Developer Contributions Supplementary Guidance

15. The transport proposals contained within this guideline and for which we are seeking proportionate contributions are in order that the sites are acceptable in planning terms, taking into account:

• The Plan’s objective that sites and the spatial strategy as a whole do not require people to own cars to move around.
• The analysis of the impacts of the transport demand of the new developments has shown that the proposals for the brownfield locations and five further strategic sites can largely be accommodated without substantial local and/or wider transport network problems. Nevertheless, most of the development sites will require improvements to local active travel and/or public transport networks if appropriately high levels of sustainable travel use are to be realised. The improvement (mitigation) measures identified in the TA are included within Place Principles and Part 4 of CP2030. These local improvements identified are considered identified in the TA are considered reasonable to be included as transport proposals associated with sites, necessary to realise the sustainable transport targets for the sites.
• Obligations and financial contributions towards their delivery are therefore considered necessary to make the development acceptable in planning terms, serves a planning purpose, relates to the development.

16. The supporting information in Addendum 2 sets out how the contribution zones meet the Circular 3/2012 policy tests and NPF4 Policy 18.

17. Active travel contribution zones are produced by applying an accessibility threshold. A five-minute isochrone (400m walking distance) has been created using a geographic information system (GIS) network analysis tool which traces all possible walking routes along the network of footpaths on a digital map. This distance threshold relates to cycling infrastructure policy (see supporting information addendum).

18. The estimated costs of each infrastructure intervention are set out in the Appendices. Wherever possible these are based on recently commissioned projects that act as cost comparators. In the case of the active travel infrastructure, it applies a cost rate per metre based on a costing document commissioned by the Council to inform the high-level costs of implementing the Active Travel Action Plan (by consultants Faithful and Gould in November 2022) as well as costs derived by recent CEC led projects. 

19. Proportional contributions are on a per unit basis. Expected housing output numbers (as published in the Plan Part 4, Table 2) for each site in the contribution zone is calculated. All existing housing units within the zone is calculated using the GIS Corporate Property Database. The proportion of new units as a percentage of all potential users in the zone (existing and new units) is calculated.

20. This percentage is applied to the infrastructure cost to work out a per unit cost. All detailed cost calculations are set out in Appendix 2.  

21. Strategic Active Travel Projects and Safeguards (ATSR) are routes defined in the Proposed Plan as: safeguarded routes that are longer distance active travel routes, sometimes more leisure in nature, that do not necessarily have a direct relationship with the plan’s development sites. It also includes proposals that serve a cluster of development sites.

22. The routes that have the potential for contribution zones are ones that have been identified in the Transport Appraisal to mitigate the impacts of development and to ensure that each development is, or will be, well served by sustainable transport to meet the Council’s mode share targets, and to meet the requirement for low or private car parking free development where identified in Place Based Policies and Inf 7 Private Car Parking. 

23. Either the routes serve more than one development or by their strategic nature, will serve to expand the wider network and serve a wider population. For this reason, it is appropriate to take a cumulative approach towards funding the action, with each development within a reasonable walking/cycling access to the routes paying a proportionate contribution towards its delivery. 

Strategic active travel routes (various)

• ATSR13 Bonnington Link East-West Great Junction Street to Powderhall (Bonnington Cluster)
• ATSR14 Leith Walk to West Bowling Green Street (Bonnington Cluster)
• ATSR15 Foot of Leith Walk to Ocean Terminal (phase 1 of Leith Connections)
• ATSR16 Lanark Road/Slateford Road Segregated route along main arterial road, related to development.

24. Routes mitigate the impact of development proposals. However, these interventions are significant in nature and it is necessary to calculate the proportional impact of the new development relative to wider existing community need. The proportion of expected housing output in relation to existing housing units is worked out, and the percentage is then used to calculate a per unit cost against the estimated cost of the intervention. All detailed cost calculations are set out in Appendix 2.

Active travel proposals related to development (various)

• ATPR 1 Active Travel Route: Along Seafield Road and Portobello High Street 
• ATPR 3 Seafield City Centre along Portobello Road/London Road 
• ATPR 13 Redford Barracks to City Centre 
• ATPR 20 – Crewe Road South from Orchard Brae Roundabout to Crewe Toll
• ATPR 22 – Liberton Hospital/Ellen’s Glen Road – Liberton Hospital to City Centre 
• ATPR 26 – Edinburgh BioQuarter – A7 north-south BioQuarter to City Centre and Midlothian 
• ATPR 36 Great Junction Street to Cables Wynd

25. Routes mitigate the impact of development proposals. However, these interventions are significant in nature and it is necessary to calculate the proportional impact of the new development relative to wider existing community need. The proportion of expected housing output in relation to existing housing units is worked out, and the percentage is then used to calculate a per unit cost against the estimated cost of the intervention. All detailed cost calculations are set out in Appendix 2.