Port of Leith Development Framework 310513 Redacted

IronsideFarrar
PORT OF LEITH STAGE 2

Development Framework
Draft Final Report V2
31.05.13
IronsideFarrar | May 2013 | 7914 2
3
Port of Leith | Development Framework | Draft 31.05.13
CONTENTS

1. INTRODUCTION
1.1 The Future of the Port of Leith
1.2 The Development Framework
Planning / EIA

2. DEVELOPMENT CONTEXT
2.1 The Site
Location, size, extents, historic and existing
uses etc
2.2 Planning & Policy Context
Scottish Planning Policy, NPF2 and N-RIP
SDP - ECLP and emerging LDP
Port of Leith Development Frameworks
2.3 Local Area Context
Urban Contextual Analysis
Visual Analysis
Land Uses
Access & Accessibility
Environment
Communities

3. SITE APPRAISAL
3.1 Summary of Constraints
3.2 Summary of Opportunities

4. STRATEGIC VISION & DEVELOPMENT
PRINCIPLES
4.1 Strategic Vision & Objectives
Key Requirements (Outer Berth /Imperial Dock
upgrading / HLR)
4.2 Development Design Principles
Development Structure
Access & Connectivity
Land Use, Massing & Form

5. DEVELOPMENT PROPOSALS
5.1 Infrastructure for 21
st
Century Port
Outer Berth / Inner Berth / Docks /HLR /
Internal Roads / Rail / Craneage
Marine Works
5.2 Development Plots for Manufacturing and Port Activity
5.3 Development Boundaries & Interfaces

6. OPERATIONAL ISSUES
6.1 Port Operations
Port & Outer Berth Activity
Manufacturing -
6.2 Working Periods
6.3 Other

7. DELIVERY APPROACH & PHASING
7.1 Hi-Level Programme
Consenting
7.2 Phasing
7.3 Site preparation / Demolitions /Construction

8. SUSTAINABILITY
8.1 Hi-Level Sustainability Objectives
8.2 Environmental Stewardship
CEMP

APPENDICES
Environmental Statement Non Technical Summary

1.0 INTRODUCTION
1
1. INTRODUCTION
1.1 The Future of the Port of Leith
1.1.1 The Port of Leith is a key gateway port for Scotland. The port is
seeking to develop its facilities to support sustainable growth
across a diverse business base. The port strategy involves
embracing traditional port operations, new industrial and
logistic requirements and business growth that strengthen the
ports multi-user capacity and builds upon a competitive port
and is capable of addressing the needs of the 21
st
century.

1.1.2 The National Renewables Infrastructure Plan (N-RIP) identifies
the Port of Leith as an area with the potential to support the
development of Scotland's offshore renewable energy industry
alongside growth across its traditional broad mix of cargo
activity and services. The Port of Leith has been designated an
Enterprise Area by Scottish Government.

1.2 The Development Framework
1.2.1 The Development Framework is a planning document prepared
to express the vision of a multi-use port and support consent
applications and the consenting process.

The framework sets out a future vision for the Port of Leith as a
multi-use port and provides for a new specialist manufacturing
hub within the port utilising upgraded port infrastructure for the
import, export and off-shore deployment of energy devices.

The consenting process involves a combination of Planning
Consents (Local Authority) and approvals under Harbour
Revision Order (HRO) (Transport Scotland) and Marine
Licensing. An Environmental Impact Assessment and
Environmental Statement have been prepared for the proposed
works. Forth Ports Limited operate the port as a statutory port
authority and retain permitted development rights for port
activity and related port operations.

SECTION 1.0 INTRODUCTION
Location Plan
Pelamis Bath Road Port Managers Office The Shore
Imperial Mill Ocean Terminal Scottish Government
3
1.2.2 The Framework demonstrates how the development proposals
meet economic and sustainable development objectives and
principles at local and national levels. It also demonstrates how
the proposals have been informed by a thorough understanding
of:
the site and its surrounding context (physical / social/
economic)
the planning policy context
existing and planned port operational needs
established design principles
existing and emerging port and manufacture-related
market opportunity
design and environmental mitigation recognising the
areas multi-functional character

1.2.3 While its principal purpose is that of a supporting planning
document, the framework provides a tool for public
engagement and the communication of the development
proposals to wider stakeholders, including local communities.
Rail Goods Yard
Cruise Liner Berth
Central Workshops
Coal Hoist
Concrete Plants
Royal Yacht Britannia
Entrance Lock
Technip
Harbour Masters Office
Imperial Mill
Occupational Health
Pipe Coating Plant
Pipe Loadout Facility
Port Managers Office
Seafield Entrance
Main Port Entrance (Bath Road)
Ro-Ro Ramp
Scottish Government
Storage Area
Weighbridge
Cemex
31 Bath Road Industrial Building
Marine Esplanade / Seafield Road
J G Russell
Study Boundary
Buildings
Legend
SECTION 1.0 INTRODUCTION
Existing Site Plan
2.0 DEVELOPMENT CONTEXT
5
SECTION 2.0 DEVELOPMENT CONTEXT
2. DEVELOPMENT CONTEXT

2.1 The Site
2.1.1 The Development Framework supports an application and
consenting process specifically for manufacturing development
sites within the Port of Leith. The framework addresses in terms
of context the wider area of the Port of Leith and sets the
development within this context. Planning consent requirements
are limited to the manufacturing facilities with harbour
infrastructure consents addressed through a Harbour Revision
Order (HRO).

The Port of Leith today is the biggest enclosed deep-water port
in Scotland, road and rail connected to transport networks and
is a busy port visited by cruise, cargo and other vessels. Forth
Ports has its operational headquarters for all Forth Estuary ports
at Leith.

The nature of port operations varies both in time and across the
port estate. Current land use is predominantly of dockyard
operations, including cargo handling, engineering (specialist
maintenance of cranes, lock gates, roads and other
infrastructure), security, warehouses, dry docks, grain silos and
ship repair. Port operations for which the port has Permitted
Development Rights include all port and port related activity
including all elements related to port operations. These include
but are not limited to materials, handling, storage,
transshipping between modes, logistics, transit and storage
facilities including facilities supporting the import/export and
handling of goods.

The site is substantially in Forth Ports' ownership, but also
includes areas owned by Network Rail and other land owners
(see Land Ownership Plan above).

Study Boundary
Ownership Boundaries
Forth Ports Ltd Ownership
Network Rail Ownership
Other Ownerships
Legend
Ownership Plan
Port History
2.1.2 Port related activity at Leith dates back to the 14
th
Century and
the port historically served as the entry port for travellers coming
to Scotland. The first docks in the Port of Leith were built early
in the 17
th
century, but were blocked by the formation of sand
bars. Construction of the resulting docks to the west of the river
to overcome the shortage of deep water was commenced in the
early 1800s and supported export of coal and timber and
merchant import/ exports.

2.1.3 Victoria Dock was constructed in the middle of the 19th century,
followed by the Albert and Imperial Docks in the 1880s.
Edinburgh Dock opened in 1881. In the late 1930s, work
began to enclose the deep water with breakwaters to create the
Western Harbour that was completed in 1943. After World
War II, the Port of Leith underwent a period of decline which
was reversed with the construction of the impoundment and sea
lock structure in 1968. Shipbuilding was an important element
within the port with the last remaining yard closed in 1984.

2.1.4 The Port of Leith site includes a number of sites designated for
their cultural heritage value including the docks themselves and
associated buildings including cranes, bridges, dry docks and
other listed buildings. The Royal Yacht Britannia moored at
Western Harbour is of national importance.
Martello Tower SAM and Category B Listed Building
Custom House, hydraulic crane & cabin SAM
Victoria Bridge SAM and Category B Listed Building
Dock Place, swing bridge and lock SAM and Category B
Listed Building
Imperial Dock Grain Elevator Category B Listed Building
Victoria Dock and Lock Gates Category B Listed
Alexandra Dry Dock and Hydraulic Station Category B
Listed
Prince of Wales Dry Dock and Hydraulic Station Category
B Listed
Tower Place, Harbour and Dock Offices Category C
Listed
Albert Dock with Swing Bridge Category B Listed
Edinburgh Dock, Pumping House and Swing Bridge
Category B Listed

Port of Leith Edinburgh Dock 1958
Port of Leith 1938 Historical Plan
7
Edinburgh LDP - Proposals Map
2.2 Planning Policy Context
2.2.1 The Port of Leith is currently allocated as part of a major mixed
use regeneration opportunity within the adopted development
plan which comprises the Edinburgh & Lothians Structure Plan
(2004) and the Edinburgh City-Wide Local Plan (2010).

2.2.2 The City of Edinburgh approved as Supplementary Planning
Guidance (SPG, 2005) a Leith Docks Development Framework
(LDDF) covering circa 170 hectares of Leith Docks and the
surrounding environs including the historic core of Leith. The
LDDF was based on a residential led, mixed use masterplan
seeking to integrate port and non-port operational areas into a
mixed, balanced and inclusive waterfront community and
quarter.

2.2.3 Subsequently Scottish Enterprise (and HIE) published the
National Renewables Infrastructure Plan (NRIP) which identifies
the Port of Leith as a potential location for the creation of a
renewable energy manufacturing hub to service offshore wind
farm development. This potential land use requires recognition
and allocation as part of the emerging Edinburgh City Local
Development Plan (ECLDP). Industrial and commercial
development of the Port of Leith would be entirely compatible
with the existing land uses on site.

2.2.4 The Scottish Government (January 2012) announced the
establishment of four Enterprise Areas for Scotland. Port of
Leith forms part of the Low Carbon/Renewables East Enterprise
Area, alongside Port of Dundee. The Enterprise Areas have
been established to help create a supporting business
environment. The status aims to maximise strategic
manufacturing opportunities in key Scottish growth sectors and
industries.

2.2.5 The emerging Strategic Development Plan for South-East
Scotland (SESPlan) recognises potential alternative uses for the
Port of Leith and directs the council to consider this by way of
consultation and assessment of impact as part of the
preparation of the new local development plan. The alternative
option for renewables development is recognised by the recently
approved Waterfront and Leith Area Development Framework
adopted by the City of Edinburgh Council in October 2011.

2.2.6 Consultation on the LDP Main Issues Report (MIR) took place
over three months from late 2011 to early 2012. The MIR
sought comment on the preferred development scenario for
Leith. The potential change to the current allocation for mixed
use regeneration required consideration of the wider planning
context and the potential impact of the proposed renewable
energy use in relation to European, national and local nature
and heritage interests.

2.2.7 Preparation of the LDP has since been progressed having
regard to issues raised at the MIR stage. On March 19
th
2013
Edinburghs Planning Committee considered the proposed LDP
suitable for consultation for 6 weeks from 1
st
May 2013 in line
with legislation. The March 2013 Development Plan Scheme
sets out the programme for preparing Edinburghs Local
Development Plan.

The relevant extract is below.

*Provisional dates
LDP Timetable - Development Plan Scheme, March 2013

2.2.8 The Proposed Edinburgh Local Development Plan identifies
Leiths Northern and Eastern Docks as an area of general
industrial, storage and business development and port related
uses. The proposed LDP also identifies it as a Special Economic
Area. It is identified nationally as an Enterprise Area, which
offers fiscal benefits and a speedier development management
process. The proposed LDP notes there is potential for new
deep water berth(s) outside the current port lock gates. In order
to provide a flexible context for renewable industry related
developments, the LDP does not set detailed layout or design
principles for any proposed port infrastructure.

19 March
2013
Report Proposed LDP for approval
1 May 14
June 2013
Publish Proposed LDP including a 6 week
period for representations.
December
2013
Submit Proposed LDP to Ministers
(examination starts)
September
2014*
Report of Examination
February
2015*
Adoption
Edinburgh LDP Design Principles
2.2.9 With respect to the Northern and Eastern Docks the Proposed
LDP also establishes a series of Development Principles
identifying that proposals should take account of the following:

Within the Northern and Eastern Docks (EW1e),
proposals will be assessed to ensure there are no
adverse impacts on the nature conservation interests of
the Firth of Forth Special Protection Area or other
relevant Natura 2000 sites.
The character and sense of place in The Shore is
important to the tourism potential of Leith. Views from
The Shore will be a factor in considering proposals for
new larger buildings.
Existing pedestrian footpaths at Marine Esplanade and
Albert Road have the potential to form part of a coastal
cycle route and be extended to Salamander Street and
Leith Links. These routes avoid the secure port area,
which is no longer expected to be available as a
section of the wider Edinburgh Promenade.

9
2.3 Local Area Context

Urban Contextual Analysis
2.3.1 The Port is located on the northern edge of Leith, and to the
east of Newhaven. Leith has an urban form typical of historic
port settlements made up of a fine grain urban fabric of
Georgian and Victorian warehouses (mostly converted to
residential or commercial uses), tenements, shops with flats
above and a range of grand civic and mercantile buildings.
Apart from areas of late twentieth century infill, buildings are
arranged in a perimeter block layout with high and continuous
building frontages providing strong spatial definition of streets
and other public spaces. Newhaven is a smaller-scale largely
residential area, less dense and more leafy than neighbouring
Leith and retaining its original fishing village plan and harbour.

2.3.2 The Waterfront & Leith Area Development Framework (2011)
seeks to integrate the citys townscape, create successful and
sustainable places to realise the full potential of urban land.
The Framework identifies the Shore to Constitution Street area
of Leith as a key centre or a 'Primary Heart' of the area. It
contains a vibrant mix of restaurants, cafe/bars, shops, hotels
and office or studio-based businesses together with modern or
refurbished apartments all benefiting from proximity to the
Water of Leith waterfront. Newhaven Harbour/Village Centre is
also described as a Primary Heart, with the Ocean Terminal
shopping and leisure centre as a Secondary Heart.

The Port of Leith sits adjacent to these, with particularly close
interface with the Constitution Street/ Ocean Drive/ Shore area
of Leith. Redevelopment of the Port in this immediate area
requires particular consideration of urban design issues relating
to the mix and intensity of land uses and activities. Views of the
port from each of these centres is also an important
consideration in the design of redevelopment proposals in the
wider port area.

Visual Analysis
2.3.3 Despite its size, views of the Port of Leith tend not to dominate
the surrounding urban areas. This is due mainly to a
combination of distance, the prevalence of large 'empty' spaces
in the port (made up of docks, quays and other hardstandings)
and the particularly built-up nature of the neighbouring areas.
North-south vistas into the port from within Leith are few and
tend to be narrow, and the popular Shore area follows the bend
of the river which deflects views out towards the Western
Harbour.

2.3.4 Visibility is limited to areas immediately adjacent to the port
boundary, or further away 'over the water' at the Western
Harbour development, Ocean Terminal and Victoria Quay.
Key views and visual receptors have been agreed within the EIA
with SNH and the City Council and integrated into the
development planning. The Environmental Impact Assessment
for development within the port of Leith addresses the visual
context and impacts. 3D visual modelling has informed spatial
planning and been an important consideration in the
development of the proposal.

Existing view from Ocean Terminal (Ocean Drive)
Existing view from Casino Car Park)
Existing view from Commercial Street Bridge
11
Local Visual Context - Areas of Potential Sensitivity
Western
Harbour
Ocean
Terminal
Portland
Place
The
Shore
Constitution
Street
Bath
Street
Leith
Links
Forth
Estuary Views
Victoria
Quay
View from Ocean Terminal - Pedestrian level view looking from Ocean Drive towards Imperial Mill across Harbour Berth
View from the Shore - Pedestrian level view looking North at corner of The Shore and Tower Street, across Malmaison Square.
Ocean Point Imperial Mill The Shore
Victoria Swing Bridge Tower Place Malmaison
13
Land Uses
2.3.5 Land uses within the port and immediate hinterland include
organisations and companies dependent in part on port activity
including service and support companies, rail and road freight
operators, freight forwarders, stevedoring firms, towage firms,
dry dock operators, ships chandlers, transport and
warehousing operators, and construction sector businesses.

2.3.6 Other port neighbours include an area of residential
apartments 5 to 8-storeys in height, extending along Ocean
Drive from the eastern end of Victoria Dock to the eastern-most
roundabout and continuing down Constitution Street. Across
from these on Constitution St/Tower Street are a group of small
industrial units and on the southern side of Tower Street as far
as Baltic Street/Salamander Street are large industrial
warehouses. These continue along Salamander Street opposite
more high-rise modern apartment buildings, older residential
buildings and groups of 'out-of-town' commercial units.

2.3.7 The Waterfront & Leith ADF identifies a 'Transition Zone'
between Edinburgh Dock and Salamander Street, and
continuing to the east between the railway tracks and
Salamander Street. It suggests that this could be developed as
an employment/commercial area with "bulky adaptable
architectural forms resonating with the old commercial buildings
along Commercial Street".

2.3.8 Further east, land uses include the Seafield Cemetery along
Seafield Road and the Waste Water Treatment Plant along the
eastern edge of the site.

Creating connections and consolidating the heart of Leith
Indicative Plan outlining City of Edinburgh Council Strategic Concept
(source: Waterfront and Leith Area Development Framework, City of Edinburgh Council)
Access & Accessibility
Road Access
2.3.9 Road access to the Port of Leith is currently gained primarily via
Bath Road off Salamander Street to the eastern side of the port
and via a secondary access from Albert Road and known as the
Seafield entrance. A third access exists off Ocean Drive toward
the western end of Albert Dock, mid way along the port's
southern boundary. There is a fourth point of access along the
southern boundary at the Constitution Street/ Ocean Way
roundabout located to the east of the third access. This access
is currently sealed off but formerly provided access to the
eastern end of the port.

2.3.10 Road access at any point to the operational port is controlled as
part of the ISPS (International Ship and Port Facility Security)
Code requirements with operational areas fenced off from
public/ general access other than at the controlled points of
entry/ egress. ISPS requirements introduce important statutory
obligations and could be considered to be of increasing
importance in port masterplanning in securing controlled access
and differentiating land use activity zones.

Earlier design frameworks advocate the continuation of the
industrial grid structure of Leith which "provides a strong
framework for both current and port-related activities and
possible future uses associated with the offshore renewable
energy industry".

Public Highway Proposals (TIF)
2.3.11 City of Edinburgh Council is proposing implementation of new
public highway infrastructure as part of a TIF (Tax Incremental
Finance Initiative) project for the Leith area and as part of a
wider regeneration initiative. The business case for the TIF
project is currently under review. The project includes new road
infrastructure connecting Lindsay Road and Ocean Drive with
Salamander Street/ Seafield Road. The TIF Road Scheme
addresses the long term needs of the area. The Development
Framework for Leith is compatible with the TIF Road Scheme.

Study Boundary
Primary / Secondary Port Access Roads
Public Roads
ISPS Boundary
Existing Rail Lines & Sidings
Lock Gates
Secondary Port Entrance
Primary Port Entrance
Legend
Existing Access & Infrastructure Plan
15
Internal Port Circulation
2.3.12 Existing vehicle circulation routes within the port generally follow
dock apron and quay edge alignments. Internal routes are
managed by Forth Ports Limited to suit operational activities
and user needs as required and this arrangement will be
maintained.

2.3.13 The existing Port roads are based on an east west corridor
through the site and dictated by the dock configurations
themselves and follow Imperial Dock North and Edinburgh
Dock North. Secondary routes and links provide north/ south
connections from the principal spine route to the individual
docks, facilities and entrances.

Rail Access
2.3.14 The Port of Leith benefits from a live rail connection and two
sidings extend into the port from the Network Rail system.
Once inside the port, the live rail lines are under the control of
Forth Ports Limited. Current rail activity primarily relates to coal
distribution from sea imported and stockpiled coal. Distribution
is to coal fired power stations located in East Lothian and Fife.
The rail sidings are covered by a rail designation. Other local
rail freight usage relates to steel haulage.

Public Transport
2.3.15 The general port and Leith area is well served by public
transport networks and many of Edinburghs bus routes include
the port area and Ocean Terminal. The first phase of the
Edinburgh Tram system will terminate at York Place at the south
end of Leith Walk with the intention that a future phase could
potentially run towards Ocean Terminal on the west side of the
port.

2.3.16 Study work relating to cross Forth ferry services have been
conducted in the recent past and ferry landing points both west
and east of the port of Leith have been considered, although
there are no firm proposals at this time.
Rail Haulage
Public Transport Links at Ocean Terminal
Internal Port Circulation Quay Edge Alignment
Existing Rail Lines
Environment
Addressing Quality of Environment
An important aspect of the Development Framework is co-
ordinating development and environmental planning and
ensuring full recognition is given to the sensitivities of the site,
the presence of European Designated Sites and securing a
framework which positively supports sustainable economic
growth.

Developing options which ensure the protection of key assets
has been at the heart of the design development process. The
strategy has sought to address the environmental qualities of
the site from the outset to address the mitigation, protection and
enhancement of environmental assets and the close integration
of environmental, setting and place-making objectives. The
detail of which is reported within the Environmental Impact
Assessment and Environmental Statement. Environmental
opportunities and constraints have been considered early in the
preparation of the framework in order to inform the land use
zoning and site capacity and to assist other related study work
in relation to land use, infrastructure, marine access and egress
and site opportunity.

This process has involved consideration of the influencing
factors posed by existing site features, including existing
infrastructure, adjoining land uses, topography, water
environment, environmental assets and built heritage in parallel
with understanding of existing environmental sensitivities and
constraints.

Detailed Environmental Considerations
Iterations of the Options included initial analysis of likely
optimal locations for the built elements and infrastructure.
Detailed considerations include:
Development scale and potential development
footprints based on understanding of environmental
sensitivities e.g. Firth of Forth SPA/ SSSI/ Ramsar and
Imperial Dock SPA, proximity to other potentially
sensitive receptors e.g. community / residential / views
The character and sense of place in The Shore is
important to the tourism potential of Leith with local
views from The Shore needing consideration relative
to any proposal for larger buildings.
Alternative layouts, building massing and heights,
engineering interventions, etc that would make the
proposals more, or less acceptable in environmental
and urban design terms.
Review of likely assessment requirements and
programmes of works under the various consenting
regimes (Harbour Revision Order under the Harbours
Act 1964, Marine Licence under the Marine (Scotland)
Act 2010 and planning under Planning etc (Scotland)
Act 2006) and how these relate to the EIA Regulations
(Scotland) 2011.
Opportunities for place-making and securing simple
clean building hierarchy, massing, form and
alignments that respond to urban context

Martello Tower
Common Tern at Leith Docks
17
Key EIA Issues Include:
The Northern and Eastern Docks area proposals (LDP
EW1) needs to demonstrate that there are no adverse
impacts on the nature conservation interests of the Firth of
Forth Special Protection Area or other relevant Natura
2000 sites.
Protecting cultural, archaeological or heritage elements
including potential impacts on Scheduled Ancient
Monuments and Listed Buildings
Ecological protection of habitats and species as part of
the development proposals recognising the International
and National nature conservation designations
- Imperial Dock Lock SPA - Breeding populations of
common tern. Largest colony of common tern in the
Forth, and one of the largest colonies in Britain.
- Firth of Forth SPA, SSSI & RAMSAR Populations of
non-breeding waterfowl, wildfowl and waders
- Forth Islands SPA support internationally
important numbers of breeding and seabirds and
wintering waterfowl
Protecting and enhancing the townscape/ seascape and
visual amenity of the site and surrounding area e.g.
Edinburgh World Heritage Site whilst recognising the fit
with current level of industrial use of the port and scale of
existing industrial buildings including views from tourist
centres such as the Shore
Protecting and enhancing the water environment
including the Firth of Forth, Water of Leith and River Forth
through appropriate management of construction e.g.
timing of future piling works, dredging, infilling etc and
assessment of flood risk and surface water management.
Addressing user needs and the connectivity of the site
within the wider community in terms of non-vehicular links
that connect the site and wider Edinburgh City.

Integrated environmental assessment and design team working
has iteratively explored areas requiring specific design
approaches to address environmental designations, sensitivities
and receptors. Team working and close professional
engagement is a central part of this process.

Communities
2.3.16 Leith is home to a vibrant mixed community in socio-economic
terms with areas of deprivation, poor health and higher crime
rates whereas Newhaven is a predominantly more affluent area.
More affluent pockets exist around the more commercially-
successful and vibrant areas of the Shore and the waterfront. In
terms of open space amenities, with the exception of Leith Links
the green recreational infrastructure is fairly limited due to the
area's built-up nature.

Leith Links is considered to be one of the city's six major parks.
A new park is proposed linked with residential development on
Ocean Drive as part of new residential development.

Economic Context
2.3.17 Current economic stats / employment
to be completed. Awaiting information D Keddie / Socia-
Economic Assessment.

Employment
Local detail / key employers / changing employment trends /
importance of port
To be completed

Ocean Apartments Leith
Residential Flats on Seafield Road

3.0 SITE APPRAISAL
19
3. SITE APPRAISAL

3.1 Summary of Constraints
Constraints mapping has been undertaken with input from all
parts of the design and environmental study teams alongside
technical and operational inputs from Forth Ports.

Critical to Forth Ports Limited operational requirements is the
need to maintain access for tenants and operators within the
port (including cranes/ equipment/ quay access/ H&S / etc)
and ensure flexibility of use to address changing cargo and
storage requirements that form the core of the ports operations.

Environmental constraints and formal designations have been
assessed within the EIA process. Detailed surveys and
technical studies on protected and designated areas; species
and viewpoints have been undertaken within the environmental
assessment. A precautionary approach with safeguarded zones
has been adopted where appropriate.

Marine access to the port is currently restricted by the
dimensions of the sea lock to vessels of 259 metre LOA and
31.6 metre beam with a maximum depth over cill of 12.6
metres.

Constraints Plan
Constraint: Existing Operational Port Quays
Constraint: Capacity of Entrance Lock
Constraint: Setting of Victoria Swing Bridge
Opportunity: Advanced Manufacturing
Opportunity: Increased Economic / Employment Gain
Opportunity: Outer Berth offering enhanced port access
21
3.2 Summary of Opportunities
The development proposal represents a further phase in the
development of the port creating opportunities for port
diversification and addressing the limitations on marine access
presented by the sea lock.

The development of the port as a 21
st
Century gateway port is
created by a combination of new infrastructure (marine access
and enhanced quays) together with rationalisation of land uses
and promoting greater flexibility, extending market
opportunities and securing investment from key growth sector
companies.

Developing the port with a long term vision for change involves
building on the multi-cargo / multi-user port of today and
promoting higher value uses clustered around enhanced port
infrastructure. Multi-use activity and flexibility of operations will
be retained. Opportunity exists, within the mix to secure inward
investment to support large scale manufacturing that requires a
coastal location with unrestricted sea access. The delivery of a
new Outer Berth and development plots meets this need.

Existing uses and activities will continue and where possible
opportunity taken to promote enhanced land utilisation and
logistics based on Forth Ports operational management. (See
Development Plots Plan above).

Study Boundary
Forth Ports Core Operational Land
Development Plot for Manufacturing
Outer Berth & Pre-Deployment Laydown Site
Retained Rail Access
Legend
4.0 STRATEGIC VISION
23
4. STRATEGIC VISION & DEVELOPMENT
PRINCIPLES

4.1 Strategic Vision & Objectives
4.1.1 Forth Ports and its partners, Scottish Enterprise and City of
Edinburgh Council, are seeking to promote continued
investment in the Port of Leith to create a world-class 21st
Century port. The vision anticipates accommodating a mix of
modern port-related uses including advance manufacturing
activity requiring port facilities and based on infrastructure and
service standards that address user needs.

4.1.2 Investment in the port involves a range of stakeholders who
share a range of objectives that include:

1. Promote sustainable economic growth, by
Maintaining globally attractive and competitive
operational facilities and management
Promoting investment activity in port and related
high value growth sectors
Creating facilities that support low-carbon
advanced manufacture and logistics
Ensuring infrastructure planning provides a
lasting legacy of value

2. Support multi-use facilities and port activity, by
Retaining facilities that support current port
operations and market users / needs
Promoting business activity across sectors and
users including port operations
Supporting transport interchange facilities
meeting the needs of diverse users
Creating additional capacity that offers flexibility
and adaptability of use

3. Protect current & future operational flexibility, by
Securing a common infrastructure and shared
use operational areas, while avoiding
operational conflicts and retaining consent
flexibility for all port operations
Addressing future adaptability / flexibility through
infrastructure investment
Recognising technological change in growth
sectors
Secure opportunity to grow the existing business
base and port activity

4. Address sustainable environmental stewardship
and place quality, by
Promoting sustainable economic activity
Adopt best practice in urban planning in the
context of the port and Leith
Addressing city-wide context and local character
areas and interfaces
Recognising the quality and importance of
design and environmental management

SECTION 4.0 STRATEGIC VISION & DEVELOPMENT PRINCIPLES
4.2 Core Elements supporting a 21
st
Century Port

Development of the port in accord with the project objectives will
involve investment and upgrading of the infrastructure of the port
and some rationalisation of land-use. The key facilities/uses to
be accommodated are:

Outer Berth Facility
offering all weather 24-7 access for larger
vessels
associated deployment and pre-deployment
areas and facilities
Strategic Development Sites suitable for Advance
Manufacture Renewable Energy Sector
Large scale 25-50 acres Mixed Use (Class
4/5/6) sites
Supporting Supply Chain sites for co-located
manufacturers and suppliers
Strategic Road / Rail Freight Servicing facilities
Heavy Load and Strategic Load Routes
connecting Outer Berth & Development sites
Retained rail freight access for cargos (bulk /
specialist rail freight cargos )
Multi-Use berth facilities for a range of activity internal/
external to sea lock
Import - Export quays with heavy load capacity
Cruise Liner facility (Port of Call) potential
longer term legacy facility

Capacity for Efficient Multi-Cargo Handling
24-7 Port Access
Large Scale Mixed Use (Class 4/5/6) Sites High Quality Flexible High Load Quays
25
4.3 Development Design Principles

The Development Framework seeks to establish a clear
framework for manufacturing activity within the Port of Leith.
The framework seeks to support five core design principles that
collectively promote quality of design and sustainable spatial
planning reflecting the functionality of the port environment and
the specific context of the Port of Leith.

The design principles arose from a multi-disciplinary design
team workshop linking planning, design, engineering and
environmental disciplines and seeking to secure a holistic
response based on good urban design principles.

Flexible & Adaptable Urban Development Structure
4.2.1 Designing for a successful modern-day port will require a
structure and layout which can accommodate various activities
through the shared use of space and infrastructure, while being
able to adjust with ease to new uses and changing operational
needs.

4.2.2 A clear hierarchy of dedicated, non-dedicated and multi-
functional use areas operates within the port based on function,
safety and access. Buildings and laydown areas need to be
defined by operational needs and reflect the flexible functions
inherent in port operations. No standard port configuration
exists. Building form and massing represent the dominant
elements of the urban structure and should retain and extend
the grain and grid structure in a simple legible manner.

4.2.3 In contrast to typical urban structures, ports are not made up of
defined urban blocks and a fixed street pattern. The majority of
the space would be devoid of boundary walls, pavements and
kerbs, with the main spatially-defining elements being the
buildings themselves. Building layouts should be arranged to
continue to reflect the port grid structure as far as possible as
set out in the Waterfront and Leith Area Development
Framework. This broadly orientates buildings to run with the
grain of the land aligning the long axis of buildings with port
quays, other infrastructure and site boundaries. In areas close
to points of public access gable ended alignments may improve
visual and physical connectivity.

Grid Aligned
Framed Random
Design Principles
Grid Aligned
Framed Random
Connectivity
Efficient Access & Connectivity that links Marine & Land
Based Transportation Modes
Ports secure a premium on land offering a location with sea
access and freight interchange facilities. Marine access linked
to road and rail servicing is central to the inter-modal facility
offered by the port. Efficient marine access (Outer Berth /Inner
Berths & Quay) and connections to road/ rail freight facilities
should be protected and optimised the site.

Ports attract specialist cargos with particular load and
movement characteristics requiring specialist infrastructure
(quays / craneage / storage / transit / transportation). The
Heavy Load Route from the Outer Berth addresses a specific
loading requirement of wind turbine generators and connects
heavy load manufacturing facilities to the Outer Berth. A
Strategic Load Route or corridor (meeting the need for wide/
specialized loads) is required to create a spine road for the port
connecting the Outer Berth and pre-deployment / laydown
areas with sites suitable for tower, blade or other component
manufacture. Critical to the integrated manufacturing facility
are efficient connections for specialist vehicles. Self Propelled
Modular Transporters (SPMTs) are used to move large and
heavy components. SPMTs have specific loading and swept
path requirements and these need to allow two way movement
and be future proofed for the port to allow for potential scale
increases over time.

Measures to ensure safe access and mobility for all users are
linked to the ports operational management and addressed by
the ports Health and Safety requirements. A clear hierarchy of
routes and spaces will be defined through a combination of
buildings, boundaries (where appropriate), signage and road
and/or surface markings.

Efficient Space Planning Secured by Wise Use of
Resources
Port land is a premium land asset and efficient use and
management is critical to meeting the needs of differing users.
Flexibility of sites / plots and ensuring plot specifications
(loading / ground conditions / servicing / access) reflect user
needs is important to both efficient space planning and making
wise use of resources in terms of site infrastructure.

Simple flexible layouts are preferred. Layouts should be
promoted based on securing efficient and effective use of land
ensuring that the nett usable area is maximised and minimising
the extent of orphaned land and small land parcels constraining
flexible port use. Rectangular plots that offer simple boundaries
with boundaries perpendicular to roads are preferred.

Quay areas on active docks form prime activity zones and need
to be safeguarded to allow efficient and direct access between
quays and buildings or storage areas.

Quay aprons and quay connected land is at a premium and
essential to the efficient operation of a modern port. Craneage
provision (mobile or fixed) requires quay aprons with known
loading characteristics and unrestricted access to quay aprons.
Layouts and buildings that restrict mobility for Special Purpose
Movement Transporters / Cranes and the movement of goods
should be avoided.

27
Creating Legibility & Fitness for Purpose based on
Function
4.2.4 Port functions dictate and set the context for the Development
Framework. Ports like airports have generic operational
requirements and these change with technology often driven by
the changing scale of marine vessels, craneage and cargos.
Flexibility of operation is paramount. A port has a number of
operating areas that typically include:
Land based / land side access supported by services /
storage and distribution facilities
Quay based / quay area access supported by
services / transit facilities / cargo handling
Marine based / ship loading and marine access areas
for cargo import and export

Port planning seeks to ensure 24/7 marine access is supported
by quays that maximise cargo throughput, avoid constraint to
quay access that maximise vessel turn-around times and simplify
cargo movements between quays and storage building or
yardage.

These functional requirements create a simple operational and
urban legibility based on quays, aprons, buildings and yardage
punctuated by cranes and other infrastructure. Buildings and
quays form the dominant elements.

Integrating Land Use, Massing & Form
4.2.5 Land uses involving advance manufacturing, general port
activities such as transit facilities and other industrial uses all
share a common vocabulary of form created by large simple
industrial buildings in open large multi-use sites with generous
external storage.

Manufacturing can be anticipated to introduce the largest and
bulkiest buildings together with the largest external spaces.
Building are large in scale requiring a floorplate within the
range of 300m x 150m range with building heights typically up
to 40metres. Secondary buildings are typically significantly
smaller creating a hierarchy of forms with large buildings
aligned parallel to quays dominating. Massing is strong, simple
and contains and frames internal docks and quays.

4.2.6 Large buildings form part of the architectural character of port
areas and their massing should be addressed through
orientation, profile, colour and facade treatments. Operational
needs dictate building form and scope to break down their
massing is limited. Visual integration can be best secured
through orientation, simple design detailing, use of materials
and colour treatments.

4.2.7 Buildings should also be orientated to reflect the historic pattern
and grid structure of the port. The alignment can create a
simple functional relationship between buildings, quays and
landform that has a simple harmony that builds on the existing
grain and retained structures and buildings. This accords with
the ADF proposals to retain a port/industrial grid structure.

Pages 32 through 47 redacted for the following reasons:
- - - - - - - - - - - - - - - - - - - - - - - - - - - -
Regulation 10(5)(e)
6.0 PORT OPERATIONS
45
6. PORT OPERATIONS & MANUFACTURE
6.1 Port Operations
The Enterprise Area (Port of Leith and Port of Dundee) has a
clear sectoral focus in line with the Governments wider
economic development strategy of supporting Scotlands
growth companies, growth sectors and growth markets.
Establishing the Low Carbon / Renewables Enterprise Area will
help support the transition to a low carbon economy while
encouraging businesses in this sector to set up and grow in
Scotland. The intent is to ensure port activities and
manufacturing are integrated into the site taking advantage
from a modern fit-for-purpose infrastructure and operational
benefits of the port.

The Port operates as a inter-modal port facility and all existing
port activity and operations will continue servicing a wider
range of user needs making use of both current and future port
infrastructure and the supporting facilities offered by Forth Ports
Limited. This includes all marine, freight (bulk, specialist, etc),
marine support services, inter-modal and transit activity and
support operations. Rail access for commodities and special
rail freight appropriate loads is retained.

The Development Framework retains capacity for all viable
marine activity within existing docks and quays and retains
access (marine /rail /road/pedestrian) across all modes as
existing and compliant with ISPS requirements.

(Discuss with FP to identify any additional/amended text or
requirements) Detail on bulk cargos / virtual quarry / materials
handling to be agreed with Forth Ports for the DF.

6.2 Manufacture
Inward investment interest reflects the Enterprise Area
designation seeking to bring forward an integrated
manufacturing facility that combines wind turbine generators
(WTGs, also referred to as Nacelles), towers and blades
together with secondary elements all within a hub location that
provides for direct deployment to arrays and export facilities to
wider markets. Essential requirements are for 2No WTG
manufacturing units; 1 No. Tower manufacturing unit and
marine deployment facilities. Blade manufacture is acceptable
on adjacent or local sites within the Forth-Tay Cluster.

The WTGs are manufactured within the main buildings on
frames and weigh approximately 400-500 tonnes with
dimensional allowances of 15 x 10 x 10 metres. The units are
tested, certified and approved and transferred to external
storage areas on special bogeys / transporters. Nacelles are
stored on unit specific stools and require regular servicing.
Storage areas need to provide prepared areas capable of
taking appropriate loadings and allow for movement by SPMTs
and loaded crane units. WTGs will be transferred from the
storage area to the export quay or pre-deployment/
consolidation site.

Pre-Deployment Area
The Pre-Deployment Area (s) provide for consolidation of all
components (WTGs / tower sections and bases / blades / hub
star units / cabling / etc) ensuring contract packs are
consolidated prior to movement to the Outer Berth / Export /
Deployment Quay.

Capacity studies indicate that each operator will have a
manufacturing capacity of circa 50 units/ year. Storage areas
are required to meet minimum deployment ready capacity. Pre-
Deployment areas need to connect directly to the HLR / SLR
and allow for loaded crane movement and SPMT access.
Services include power supply for testing / exercising of units
and 30 lux shielded mast lighting.

Outer Berth / Deployment
The Outer Berth provides full deployment facilities to allow
transfer of fully prepared units to be exported by specialised
jack-up and similar vessels to off-shore arrays. Assembly is
completed on land and loaded in package ready units.
Dependent upon turbine, tower and blade dimensions and
deployment vessel these are typically in 6 packs (6 nacelles; 6
complete towers (18 sections); 6 tower transition /base units; 6
rotor stars; 6 ancillary packs. Transfer to deployment vessel is
required 24-7 and will involve varied combinations of vessel
and shore based craneage.

Deployment is a time critical activity. Units will be stored on the
Outer Berth immediately in advance of arrival of the
Deployment Vessel with further units being uplifted and
transferred from the pre-Deployment Area to facilitate rapid
turnarounds and maximise deployment quay utilisation. Load
out can involve cranes operating in tandem. Both quay hi-mast
lighting and vessel lighting at high lux levels is required to meet
operational and health and safety requirements. Deployment
times for 6 pack units in acceptable weather working conditions
is typically in the range of 28-36 hours.

SECTION 6.0 PORT OPERATIONS & MANUFACTURE
Heavy Load Route / Special Load Route
The Heavy Load Route and Special Load Route offers a multi-
user access for all port users with specific operational
characteristics that provides for the movement of extra heavy
loads and wide and specialised loads from points of
manufacture to deployment.

The Heavy Load Route is designed as a road carriageway to
allow loads of 500 tonnes to be transported and provide a load
capacity of 20tonnes /m2. SPMT vehicles will use this route
carrying fully equipped WTG units/ nacelles. The SPMT units
are of variable length typically up to 6m x30m. The HLR is
10metres wide with an additional clear zone of 3metres. Units
travel at up to 3km/hour loaded (15km/h non-loaded) and
passing places are provided on the Imperial Dock Quay to
allow 2 No transporters to use the HLR. The Special Load
Route takes abnormal wide and long loads (towers and blades)
with tower height allowances up to 100-120metres with
sections potentially to 50 metres. The Special Load Route is
7.3metres wide with swept paths providing for 100metre radii
and a clear no-build/unobstructed zone of 20metres. Access
and egress from manufacturing sites and laydown areas for
SPMTs is allowed for in the HLR/SLR alignments.

All port operations are 24-7 operations 365 days per year and
allow for all shipping movements and freight/cargo and related
port operations and materials handling at all hours. All
standard port operational and management requirements
(health & safety / craneage / stevedoring / lighting /etc) apply.

Access and Egress associated with Manufacturing
The addition of manufacturing capacity within the port
boundary will be integrated within the general port land-use
mixes. Manufacturing has no special access or egress
requirements with all heavy/special loads being internal to the
port. Employment densities associated with manufacturing are
comparable with other land use activities and no additional
requirements are anticipated. (see also Transportation
Assessment within the EIA). The existing primary and
secondary access points for the port will be retained in their
current locations and configurations. Parking provisions for
employees on the basis of nationally recognised standards will
apply.

Self Propelled Modular Transporter (SPMT)
Pages 51 through 52 redacted for the following reasons:
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Regulation 10(5)(e)
49
SECTION 8.0 SUSTAINABILITY
8. SUSTAINABILITY

8.1 Hi-Level Sustainability Objectives
Sustainable growth is a key objective of Scotlands Economic
Development Strategy and embracing economic, social and
environmental objectives at a national level.

At a project development level it is important that all parties
recognise the importance of operating in a responsible manner
within accepted principles of sustainable development. This is
particularly important in the context of a mixed use port area
with strong local connections associated with:
Economic activity and transition towards a low carbon
economy
Communities interests and aspirations
National infrastructure associated with a gateway port
Climate Change and promotion of low carbon freight
transport

Key areas of importance for sustainability associated with all
development include:
Conservation ensuring the protection of natural
environmental assets
Protection of Water Assets minimising risks to water
pollution
Energy facilitating responsible energy use and
promoting low carbon activity
Air Quality controlling emissions from plant and
cargo handling
Waste minimising waste and promoting recycling
Communities supporting engagement as good
neighbours

Environmental management is about managing risks and
securing enhanced performance through environmental
management systems. The developments within the port will
operate in accord with adopted Environmental Management
Systems and in an environmentally responsible manner.

8.2 Environmental Stewardship
The development of the port of Leith is adjacent to sites
designated as important for conservation. These include local,
national, European and international designations for both
species and habitats. A statutory Environmental Impact
Assessment has been completed for the project.

The Environmental Impact Assessment addresses phasing and
construction methods and includes an outline Construction
Environmental Management Plan (CEMP) to inform future
construction management.

CEMP
Generally most potential impacts of a development are
associated with the construction phase (earthworks, building
demolition and renovation, developing infrastructure and
utilities, piling, use of concrete and building materials etc).

A Construction Environmental Management Plan (CEMP) is
based on the key impacts, mitigation measures and
environmental enhancement measures identified in an
Environmental Statement or Environmental Assessment. The
CEMP aims to provide a quick reference guide to developer/
contractor responsibilities and obligations. The CEMP sets a
framework within which the environment of the development
site will be managed during the construction phases. The
CEMP is a key reference document for Contractors working on
the site to help ensure the control of pollution of air, land and
water as the site is developed out.

Compliance with a CEMP should ensure that project impacts
are minimised through control of both known and unknown
environmental risks. However, In addition to the actions
required as set out in this CEMP, developers and contractors
need to fully comply with the relevant legislative, codes and
standards and the planning conditions applied by the planning
authority as part of the post-consent process.

Energy Conservation
Detail of Energy Policy supporting a sustainable approach to
energy use in production / buildings.

Waste and Recycling
Detail of Waste Strategy supporting a sustainable approach to
waste and recycling.
APPENDICES
51
APPENDICES

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PORT OF LEITH STAGE 2

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