinburgh Evening News (Wednesday, 2 June) on the aims of Spaces for People, and plans to move forward with the programme – see below.

We’re working to get the balance right

It’s now more than a year since we began introducing Spaces for People measures to help people to make journeys by foot, bike and wheelchair safely while physically distancing. 

It was inevitable that introducing changes in so many parts of the city would give rise to differing reactions, with people expressing both concerns and positive comments.

We’re now considering the results of a major consultation and market research on the changes we’ve made, and whether people would like any of them to be kept more permanently. Before we move to the next stage, I want to take this opportunity to comment on some of the key issues that have arisen since the start of the pandemic.

Some people have asked us why we’ve been making these changes. Last year, in the depths of lockdown, we had very little choice. As the nation came to terms with a ‘new normal’ where 2m physical distancing is needed, the way we moved around the city changed drastically. People were stepping on roads to give one another space, cycling along busy routes to avoid public transport or squeezing onto narrow pavements to take daily exercise.

Throughout the course of the last year our approach has evolved with the changing situation, and strands of the programme reflect that. From the beginning, when we created Spaces for Exercise, so people could get to places like Silverknowes prom safely (and they did, in great number), to our city and town centres schemes to add space on busy high streets. Restrictions outside schools helped limit crowding as pupils returned to full-time learning and Travelling Safely measures provided much-needed cycle space on busy roads as alternatives to congested off-road networks, along with a scheme to remove obstructive street clutter from our streets.

Both the Scottish and UK Governments have encouraged and funded local authorities across the country to make temporary changes to facilitate active travel. Through the Scottish Government, via Sustrans, we’ve been awarded £5.25m in total specifically to provide additional space for physical distancing in the pandemic – and I want to be clear that we can’t spend this money on filling potholes or elsewhere. 

To those who question Sustrans’ influence over our decisions – Sustrans is a respected, national charity and we value their input highly. But these decisions are very much our own. It’s our responsibility to protect citizens’ safety, to support businesses to thrive and to give children and families space to enjoy safe, pollution-free routes.

This is an entirely new situation, and I know that some of the road layouts have taken time to adjust to. But we’re also in the midst of a crisis. We’ve followed guidance set by the Scottish Government to help us get these emergency changes to protect public health on the ground quickly – in fact, we’ve gone further than expected to engage with key stakeholders on every single scheme. As a result, we’ve tweaked and improved many of the measures along the way.

It’s thanks to the efforts of our dedicated Spaces for People team that we’ve been able to respond to community concerns. Each intervention is carefully risk assessed, taking blue badge parking and loading into account, and is closely monitored once in place. People’s safety is our priority, and we notify emergency services about every intervention, addressing any access issues if necessary. 

As restrictions are eased alongside the rapid rollout of vaccinations across the population, some may ask why we still need interventions like these in place. While there is much to be grateful for, we’re not out of the woods yet. The fast-spreading Indian variant of the COVID virus still threatens to set back best laid plans to fully exit lockdown. Large sections of society, many of whom don’t own a car, still feel nervous to set foot on public transport. And as businesses reopen with restrictions in place, queues will become commonplace on our streets.

That these changes are helping to people to walk, cycle and wheel more easily aligns with our strategic policy goals too. Our ambitious ten-year City Mobility Plan focuses on sustainable travel, while projects like City Centre Transformation will facilitate travel by foot, wheelchair or bike. Our commitments to become carbon neutral by 2030, to significantly improve air quality and to encourage healthy, active travel will benefit from people choosing to walk or cycle over private car journeys. 

Of course, we recognise some schemes have caused disruption and we want to minimise that for residents and businesses. This is a difficult balance but we’re trying again to get it right.

We have no intention of pushing through any permanent schemes under the cover of Spaces for People. We want to bring the people of Edinburgh along with us. That’s why we would be using Experimental Traffic Regulation Orders to implement any longer-term changes, meaning we can continue to involve local people in their operation and evolution once in place. 

Many of the changes we’ve made, it’s worth noting, are as a result of our Commonplace consultation last year and have been informed by residents’ suggestions for improvements. The 17,600 responses we received to the latest consultation, along with the findings of in-depth marketing research conducted with a representative cross-section of residents, will be invaluable as we progress to the next stage of the programme. 

This insight, along with the expertise of our officers, who are working to a defined set of criteria approved by elected councillors in committee, will help us to understand where we can make schemes better, how they can be changed to suit more people and where, in some areas, they can be scaled back.

Find out more about the market research and consultation responses online.

Railways Revolution?

New public body Great British Railways will integrate the railways and deliver passenger-focused travel with simpler, modern fares and reliable services.

A quarter-century of fragmentation on the railways will end as they come under single, accountable national leadership, as the UK government today (20 May 2021) unveils a new plan for rail that prioritises passengers and freight.

Today, the government is announcing our plan for the transformation of Britain’s railways. The Williams-Shapps Plan for Rail fully reflects the independent recommendations of Keith Williams, to whom the government is grateful for his thorough work since 2018.

Williams identified serious issues facing the railways before Covid struck; the pandemic has exacerbated some of these and added more. The government has provided unprecedented support to keep the railways running during the pandemic. Now, we look to the future – today we are setting out an ambitious plan to ensure that the system is ready to meet these challenges.

Today’s railway is fragmented – numerous bodies with different incentives lead to a lack of joined-up thinking. No single organisation is accountable for integration, planning and leadership across infrastructure, passenger services and freight operations.

Even before Covid, the franchising model for passenger services had become unsustainable, with multiple failing franchises, delayed competitions and dwindling market confidence. East Coast and Northern had already failed and the government had to step in.

To meet these challenges this government is introducing the biggest reform to the railway in 3 decades. We are committed to delivering a rail system that is the backbone of a cleaner, greener public transport system, offering passengers a better deal and greater value for money for taxpayers.

That means getting the trains to run on time, providing a better quality of service and having a firm control of the sector’s costs.

To bring about change on the scale that is needed:

We will end 3 decades of fragmentation by bringing the railways back together under a new public body with a single, national leadership and a new brand and identity, built on the famous double arrow. Great British Railways (GBR) will run and plan the network, own the infrastructure, and collect most fare revenue. It will procure passenger services and set most fares and timetables.

We will make the railways easier to use by simplifying fares and ticketing, providing more convenient ways to pay with contactless, smartphone and online, and protecting affordable walk-on fares and season tickets. Rail services will be better coordinated with each other and better integrated with other transport services such as trams, buses and bikes.

We will keep the best elements of the private sector that have helped to drive growth. GBR will contract private partners to operate the trains to the timetable it sets. These contracts will include strong incentives for operators to run high-quality services and increase passenger demand.

The contracts are not one-size-fits-all, so as demand recovers, long-distance routes will have more commercial freedom to attract new passengers. Freight is already a nimble, largely private sector market and will remain so, while benefiting from the national coordination, new safeguards and rules-based access system that will help it thrive.

We will grow, not shrink, the network, continuing to invest tens of billions of pounds in new lines, trains, services and electrification.

We will make the railways more efficient. Simpler structures and clear leadership will make decision-making easier and more transparent, reduce costs and make it cheaper to invest in modern ways to pay, upgrade the network and deliver new lines. The adversarial blame culture will end and everyone across the sector, including train operators, will be incentivised to work towards common goals, not least managing costs.

These changes will transform the railways for the better. They will also make the sector more accountable to taxpayers and government.

Government ministers will have strong levers to set direction, pursue government policies and oversee delivery to ensure the railways are managed effectively and spend public money efficiently. Great British Railways will be empowered – a single, familiar brand with united, accountable leadership.

These reforms represent a bold new offer to passengers – of punctual and reliable services, simpler tickets and a modern, green and innovative railway that meets the needs of the nation.

In summary, our ambitious rail transformation programme will deliver 10 key outcomes:

  • a modern passenger experience
  • a retail revolution
  • new ways of working with the private sector
  • economic recovery and financial sustainable railways
  • greater control for local people and places
  • cleaner, greener railways
  • bold, new opportunities for rail freight
  • increased speed of delivery and efficient enhancements
  • skilled, innovative workforce
  • a simpler industry structure

This is not renationalisation, which failed the railways, rather it is simplification. While Great British Railways acts as the guiding mind to coordinate the whole network, our plan will see greater involvement of the private sector – private companies will be contracted to run the trains, with stronger competition to run services.

Our reforms will also unleash huge new opportunities for the private sector to innovate in areas such as ticket retailing and data that can be used by passengers to better plan their journeys.

We look forward to building this new vision for Britain’s railways in collaboration with the sector. We are proud to set out plans to support our railways and serve our country with a system that is efficient, sustainable and run in the public interest.

Grant Shapps Transport Secretary said: “Our railways were born and built to serve this country, to forge stronger connections between our communities and provide people with an affordable, reliable and rapid service. Years of fragmentation, confusion and over-complication have seen that vision fade and passengers failed. That complicated and broken system ends today.

“The pandemic has seen the government take unprecedented steps to protect services and jobs. It’s now time to kickstart reforms that give the railways solid and stable foundations for the future, unleashing the competitive, innovative and expert abilities of the private sector, and ensuring passengers come first.

“Great British Railways marks a new era in the history of our railways. It will become a single familiar brand with a bold new vision for passengers – of punctual services, simpler tickets and a modern and green railway that meets the needs of the nation.”

Rocio Concha, Director of Policy and Advocacy at Which?, said: “Before the pandemic, passengers had been treated as an afterthought for too long on the railways – so it is good that the government’s plans seek to improve the passenger experience on trains, bring innovation to the ticketing system and make it easier to get compensation.

“The true test of this plan will be whether passengers see real improvements to the way their train services operate, not only adapting to new needs but addressing the old challenges that could cause so much disruption to the lives of those reliant on the railways.”

Covid-19 is undermining confidence in public transport

Research suggests pandemic will drive the public from planes, trains and buses

THE Covid-19 pandemic may have long-term repercussions for the use of public transport in Scotland, a new study by Edinburgh Napier University suggests.

A survey found far fewer members of the public anticipate using buses, trains and aeroplanes after the country emerges from lockdown.

The Impact of Covid-19 on travel behaviour, transport, lifestyles and location choices in Scotland report was produced by the University’s Transport Research Institute with backing from the Scottish Funding Council.

Nearly 1000 (994) Scottish residents completed a detailed survey, designed to inform understanding of how Covid-19 might alter travel choices in the near future and guide appropriate policy responses.

Steps were taken to ensure age and gender were broadly representative of the wider population. More than a fifth (21 per cent) of respondents lived in households without access to a car, while 29 per cent lived in households with two or more cars.

The survey found 45 per cent of respondents expected to walk more, 29 per cent expected to cycle more and 25 per cent expected to drive their car more in the post-Covid future than they did before the pandemic.

However, in stark contrast, 42 per cent anticipated using aeroplanes less, 36 per cent using buses less and 34 per cent using trains less.

The most common reasons given for using public transport less in the future were the possibility of getting infections from other passengers, lack of cleanliness/hygiene on board and overcrowding.

Dr Achille Fonzone, Associate Professor of Transport Analysis and Planning at Edinburgh Napier, said: “Although part of it may be due to current overexposure to discussions about infective diseases and so be transient, such lack of confidence in public transport is not good news for the industry.

“It is not good news for Scotland either, considering the importance of public transport to ensure an equitable and sustainable mobility.”

Dr Greg Fountas, from the University’s School of Engineering and the Built Environment, said: “A shift to private cars post-pandemic would hamper the efforts to drastically reduce the carbon footprint of the transport sector.

“That is alarming for Scotland, where transport constitutes the largest source of greenhouse emissions – more than one third of the country’s total emissions in 2018, according to the Scottish Government.”

Dr Fonzone added: “Reducing inequalities and the impact on the environment are the two top priorities of the National Transport Strategy of the Scottish Government.

“The potential loss of demand for public transport must be understood better and suitable actions must be taken as soon as possible.”

The report’s lead author Lucy Downey, from the School of Engineering and the Built Environment, highlighted the finding that walking and cycling are among the lockdown behaviours likely to remain popular in the post-Covid future.

She said: “The findings are positive for active travel, which seeks to promote healthy journeys and offer viable alternatives to the private car or public transport for short journeys and an opportunity for exercise.”

In other findings, over half of workers (54 per cent) expect to work from home more in the post-Covid future than they did before the pandemic and 64 per cent stated that they will use technology more to communicate with colleagues, customers or clients. Over half (52 per cent) of respondents expect to use technology to communicate with family and friends more.

When asked about their anticipated future shopping habits, 45 per cent expected to do more online non-grocery shopping in the future and 36 per cent anticipate using home delivery for supermarket shopping more.

Covid may affect the housing market as well, increasing the number of those considering relocating. Respondents who indicated that they expect to move from their current accommodation were asked where they would like to move.

The majority (57 per cent) would like to stay in the same local area, but move to different accommodation, 33 per cent would like to move from their local area but stay in Scotland and 10 per cent would like to move away from Scotland.

Edinburgh Napier’s Transport Research Institute, Scotland’s largest and longest established transport research group, celebrates its 25th anniversary this year.

An open Timeline event this Thursday (29 April), in the form of an online webinar, will chart its inception and development, and offer a glimpse of future plans. 

New Spaces for People plans for Braid Road

”Thanks to our ‘try then modify’ approach, we’ve been able to tweak the design” – Cllr Karen Doran

Changes to a scheme for safer travel on Braid Road will help improve journey times and reduce intrusive traffic on nearby streets, while retaining protected space for active travel, the city council has announced.

Braid Road was one of the first Spaces for People schemes to be implemented in May 2020, when it was closed to traffic to help people walk, cycle and wheel safely to and from the Hermitage of Braid while physically distancing.

Thanks to the temporary nature of the measures, officers have since been able to amend the design to reduce an observed impact on southbound bus travel on Comiston Road, as traffic levels have increased.

As part of the new layout the city council will be reopening Braid Road one-way to southbound traffic and introducing segregated cycleways, following approval by Transport and Environment Committee in January.

They will also be installing traffic calming interventions around Midmar Drive to manage the return of intrusive traffic and protect the Meadows to Greenbank Quiet Route.

These measures will include no entry onto Braid Crescent from Comiston Road and ‘diagonal filters’ at the junction of Braid Road and Hermitage Drive, the junction of Hermitage Gardens and Cluny Drive and the junction of Braid Avenue and Cluny Drive, which will effectively remove through traffic from the affected streets. Once implemented, the changes will be monitored closely.

Councillor Karen Doran, Transport and Environment Vice Convener, said: We first introduced the closure of Braid Road to help people exercise and travel safely by foot, bike or wheelchair back in the early days of lockdown, when walking and cycling surged. 

“We’ve had some great feedback from the many families and individuals who have enjoyed using the route since then, but we’re also aware that, as traffic levels begin to rise, there has been an impact on neighbouring streets.

Thanks to our ‘try then modify’ approach, we’ve been able to tweak the design, as well as introducing traffic-calming measures on nearby streets, helping to alleviate pressure on surrounding areas while also continuing to provide a protected space for all those walking, cycling and wheeling here.”

Recent workshops with local stakeholders, involving ward councilors, community councils and the emergency services, amongst other groups, have helped us tweak the scheme further to meet the needs of community members. 

Additional changes include retaining two-way traffic on Braid Road between Braid Hills Drive and the main entrance to the Braid Hills Hotel, closing the southbound ‘slip road’ between Braid Road and Hermitage Drive to discourage southbound journeys from the Morningside Clock and pavement-widening at the south-east side of the junction of Braid Road and Hermitage Drive.

The council is currently implementing the changes, and plans to reopen Braid Road to southbound traffic by Monday (19 April). Once in place, the new layout will continue to be monitored and amendments will be made where necessary.

Find out more about the Braid Road scheme on the Council website.

More support for capital’s cabbies

Taxi and private hire drivers across the Capital are to receive more funding as top-up payments of £1,000 each will be distributed by the City of Edinburgh Council.

From today (15 April 2021), this will be paid out to those who received the initial grants of £1,500 through the ‘Taxi and Private Hire Driver Support Fund’ and will be done using the same details used for the first grant without any need for further application.

This additional funding for taxi and private hire drivers will be provided from the ‘Edinburgh Discretionary Business Support Fund’, amounting to just under £4.4 million for the sector in Edinburgh.

The Council was awarded just over £12.8 million in total by the Scottish Government to create the ‘Edinburgh Discretionary Business Support Fund’ which has been distributing grant money to eligible businesses since 3 February 2021 in two tranches – initially £2.8 million, and then an additional £10 million was added to the pot.

The ‘Taxi and Private Hire Driver Support Fund’ was open between 25 January and 25 March 2021 and paid out just over £6.5 million to 4,391 taxi and private hire drivers.

Councillor Kate Campbell, Housing, Homelessness and Fair Work Convener, said: “It’s been a really difficult time for so many businesses and self-employed people. We know that taxi and private hire drivers have been severely impacted so we’re using the discretionary grant fund to top up the Taxi and Private Hire Driver Support Fund.

“Taxis and private hire drivers are a crucial part of our city’s transport infrastructure, making our city accessible to many and supporting our economy. 

“We’ve taken the decision to ring-fence this money to make sure that drivers, 90% of whom are self-employed, have a bit of extra support to help them get through this period until we start to see the easing of more restrictions from 26th April. 

“This year has been incredibly difficult for all businesses in our city, and we know how hard people have had to work to keep going. We want to do everything we can help.”

Councillor Mandy Watt, Vice Convener said: “The taxi trade is a vital part of our public transport network, supporting many vulnerable people and those with accessibility needs.  I therefore feel very passionately that this sector – the majority renting their vehicles – gets the support it needs to continue this essential service.

“Our whole economy has been affected and it will take time to build it back up again. That’s why, despite there being a date to work towards, we’ll continue to look at our business support landscape and monitor where the holes have been so we can plug them with funding support.”

Applications will be open until the fund is nearing its full allocation. At this point the fund will be closed and applications will be processed in the order they are received.

Sunday parking restrictions to be introduced next month

Changes to some parking restrictions will come into force in Edinburgh from Sunday, 11 April.

The city council is introducing Sunday afternoon parking restrictions in the city centre, as well as rolling out shared use parking bays across the city, meaning either permit holders or pay and display customers can use the same spaces.

Sunday parking charges recognise the fact that, under normal circumstances, Edinburgh is now a seven-day city, with many shops, restaurants and visitor attractions open throughout the week.

New controls, in place from 12.30pm to 6.30pm every Sunday, will help us manage the way people park, which can restrict traffic movement, impact on the ability to service shops and businesses and, most importantly, pose a safety risk to other road users. The changes will bring us in line with many other UK cities which already charge for Sunday parking, including Glasgow, Manchester and Birmingham.

Shared use parking, which is being introduced in Controlled Parking Zones one to eight, increases accessibility to parking spaces for both residents and visitors, allowing for more flexibility. This has also allowed us to introduce visitor parking permits to these zones, making it easier for people to visit residents.

Councillor Karen Doran, Transport and Environment Vice Convener, said: “These updated controls are about improving conditions in the city centre, creating a safer environment and tackling inconsiderate parking, as well as providing greater flexibility for residents to park nearer their homes.

“Under normal circumstances, there is no doubt Edinburgh is a seven-day city, and we simply must address this as restrictions begin to be lifted and people return to the centre for shopping and socialising.

“We want to support businesses to recover from the COVID pandemic and greater parking controls on a Sunday will encourage customer turnover, allow more access for servicing and create a more pleasant atmosphere for everyone.

“The Parking Action Plan was developed with the city’s residents in mind, and measures like shared use parking will provide greater flexibility and the opportunity to park closer to home for many permit-holders.

“Along with Sunday parking controls, these changes are central to our broader ambitions to manage demand and rethink the way people move around Edinburgh.”

The new controls are being introduced as part of the Parking Action Plan, which was approved by Transport and Environment Committee in 2016. The plan is key to realising our ambition to become carbon neutral by 2030 and supports the City Mobility Plan, a ten-year strategy to rethink the way people and goods move in and around the city, reducing the dominance of traffic and creating streets and spaces for people.

Parking initiatives will help reduce car use and congestion, improve safety and air quality and encourage walking, cycling and public transport use.

Controls will help people with mobility impairments, both those who rely on public transport (which is often impeded by poor parking) and blue badge holders, who can be impacted by unrestricted parking leading to fewer available spaces. We also want to provide better flexibility and deliver best value for residents.

Sunday parking restrictions will cover Controlled Parking Zones one to four, incorporating city centre streets like George Street, Castle Terrace and Chambers Street. Shared use parking will also be implemented here, as well as zones five to eight, which includes areas of the city such as Stockbridge, New Town, Newington and Bruntsfield.

Find out more about the changes and the Parking Action Plan on the Council website.

Which? – Fragmented electric car public charging networks must be overhauled

Which? is calling for a major overhaul of the UK’s fragmented electric vehicle public charging network to ensure emission-free vehicles are a viable option for all consumers.

The consumer champion analysed the UK’s electric car public charging network and found serious issues within the infrastructure that could deter people from buying electric vehicles.

It found motorists cannot easily use charging networks operated by different providers as they rely on a bewildering array of sub-standard apps and payment methods, and drivers can face unnecessarily expensive charges.

With around 12 million electric cars expected to be on UK roads by 2030, according to the Climate Change Committee, Which? believes the public charging network as it stands is not fit for purpose for the millions of people who will soon depend on it, and is in dire need of reform to ensure it is accessible for all consumers.

More than 30 providers make up the UK’s public charging network, however Which? found almost all require motorists to download a network-specific app, or sign up for a Radio Frequency Identification (RFID) card to use their charge point – a confusing system that would mean drivers planning long journeys would have to ensure they have the right app or RFID for chargers on their route.

Tesla has one of the most affordable networks of ultra-rapid public chargers (120-250kW), but this can only be used by Tesla car owners, dividing the public charging network even further. When Which? asked if Tesla would open its supercharger network to other car brands in the future, the company said it would not make “future-looking statements”.

Tesla also has a network of “destination chargers” with a power output of 3-22 kW, some of which are only available to Tesla models, whereas others can be used by any car with a Type 2 plug. However, these chargers could be opened up to all cars, as Tesla confirmed there is “just a switch inside that makes it [the charging point] universal or Tesla only”.

The UK government previously advised that all rapid chargers built from spring 2020 should allow payment by card – but as it is not legislation, not all firms have installed card payment machines.

According to Zap-Map, fewer than one in 10 (8%) of charge points offer rapid chargers (25-100kW) and allow card payments. Most other types of chargers do not accept cards. Drivers who use chargers and want to pay by card can face additional costs, as some that do accept cards charge more.

BP Pulse, one of the biggest providers in the UK, accepts contactless payments but charges 25p per kWh for those who pay via its website or app and 30p per kWh for card payments. Which? calculated that this 5p difference, using the Volkswagen id.3 as an example, could mean owners paying by card would be charged around £140 extra annually.

While Which? believes it is charging customers more for using a bank card, BP Pulse told the consumer champion: “those who choose to sign up for a free membership receive a discount on their charging costs”.

Motorists could also face higher charging costs if they use a network that charges per minute rather than per kWh, such as Source London.

Using the Volkswagen id.3 as an example, Which? found from Source London’s 7.4 kW charger it would cost £1,012 annually to charge, but this would increase to £1,740 a year from a 22 kW charge point, which costs more due to its faster charging rate, though most cars have a maximum AC charging rate of 11kWh.

Source London told Which? that its prices include on-street parking, which others do not, and that its “price per minute pricing structure is designed to encourage users to disconnect their vehicle as soon as they have finished charging.” It also confirmed customers will still be charged even once their car reaches 100 per cent charge, though overnight chargers are cut off after four hours.

As a first step to reform the public charging network, the government and industry should consider making public chargers universal so motorists need just one app, RFID card and account to access all networks across the UK. While creating a universal infrastructure will have its challenges, Which? believes it is essential to create a simple and appealing network.

Other improvements that should be considered include avoiding single-brand networks from being created, and for Tesla to open its charging points to all EV drivers, as the UK needs more charge points. It should also consider implementing a pence per kWh pricing structure as opposed to charging per minute to ensure drivers are not overcharged and can easily compare costs across different providers.

The government’s ban on the sale of petrol and diesel cars will encourage more motorists to switch to emission-free vehicles, which will play a vital role in achieving net-zero by 2050. However, to ensure motorists can make this transition, the public charging network needs to work much better for consumers.

Harry Rose, Which? Magazine Editor, said: “Millions of consumers will be expected to own electric cars in less than a decade, but the public charging network is disjointed and in dire need of reform to ensure it is a viable option for all consumers, especially those who do not have access to a private charger.

“The lack of universal access to the various charging networks must be addressed and a much simpler pricing structure is needed so consumers can easily compare prices across providers and ensure they are not overcharged.”

Buying an electric car

  • If you’ve never driven an electric car, you may be surprised by the quick acceleration from a standstill, so take it slowly on your test drive until you get used to it.
  • You will save money on car tax. Electric cars are exempt from car tax as they emit zero CO2. Also, they are exempt from the ‘expensive car supplement’, which sees most models that cost over £40,000 liable for an extra £310 per year for years two to six of ownership.
  • If you can charge at home, you’ll want to get a wall box charging point. The UK government currently offers a grant toward buying and installing a wall box, called the Electric Vehicle Homecharge Scheme, which covers 75% of the cost, capped to a maximum of £350. For those living in Scotland, the Energy Saving Trust will provide up to £300 further funding on top of this, with an additional £100 available for those in the most remote areas.

Scotland’s railways in the hands of Scotland’s people

Local candidate welcomes Scottish Government taking over Scotrail

Edinburgh Western SNP candidate Sarah Masson has welcomed the announcement that the SNP Scottish Government is taking over the running of the country’s rail franchise.

ScotRail services will move into public sector control when the current franchise with Abellio expires – expected to happen in March 2022.

Transport Secretary Michael Matheson announced that rail services will be run by an arm’s length company owned and controlled by the Scottish Government.

The Scottish Government’s decision to run our railways through what it known as the ‘Operator of Last Resort’ has been shaped by a number of factors, including faults with the current franchising system, uncertainty from a year-long delay in the UK Government’s rail review and the effects of the Covid pandemic.

Commenting on the announcement Sarah Masson, SNP candidate for Edinburgh Western, said: “This bold move by the SNP Scottish Government will bring welcome stability and certainty to those who use our railway for work and leisure, both in Edinburgh and across the country.

“And the news that current ScotRail staff will transfer to the new Scottish Government owned company, with their terms and conditions protected, will also provide much-needed security to those who rely on our railways for their livelihoods.

“The SNP have long argued that the future structure of Scottish railways should be in Scotland’s hands. It’s well beyond time that the Tory UK Government listened and devolved rail powers to Holyrood.

“However, this move is both bold and welcome and will ensure Scotland’s rail users are provided with the well-run, affordable and reliable service we rightly expect.”

Transport Convener: Why we need to adapt to thrive

Councillor Lesley Macinnes, Transport and Environment Convener, writes for City Transport & Traffic Innovation (CiTTi ) Magazine on the future of travel in Edinburgh:

Edinburgh is not alone in the challenges it faces. But as a historic, compact Capital, with a unique landscape and, under normal circumstances, a world-beating cultural scene, our response to these must be custom-made.

Here, transport accounts for 31% of carbon emissions, and that’s rising. Poverty rates vary considerably across the city, yet the cost of travel averages at more than £80 a week – 14% of average weekly budgets. Congestion significantly impacts daily journeys, adding up to 41% to travel time during peak hours. And our population continues to skyrocket, with a forecast growth of 12% to 600,000 by 2043.

We simply must adapt if we are to address these issues head on, to achieve our net zero carbon goals by 2030, to improve air quality and provide inclusive, accessible transport options while creating a better place to live. Our next steps will be crucial as we work to make a green recovery from the COVID crisis, helping citizens to return to normality while supporting local businesses to flourish.

In direct response to this, our City Mobility Plan sets out a ten-year plan to deliver a better connected, carbon neutral transport system, a healthier environment and a thriving, inclusive future.

We’ve spent the last three years honing this strategy, engaging closely with the people who live and work here, with partner organisations and with accessibility, active travel, transport and business groups.

We’ve analysed Edinburgh’s specific travel patterns and data as well as drawing from pioneering cities around the world. A major public consultation received significant support for proposals to overhaul movement to and around the city.

For that reason, we know we’ve created a plan which meets people’s needs but also pushes forward with the kind of changes we must make if we are to address the climate emergency and create a better quality of life for everyone. 

Of course, as we emerge from the COVID pandemic, we will remain in a period of uncertainty, so the Plan will be flexible to take account of longer-term impacts as they become clearer.

However, over the next decade we’ve committed to delivering a bold programme of policy measures to meet these goals. By encouraging a change in behaviour towards environmentally friendly transport, while providing flexible and affordable public transport fares, we’ll help people to make sustainable choices.

Plans to expand the tram and mass rapid transit network and improve bus routes will further support the transition from private car journeys while introducing ‘mobility hubs’ in communities and a city operations centre to monitor traffic will be pivotal to reducing the impact of polluting vehicles and congestion. 

We’ve pledged to create more liveable places less dominated by motor traffic and to build on Edinburgh’s network of walking, wheeling and cycling routes. We’re already a compact, walkable city, where 45% of households don’t own a car – we want to make getting from A to B by foot, bike or wheelchair even easier.

This people-focused approach was brought to life with the publication of new concept designs for the George Street and First New Town public realm improvements project.

The £32m scheme is central to the broader transformation of the city centre and a key element of the City Mobility Plan, and the new designs offer a glimpse of how we can create more liveable places in the city.

Under the proposals, we would turn this car-dominated street into a largely pedestrianised area, with a cycling thoroughfare and places to sit, play and hold events. The designs, which conserve the street’s heritage, have already been well received, and if approved by committee we want to deliver the improvements by 2025.

Our commitment to support 20-minute neighbourhoods as part of the plan will help to create great, liveable places to spend time in too. Thanks to the compact make-up of our city we want to go even further to facilitate 10-minute neighbourhoods, helping people to shift away from longer journeys to active travel and to meet our net zero carbon target. 

We’re not starting from scratch with the City Mobility Plan. We’re recognised as one of the most liveable cities in Europe and since the ‘90s we’ve made great strides to enhance transport systems and invest in streets and public spaces.

This ranges from the completion of 95km of off-road cycleways and walkways between 1995 and 1999 to the launch of Edinburgh Trams in 2014 and becoming the first Scottish city to implement a citywide network of 20mph routes in 2018.

Ongoing projects, such as the completion of Trams to Newhaven and the introduction of a Low Emission Zone, put us at the forefront of sustainable transport development.

These have all been ambitious ventures, but we’ve achieved them, or soon will. As we move forward with the next ten years of transport and mobility in the Capital, we want, and need, to be just as bold, for the sake of its future and for the generations of people who will live, work and visit here.

This article was originally published by CiTTi Magazine.