The purpose of Cleaner Air for Scotland – The Road to a Healthier Future

1.1 Cleaner Air for Scotland – The Road to a invisible, but the gases and particulates can Healthier Future (CAFS) is a national cross- be harmful to human health and the natural government strategy that sets out how environment. We are not yet fully compliant the Scottish Government and its partner with EU and Scottish legal requirements for organisations propose to reduce air pollution air quality, as summarised in the Legislation further to protect human health and fulfil and Policy2 and Standards3 sections of the Scotland’s legal responsibilities as soon as Air Quality in Scotland website. As a result, possible. A series of actions across a range the Local Air Quality Management (LAQM) of policy areas are outlined, and there are a regime has designated over 30 Air Quality number of important new initiatives: Management Areas4 in Scotland. • a National Modelling Framework; 1.4 Reasons for non-compliance with legal • a National Low Emission Framework: objectives include: • adoption of World Health Organization • an increase in the diesel fleet over the last guideline values for particulate matter in decade; Scottish legislation; and • an increase in the total number of vehicles • proposals for a national air quality since 20045; awareness campaign. • a disparity between laboratory and real- world emissions from vehicle engines; WHAT IS AIR POLLUTION? • topography and spatial planning of urban

1.2 Air quality can be defined as ‘a areas creating street canyons, which can measurement of the pollutants in the air’1 trap air pollution close to ground level; whilst air pollution is the ‘contamination of • limited integration of air quality with air by harmful gases and particulates, mainly other policies related to climate change oxides of carbon, sulphur, nitrogen and and planning; and particulate matter’1. Today, we do not usually see factory chimneys, houses or vehicles • transboundary emission sources. belching out black smoke. This is because

1.5 Air pollution disproportionately affects of the increasingly strict legislative controls the most vulnerable members of society, of industrial and domestic emissions, along including the very young, the elderly, people with higher engine emissions standards for with existing medical conditions and those road vehicles. living in deprived urban areas. Thus, the key aims of reducing air pollution are to protect human health and eliminate health inequalities, in addition to improving the quality of places and habitats in the wider environment. 2 http://www.scottishairquality.co.uk/air-quality/legislation 3 http://www.scottishairquality.co.uk/air-quality/standards 4 http://www.scottishairquality.co.uk/laqm/ 1 http://www.dictionary.reference.com 5 http://www.transportscotland.gov.uk/report/j389989-11.htm Cleaner Air for Scotland 09 The Road to a Healthier Future

1.6 In the UK, the health impacts of poor air AIR QUALITY AND SCOTTISH quality have been estimated to cost around GOVERNMENT POLICY £15 billion per year6. In the UK, the total 1.9 Scotland’s Economic Strategy11 states economic costs of air pollution may be as that sustainable economic growth is the high as £54 billion a year7. In Scotland in key to unlocking Scotland’s potential. The 2010 fine particulate matter was associated Scottish Government’s commitment to with around 2,000 premature deaths and a sustainable development is reflected in its total of around 22,500 life years lost across Purpose12, which is to focus government and the population8. public services on creating a more successful country, with opportunities for all of

1.7 CAFS will address the major air Scotland to flourish. This will be achieved by: pollutants that affect human health (and take account of greenhouse gases such as CO2), • creating a supportive business but there will be a focus on two pollutants: environment; nitrogen dioxide (NO2) and particulate matter • achieving a low carbon economy; (PM10 and PM2.5). • tackling health and wellbeing and social problems; MULTIPLE BENEFITS OF CLEANER AIR • maintaining a high-quality environment;

1.8 Cleaner air provides multiple benefits, and but the responsibility for delivering cleaner air rests with many groups, including • passing on a sustainable legacy for future the general public, national and local generations. government and businesses. Actions that can be undertaken by individuals and society to 1.10 Achieving cleaner air in Scotland will achieve cleaner air – and tangible personal deliver positive outcomes across all of these benefits – are summarised in Figures 2a and goals. 2b9. There are also opportunities to generate

1.11 Five strategic objectives that underpin efficiencies and cost savings by linking this core Purpose – Greener, Healthier, Safer air quality to related policy interventions, & Stronger, Smarter and Wealthier & Fairer notably climate change adaption and – are in turn linked to 15 National Outcomes mitigation plus noise. Efficiency gains of (see footnote 12) which set out in more €2.5 billion could be achieved in the EU10 detail the Government’s policy priorities. through such an approach. Again, several of the National Outcomes – notably those focus on environment, sustainable places, environmental impact and healthier lives – relate directly to air quality. 6 https://www.gov.uk/government/uploads/system/uploads/ attachment_data/file/69340/pb13378-air-pollution.pdf 7 http://www.euro.who.int/__data/assets/pdf_file/0008/276956/ PR_Economics-Annex_en.pdf?ua=1 8 https://www.gov.uk/government/uploads/system/uploads/ attachment_data/file/332854/PHE_CRCE_010.pdf 9 http://www.sepa.org.uk/media/120452/mtc_air_quality_core_doc.pdf 10 http://www.sciencedirect.com/science/article/pii/ 11 http://www.gov.scot/Publications/2015/03/5984 S1462901109001129 12 http://www.gov.scot/Resource/Doc/933/0124202.pdf 10 Cleaner Air for Scotland The Road to a Healthier Future TRANSPORT PLACEMAKING Avoiding travel, Decarbonising transport such as homeworking Active travel Use public transport + use of low emission Transport integration Greening urban spaces when required vehicles WELLBEING Increased wellbeing Improves mental Reduces stress Experience of new, Connected journeys Provides through having more wellbeing during alternative, low provide travellers more pleasant time with family journey travel or zero carbon with confidence of environments for technologies for travel movements people to live, work and relax in Figure 2a. Multiple benefits of good air quality Avoid stress of Improves mental Potentially reduces Reduces production Encourages the exploration of alternative HEALTH commute to work concentration number of private of pollutants means of travel and physical fitness vehicle registrations that are harmful and associated health to health impacts FINANCE Increased staff Saves money in comparison to driving Means you will pay Inclusion at design Attracting employers productivity and less for road tax is more cost effective to vibrant concentration than retrofitting urban spaces SAFETY Reduced workplace Safest form of Safest form Quieter vehicles Paths connect Creates safer, hazards travel of motorised reduce noise active travel to pleasant transport annoyance integrated environments transport hubs for active travel ENVIRONMENT Produces no emissions from travelling and Will improve local air quality Absorbs pollutants contributes to reduction in number of vehicles producing less CO2, NOx and PM from the air on road if traveller previously used a vehicle Cleaner Air for Scotland 11 General public Government Business The Road to a Healthier Future 12 Cleaner Air for Scotland General public Business Consider homeworking Consider alternative low Review role of consolidation Avoid engine idling when The Road to a Healthier Future carbon fuels for vehicles centres for logistics, perhaps parked for deliveries Join a car club or using low emission vehicles car-pooling scheme Use integrated for last mile journeys smart-tickets on public Try active travel for shorter transport Consider signing up to fleet Figure 2b. Actions by individuals and business commute journeys to school, environmental recognition shops or the workplace Register for Know and schemes Respond messages about air Swap driving for public quality transport, using integrated tickets and transport hubs Use free parking for EVs where applicable Adopt fuel-efficient driving practices (correct tyre Use ITS-enabled cycle pressure and infrastructure avoid idling) plus register for FuelGood driver training Make use of park and ride facilities Source – Adapted from SEPA Making the case for the environment – air quality 20149

1.12 Co-benefits from effective co-ordination of climate change and air quality policy have been noted in the ‘Low Carbon Scotland: Meeting Our Emissions Reduction Targets 2013-2027 – The Second Report on Proposals and Policies’13, with further detail provided in paragraph 8.5.

1.13 Action on air quality is also embedded in worldwide environmental policy. Principle 1 of the Rio Declaration (1992) on Environment and Development14 states that “human beings… are entitled to a healthy and productive life in harmony with nature.” The United Nations Sustainable Development Goals15, endorsed by the Scottish Government in 2015, also make explicit reference to air quality. The Sustainable Cities and Communities goal sets a target to “by 2030, reduce the adverse per capita environmental impact of cities, including paying special attention to air quality”.

1.14 CAFS sets out how the Scottish Government, working together with partner organisations across the public and private sectors, will deliver cleaner air across Scotland, in order to help create and maintain a strong, healthy and fair society that is capable of living within environmental limits. 13 http://www.scotland.gov.uk/Publications/2013/06/6387/0 14 http://www.unep.org/Documents.Multilingual/Default. asp?documentid=78&articleid=1163 15 https://sustainabledevelopment.un.org/topics Cleaner Air for Scotland 13 The Road to a Healthier Future STRUCTURE 02 14 Cleaner Air for Scotland The Road to a Healthier Future VISION, MISSION AND OBJECTIVES Vision: Scotland’s air quality will be the best in Europe. Mission: To protect and enhance health, wellbeing, environment, place- making and sustainable economic growth through improved air quality across Scotland. HEALTH PLACEMAKING A Scotland where air quality is not A Scotland which protects its citizens from the compromised by new or existing development harmful effects of air pollution, reducing health and where places are designed to minimise air inequalities. pollution and its effects. WE WILL: WE WILL: • Include in legislation as Scottish objectives • Ensure that future updates and revisions to World Health Organisation guideline values Scottish Planning Policy and the National for PM10 and PM2.5 Planning Framework take account of CAFS • Require NHS boards and their local authority • Expect planning authorities to review the partners to include reference to air quality Local Development Plan and revise at the and health in the next revision of their next scheduled update to ensure policies Joint Health Protection Plans, which should are consistent with CAFS objectives and any identify and address specific local priority local authority air quality action plans issues • Work with Environmental Protection Scotland to produce updated guidance on air quality and planning • Work with SEPA to introduce air quality training for local spatial and transport planners. • Support SEPA in revising its guidance on Strategic Environmental Assessment to bring it into line with CAFS Cleaner Air for Scotland 15 The Road to a Healthier Future LEGISLATION AND POLICY CLIMATE CHANGE A Scotland where all European and Scottish A Scotland that reduces greenhouse gas legal requirements relating to air quality are as emissions and achieves its renewable energy a minimum complied with. targets whilst delivering co-benefits for air quality. WE WILL: • Implement a refocused Local Air Quality WE WILL: Management system • Ensure that future updates to the Second • Establish a PM2.5 monitoring network Report on Proposals and Policies on meeting • Produce revised and updated Scottish action our climate change targets take into account plans to demonstrate how compliance with air quality impacts the EU Ambient Air Quality Directive will be • Expect any Scottish local authority which achieved has or is currently developing a Sustainable • Design, develop and implement a two-level Energy Action Plan to ensure that air quality modelling system for regional and local considerations are covered scales to provide evidence for appraising • Work with Forestry Commission Scotland and identifying potential transport and to publish updated guidance on the planning solutions to local air quality issues impact of biomass on air quality to help • Evaluate the requirements of a regional model local authorities fulfil their statutory and then support its development during the responsibilities first two years of implementing CAFS. • Develop guidance and promote a support network for all practitioners involved in reviewing and assessing local impacts on air quality resulting from regional decision making. • Undertake detailed modelling of all four major COMMUNICATION cities in Scotland, covering areas associated with highest levels of poor air quality A Scotland where all are well informed, • Identify requirements and undertake data engaged, and empowered to improve our air collection for additional urban areas within quality. three years of implementing CAFS • Implement the national databases for traffic WE WILL: data collection and local modelling outputs • Develop a Scottish Air Quality Indicator associated with CAFS to assist in assessing compliance with air • By April 2016, in further consultation with quality legislation and delivery of CAFS partner organisations, ensure the NLEF objectives criteria, tests, and processes are developed, agreed, and finalised • Develop a national air quality public awareness campaign • Design and implement a standard appraisal process for assessing local air quality measures • Support the ongoing Greener Scotland communication campaigns, encouraging • Develop the software tools and associated individuals to use the car less to improve guidance for the NLEF, including funding their health and their local environment options and technical reports, which will underpin the evidence on effectiveness of options 16 Cleaner Air for Scotland The Road to a Healthier Future TRANSPORT • Work with key partners to investigate the A Scotland that reduces transport emissions use of hydrogen as a transport fuel, as by supporting the uptake of low and zero well as exploring wider environmental and emission fuels and technologies, promoting a economic opportunities of using hydrogen modal shift away from the car, through active for energy applications – especially in travel (walking and cycling) and reducing the promoting renewables, energy balancing and need to travel. storage • Continue to engage with our partners on WE WILL: the role lower carbon intensive fuels such • Ensure that all local authorities have a as liquid petroleum gas, compressed natural corporate travel plan (perhaps within gas and biofuels can play in the transition their carbon management plan) which is towards a near zero emission road transport consistent with any local air quality action sector by 2050 plan • Encourage Freight Quality Partnerships • Finalise and deliver the National Walking to extend their activities to include Strategy Delivery Plan by 2016 consideration of the environmental impact of freight transport • Work collaboratively with delivery partners to deliver our shared vision in the Cycling • Encourage local authorities with an AQMA Action Plan for Scotland that by 2020, 10% to establish a Freight Quality Partnership of everyday journeys will be made by bike – or utilise an existing RTP Freight Quality Partnership – to consider appropriate • Review support for green buses by 2016, measures to achieve local air quality including scope for supporting retrofitting improvement by 2017 existing vehicles, taking account of technological and market developments • Review existing Ministerial guidance on and the need to tackle air quality as well as Regional and Local Transport Strategies in climate change the light of the refreshed National Transport Strategy. In doing so, we will consider how • Evaluate the Bus Investment Fund in 2016 air quality management should be addressed to learn from supported projects and inform and how RTPs and local authorities should decisions on options for future support for use their transport strategies to support local projects to improve public transport modal shift towards sustainable and active • Review the Bus Operators Grant by 2016, travel, including through Smarter Choices including consideration of options to initiatives, and promote the take up of incentivise the use of low emission buses greener vehicles • Review guidance and legislation on local • Review trunk road impacts on AQMAs by transport authority powers regarding bus 2016 and implement mitigation where trunk services by 2016 to see if they could be roads are the primary contributor to air made more effective and to ensure sufficient pollutants by 2020 consideration is given to air quality alongside other considerations • Continue delivery of actions contained in Switched On Scotland: A Roadmap to Widespread Adoption of Plug-In Vehicles • Review the Roadmap and develop a post- 2015 plug-in vehicle action plan Cleaner Air for Scotland 17 The Road to a Healthier Future LEADERSHIP AND GOVERNANCE 2.4 The Scottish Transport Emissions

2.1 Positive action on air quality will only Partnership (STEP)16 will be the principal be realised through strong national and mechanism for engaging with, and providing local political leadership. There are clear feedback to, the Governance Group from a links between transport, environment, broad community of professionals within health and economic development and both our key audiences (as outlined in Section 9). national and local levels of government. If local authority air quality management With this in mind, the Scottish Government groups are established, STEP will support is working closely with its agencies, regional these, particularly in relation to bespoke transport partnerships, local authorities training for transport and planning (transport, urban and land-use planners professionals. and environmental health), developers,

2.5 An annual CAFS progress report will employers, businesses and citizens to take be produced by the Scottish Government, action that will improve air quality. to cover progress on the actions and the

2.2 The actions set out in CAFS cover areas development of measures which require which can be most influenced by the Scottish further investigation or research. The Government in partnership with others from findings will be considered for inclusion in across the public and private sectors. Local the climate change reporting forms of the authorities in particular have a key role to public bodies represented on the Governance play, with the Scottish Government providing Group (also advocating that air quality is support, advice and policy direction. included in future revisions to the form template).

2.3 A CAFS Governance Group, supported by specialist subgroups, will be established to 2.6 We will use Key Performance Indicators oversee implementation of CAFS (Figure 3). to measure progress against CAFS actions A number of members already have clear (see Section 12). responsibilities with respect to air quality

2.7 Where possible, funding and resources policy and action implementation. have been identified for each action. Where this is not possible at present, the Scottish Government and partner organisations will continue to work towards securing the necessary funding and will provide updates in the annual progress report. 16 http://stepscotland.com/ 18 Cleaner Air for Scotland The Road to a Healthier Future Wider audiences: General public, businesses and local government EU / UK Government STEP / Trade Associations / Institutions / Academia Working groups: CAFS objectives SG Ministers CAFS Governance Group Mission, Vision, objectives and actions Figure 3. Cleaner Air for Scotland governance Cleaner Air for Scotland 19 The Road to a Healthier Future SETTING THE SCENE 03 20 Cleaner Air for Scotland The Road to a Healthier Future WHAT CAUSES AIR POLLUTION? atmosphere, along with domestic activities

3.1 Air quality is affected by everything we such as heating and cooking, and natural do. Industry, transport, farming and power sources such as sea salt, wildfires, volcanic generation release pollution into the activity and soil erosion (Figure 4). Wind Primary pollutants Aeroplanes Carbon monoxide Nitric oxide CO NO Secondary pollutants Sulphur dioxide Ammonia Nitrogen dioxide SO2 NH3 NO2 Sulphur trioxide Nitric acid Hydrogen peroxide SO3 HNO3 H2O2 Volatile organic compounds Particulates VOCs (PM) Volcanoes Sulphuric acid Ammonium Ozone Particulates H2SO4 NH4+ O3 (PM) Wildfires Factories Towns and homes Ships Agriculture Vehicle exhausts Figure 4. Sources of air pollution Source – Scotland’s Environment website17 17 http://www.environment.scotland.gov.uk/get-informed/air/air- quality/ Cleaner Air for Scotland 21 The Road to a Healthier Future

3.2 When talking about air pollution we need 3.3 There is also a distinction between to distinguish between: primary pollutants – emitted directly from different sources, and secondary pollutants • direct emissions of pollutants from these – formed when primary pollutants undergo sources; and changes in the atmosphere. • concentrations – the levels found in ambient air once the various emissions have been mixed and transported by atmospheric processes (Figure 5). Dispersion and chemistry Industrial emissions Transport Air pollution Human emissions concentrations exposure Commercial and residential emissions Background concentrations Health impacts Figure 5. Relationships between air quality emissions and concentrations Source – ‘Air Quality and Road Transport: Impacts and Solutions’ – Ricardo Energy & Environment report for the RAC Foundation18 18 http://www.racfoundation.org/assets/rac_foundation/content/ downloadables/racf_ricardo_aea_air_quality_report_hitchcock_ et_al_june_2014.pdf 22 Cleaner Air for Scotland The Road to a Healthier Future

3.4 Although there has been a strong overall 3.5 Street design and the local transport mix downward trend in emissions, the picture can also affect concentrations at street level. for concentrations is less clear. Year-to-year Figure 6 shows changes in emissions of the variations in concentrations can be strongly main pollutants compared with 1990 levels. influenced by: The data are normalised, which means that emissions data for each pollutant – gathered • meteorological conditions; using a variety of different methods – have • the chemical and physical properties of been converted to a common scale for ease the different pollutants; and of comparison, where 1.0 represents the • local factors such as building works and situation in 1990. road closures.

3.6 Concentrations can also vary widely across relatively small areas. This is illustrated by the example of nitrogen dioxide (NO2) level variation at four monitoring sites in Dundee (Figure 7). The red lines show overall trends. 1.2 1.0 NH3 0.8 CO NOx 0.6 NMVOC PM10

0.4 SO2 Pb 0.2 0.0 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 Figure 6. Emissions trends normalised for key air pollutants in Scotland since 1990. NH3 – ammonia; CO – carbon monoxide; NOx – oxides of nitrogen; NMVOC – non methane volatile organic compounds; PM10 – particulate matter; SO2 – sulphur dioxide; Pb – lead Source – Air Quality Pollutant Inventories for England, Scotland, Wales and Northern Ireland 1990-201319 19 http://uk-air.defra.gov.uk/assets/documents/reports/cat07/ 1509110857_DA_AQPI_1990-2013_Report_Issue1.pdf Cleaner Air for Scotland 23 The Road to a Healthier Future Figure 7. Trends in NO2 concentration at four monitoring sites in Dundee, 2006–2014 Figure Source 7. Trends – Scottish in NO Air Quality 2 concentration Database at four Annual Report 2013 20 monitoring sites in Dundee, 2006 – 2014 20 Source – Scottish Air Quality Database Annual Report 2013 Where and why does air pollution occur?

3.5 The highest levels of air pollution are found in cities and towns, but unlike the dense smogs of the past, todayʼs air pollution is largely invisible. The effect of air pollution can be detected throughout urban Scotland, as illustrated by the fact that there are over 30 Scottish AQMAs currently in place. The actions being undertaken by local authorities to tackle these issues are outlined in the accompanying technical document.

3.6 Significant stationary pollutant sources come from industrial and domestic energy production, along with other combustion processes and agriculture (Table 1). However, given that the majority of Scotlandʼs population lives and works in urban environments, transport emissions are the most important – 20 http://www.scottishairquality.co.uk/assets/documents/technical%20reports/SAQD-annual_report_2013-Issue_1.pdf but clearly, not the only - source of air pollution affecting human health. 24 Cleaner Air for Scotland The Road to a Healthier Future WHERE AND WHY DOES AIR POLLUTION 3.8 Significant stationary pollutant sources OCCUR? come from industrial and domestic energy

3.7 The highest levels of air pollution are production, along with other combustion found in cities and towns, but unlike the processes and agriculture (Table 1). However, dense smogs of the past, today’s air pollution given that the majority of Scotland’s is largely invisible. The effect of air pollution population lives and works in urban can be detected throughout urban Scotland, environments, transport emissions are the as illustrated by the fact that there are over most important – but clearly, not the only 30 Scottish AQMAs currently in place. The – source of air pollution affecting human actions being undertaken by local authorities health. to tackle these issues are outlined in the accompanying technical document. Non methane volatile Overall Carbon Nitrogen organic Sulphur Rank Sector Ammonia monoxide oxides compounds PM10 dioxide Lead 1 Other Combustion 1.3% 38.3% 11.6% 3.8% 35.2% 7.5% 27.6% 2 Transport Sources 1.8% 30.2% 38.5% 2.4% 16.4% 2.7% 7.0% 3 Industrial Combustion 0.0% 22.6% 13.0% 1.0% 5.0% 7.5% 31.1% 4 Energy Industries 0.0% 6.5% 34.6% 0.0% 5.7% 79.4% 20.8% 5 Industrial Processes 0.2% 0.0% 0.0% 47.1% 8.7% 1.6% 10.4% 6 Agriculture 86.6% 0.0% 0.0% 9.8% 21.1% 0.0% 0.0% 7 Other 5.6% 1.7% 2.3% 1.0% 6.0% 1.4% 0.3% 8 Solvent Processes 0.0% 0.0% 0.0% 20.5% 1.8% 0.0% 0.0% 8 Fugitive 0.0% 0.6% 0.0% 14.5% 0.0% 0.0% 0.0% 10 Waste 4.5% 0.0% 0.0% 0.0% 0.0% 0.0% 2.9% Total 100% 100% 100% 100% 100% 100% 100% Table 1. Pollutant emissions by sector in Scotland, 2013. Source – Air Quality Pollutant Inventories for England, Scotland, Wales and Northern Ireland 1990-201321 21 http://uk-air.defra.gov.uk/assets/documents/reports/cat07/ 1509110857_DA_AQPI_1990-2013_Report_Issue1.pdf Cleaner Air for Scotland 25 The Road to a Healthier Future

3.9 In relation to transport, fuel quality, LEGISLATIVE AND POLICY FRAMEWORK: emissions reduction technology and engine EUROPE AND SCOTLAND emission standards have all improved over 3.11 Table 2 summarises the key legislation the last decade or so. However, progressively and policies that direct action on air quality tougher emissions standards are not in Scotland. Detailed information on, and delivering predicted real-world benefits – further links to, policy and legislation can especially for diesel vehicles. A mismatch be found in the accompanying technical between regulation and real-world emissions document. from diesel vehicles seems to be one of the key reasons why the expected reductions in concentrations at the roadside have not materialised. This is further compounded by a growth in the proportion of diesel vehicles in the UK. WHAT ARE THE HEALTH IMPACTS OF AIR POLLUTION?

3.10 Fine particles of material can descend deep into the lungs where they can cause irritation and inflammation. In turn, this can worsen existing conditions, such as asthma and heart and respiratory diseases22. Air pollution is a significant public health issue in terms of the collective impact on society. Evidence from research is increasingly suggesting that detectable adverse health impacts occur even at, or below, the legislative limit values which were set at levels previously assumed to be protective of health. Section 5 provides more detailed information on the health impacts and benefits associated with air quality. 22 http://www.documents.hps.scot.nhs.uk/environmental/briefing- notes/air-quality-and-mortality-2014-04.pdf 26 Cleaner Air for Scotland The Road to a Healthier Future Europe Directive 2008/50/EC on ambient air quality • Defines and fixes legal limits for air quality. and cleaner air for Europe23 • Sets limit values and/or alert thresholds (and/or target values for ozone) for several pollutants of concern for human and environmental health. • Assesses air quality according to a standardised methodology across the EU. • Sets out requirements for making information available to the public. • Compliance is legally binding on Member States. National Emissions Ceiling Directive 2001/81/EC24 • Sets national emissions ceilings for certain pollutants. • Currently under review. Industrial Emissions Directive 2010/75/EC25 • Controls emissions from industrial activities. Clean Air Policy Package and Clean Air • Sets out measures to ensure compliance with legislative Programme for Europe26 requirements in the short term. • New air quality objectives to 2030. • Proposals to improve air quality in cities, support research and innovation, and promote international cooperation. • Revision of the National Emissions Ceiling Directive. • Proposal for a Directive on medium combustion plants. Scotland Air Quality Strategy for England, Scotland, • Sets out the short to medium term policy framework for air Wales & Northern Ireland27 quality across the UK. Local Air Quality Management28 • Defines objectives for several pollutants of concern for human health. • Sets out the policy framework for improving local air quality. • Achievement is the responsibility of local authorities, but is not legally binding. Table 2. Air quality legislation and policy in Europe and Scotland232425262728 23 http://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX: 32008L0050&from=EN 24 http://ec.europa.eu/environment/air/pollutants/ceilings.htm 25 http://ec.europa.eu/environment/industry/stationary/ied/ legislation.htm 26 http://ec.europa.eu/environment/air/clean_air_policy.htm 27 https://www.gov.uk/government/uploads/system/uploads/ attachment_data/file/69336/pb12654-air-quality-strategy-vol1- 070712.pdf 28 http://www.gov.scot/Topics/Environment/waste-and-pollution/ Pollution-1/16215/PG09 Cleaner Air for Scotland 27 The Road to a Healthier Future DEPOSITION Pollutants can be transported long distances before being deposited. Some parts of rural Scotland are under threat from air pollution that is generated in towns and cities VOCs Chemical reactions between Nitrogen Oxides (NOX) and Volatile Organic Compounds (VOCs) O3 in the presence of sunlight produce Ozone (O3) Nitrogen Oxides (NOX), NOx Nitric Acid (HNO3) and Reduced Nitrogen EMISSION NHx (NHX) are reactive and Sulphur Dioxide (SO2) and can be deposited as Nitrogen Oxides (NOX) react gases, particles and in within the atmosphere precipitation to produce acidic secondary pollutants HNO3 like Sulphuric Acid (H2SO4) and Nitric Acid (HNO3) SO2 H2SO4 Reactive Acid Ozone nitrogen Deposition of acidic Natural habitats Acidification damages Ground-level pollutants leads are sensitive buildings, which have ozone (O3) to acidification of to nitrogen been made more damages the environment, deposition, which vulnerable due to vegetation which damages can contribute to high concentrations of and ecosystems the pollution of pollutants such as ecosystems and reduces ground and black smoke and SO2 biodiversity surface water Figure 8. Links between air quality and natural and physical environment 28 Cleaner Air for Scotland The Road to a Healthier Future AIR QUALITY AND THE ENVIRONMENT AIR QUALITY AND NOISE

3.12 Besides the effects of poor air quality 3.13 There is also a close relationship on human health, there can also be a between air pollution and environmental significant environmental impact29, as shown noise. There are several common sources in Figure 8. (most notably road traffic in urban areas), impacts and solutions30. The environmental and health impacts (particularly associated with annoyance and sleep disturbance) are considered to be just behind those of air quality31, with external costs of noise in the EU amounting to at least 0.35% of its gross domestic product. Policies that can have a positive impact on both air quality and noise include: • improving local traffic flows by using intelligent transport systems (see paragraph 6.27 for further details); and • increased separation or buffer zones between sources and sensitive receptors. 30 http://www.scottishnoisemapping.org/ 29 http://www.environment.scotland.gov.uk/get-informed/air/ 31 http://ec.europa.eu/environment/noise/ Cleaner Air for Scotland 29 The Road to a Healthier Future LEGISLATION AND POLICY 04 30 Cleaner Air for Scotland The Road to a Healthier Future LEGISLATION AND POLICY 4.3 Establishing a network to monitor fine particulate matter (PM2.5) dovetails with the commitment in paragraph 5.18 to include A Scotland where all European and Scottish World Health Organization (WHO) guidelines legal requirements relating to air quality are in Scottish air quality objectives. as a minimum complied with. WE WILL:

4.1 We will ensure that CAFS is successful by leading a collaborative approach across • Refocus the Local Air Quality all policies, organisations, and professions Management system to seek full compliance with EU air quality • Establish a PM2.5 monitoring network legislation by 2020. We will also implement new initiatives like the National Modelling • Produce revised and updated Scottish Framework and the National Low Emission action plans to demonstrate how we will Framework, which are covered in Sections achieve compliance with the EU ambient 10 and 11. air quality Directive

4.2 These goals will be supported by ensuring that the Local Air Quality Management (LAQM) system remains fit for purpose (see footnote 27). The LAQM system is the framework within which local authorities assess and tackle air pollution and is the foundation of all our efforts to improve air quality in Scotland. The Scottish Government has carried out a comprehensive review of the LAQM32 system and has produced a series of proposals33, which will be introduced during 2016. In addition to reflecting these proposals, the revised and updated LAQM guidance will take account of the linkages between air quality and noise. Local authority action plans will continue to play an essential role as part of the LAQM system in particular, as well as in wider efforts to improve air quality. 32 http://www.scotland.gov.uk/Topics/Environment/waste-and- pollution/Pollution-1/16215/review 33 http://www.scotland.gov.uk/Publications/2013/12/5214 Cleaner Air for Scotland 31 The Road to a Healthier Future HEALTH 05 32 Cleaner Air for Scotland The Road to a Healthier Future HEALTH • higher consequent costs; and • loss of work time and school time. A Scotland which protects its citizens from 5.3 Although short-term peaks in levels of the harmful effects of air pollution, reducing urban air pollution are generally lower now health inequalities. than in the past, effects on health can still be identified; for example increased death rates HEALTH TODAY – THE HEALTH IMPACTS due to heart disease a day or more after OF AIR POLLUTION elevated pollution34.

5.1 There is now no question that air 5.4 However, there is now a substantial body pollution is bad for our health. The impacts of international evidence demonstrating not first became clear last century following only peaks, but also background levels of air studies of the effect of industrial pollution pollution that have an impact on everyone’s associated with heavy industry. The health. In 2010, the Committee on the infamous London smogs of the 1950s Medical Effects of Air Pollutants (COMEAP) provided clear evidence of an association estimated that in the UK increased between increased deaths in urban areas and background levels of fine particulate matter episodes of severe pollution from industrial (PM2.5) raised the overall risk of death and and domestic coal fires. These sources reduced life expectancy35. In Scotland this have been addressed to a large extent and equates to the cumulative equivalent of are no longer the main issue. However, about 2,000 deaths per year across the evidence of the effects of exposure to air whole population, significantly more than pollutants, especially from traffic, continues the number of fatal accidents on Scottish to accumulate. roads36. There is increasing evidence of the effects on health of PM2.5 at progressively

5.2 Air pollution is less visible today and lower concentrations; even lower than 5 µg/ its effects on health are less obvious to m3. Recently published updated estimates the general public, which makes it harder of the mortality attributable to particulate to convince people that it is still a public matter in the air (at the PM2.5 size fraction) health problem. Air pollution does not cause in Scotland based on COMEAP methods37, dramatic, distinctive illnesses in the same indicate that the impact varies across local way that, for example, smoking tobacco authority areas depending on the average causes lung cancer. Instead, it contributes PM2.5 levels38. to a range of other factors (personal, social and environmental) all of which 5.5 During the 2013 European Year of Air, increase the risks of common diseases (for WHO reviewed the most recent evidence example asthma, respiratory and heart on the chronic impacts of air pollution disease), especially in people who are more and found overwhelming evidence of the vulnerable due to age (the very young and impact on mortality and morbidity, including the elderly) or existing health conditions. cardiovascular and respiratory disease, This results in: birth outcomes and neurological effects39. • increased episodes of acute and chronic (long-term) illness; 34 http://circ.ahajournals.org/content/121/21/2331 35 https://www.gov.uk/government/uploads/system/uploads/ • reduced life expectancy (premature attachment_data/file/304641/COMEAP_mortality_effects_of_long_ death); term_exposure.pdf 36 http://www.transportscotland.gov.uk/statistics/j379866-03.htm • more pressure on health services (for 37 http://webarchive.nationalarchives.gov.uk/20140505104658/ http:/www.comeap.org.uk/images/stories/Documents/Statements/ example, increased use of medications, FINAL_Local_mortality_burden_statement_August_2012.pdf increased visits to GPs, increased hospital 38 http://www.documents.hps.scot.nhs.uk/environmental/briefing- notes/air-quality-and-mortality-2014-04.pdf admissions); 39 http://www.euro.who.int/__data/assets/pdf_file/0004/193108/ REVIHAAP-Final-technical-report-final-version.pdf?ua=1 Cleaner Air for Scotland 33 The Road to a Healthier Future There is, therefore, no currently identified key messages on air pollution and health safe threshold for concentrations of PM, in Scotland45. The report identified limited emphasising the need to continue efforts to but increasing evidence of the benefits reduce background levels. of good air quality. A study from 2015 demonstrated that exposure to lower levels

5.6 More recent international research40 of particulate pollution (in United States of looking at roadside air pollution suggests America nurses) was associated with lower stronger links with coronary heart disease, levels of anxiety46. Other studies have deaths and illness associated with closer demonstrated that improved self-reported proximity to roads. Modelled estimates also wellbeing is associated with lower levels of suggest that these effects may worsen with air pollution47. an ageing population.

5.10 Some sources of air pollution cannot

5.7 The WHO International Agency for be easily controlled locally due to their Research on Cancer41 concluded that transboundary nature, but traffic related particulate matter from diesel engine air pollution is a major source that can be exhausts can be classified as carcinogenic to reduced through local and regional action. humans. Also identified was an increasing Therefore, it makes sense to continue with risk of lung cancer with increasing levels of efforts to: exposure to particulate matter42. • reduce peak levels of air pollution

5.8 Research on the effects of air pollution especially in local communities (for on health has mainly focused on particulate example, by considering the introduction matter, especially fine particulate matter of access control options, such as Low (PM10 and PM2.5). However, evidence is Emission Zones or Clean Air Zones, as beginning to accumulate on the potential outlined in Table 4, following the stages scale of impacts associated with nitrogen outlined in Section 11); and oxides (NOx), especially nitrogen dioxide • drive down background levels of (NO2), either on its own or in combination preventable air pollution. with other pollutants. COMEAP produced an updated review of the evidence relating 5.11 There is no doubt that air pollution to NO2 and concluded that on balance, NO2 has negative impacts on health48 and the is responsible for some of the impacts on evidence of good air quality improving health identified in epidemiological studies wellbeing is accumulating (Figure 9). on air pollution and health to date43. This is Reducing levels of air pollution, especially particularly important, in view of the current from transport, will have positive impacts concerns regarding the levels of NO2 now on health and lessen health inequalities. This associated with diesel powered vehicles. will also reduce the cost burden on health COMEAP is now developing estimates of the and other services. Strategies to encourage impact of these emissions on mortality44. people to consider the travel hierarchy outlined in Section 6 will have positive

5.9 A review of the current evidence on health co-benefits helping to tackle other traffic-related air pollution has recently chronic public health problems, such as those been completed as part of a project funded associated with a sedentary lifestyle. by the Scottish Government to identify the 40 http://ehp.niehs.nih.gov/1408865/ 41 http://www.iarc.fr/en/media-centre/pr/2012/pdfs/pr213_E.pdf 45 http://www.environment.scotland.gov.uk/media/126007/iom- 42 http://www.iarc.fr/en/media-centre/pr/2013/pdfs/pr221_E.pdf seweb-aq-health-behaviour-review.pdf 43 https://www.gov.uk/government/uploads/system/uploads/ 46 http://www.bmj.com/content/350/bmj.h1111 attachment_data/file/411756/COMEAP_The_evidence_for_the_ 47 http://www.environment.scotland.gov.uk/media/126007/iom- effects_of_nitrogen_dioxide.pdf seweb-aq-health-behaviour-review.pdf 44 http://www.airqualitynews.com/2014/12/05/uk-nitrogen-dioxide- 48 http://www.documents.hps.scot.nhs.uk/environmental/briefing- mortality-figures-due-next-year/ notes/air-quality-and-mortality-2014-04.pdf 34 Cleaner Air for Scotland The Road to a Healthier Future c.3.7 Air pollution contribution to worldwide deaths each year, Million primarily from cardiovascular disease 9th Global ranking of air pollution in significant population risk factors for morbidity and mortality 20-30% European population exposed to PM2.5 levels above EU reference values and World Health Organization Guidelines 91-96% 6% per Increase in chronic impact of PM exposure on 10µg/m3 cardiovascular mortality rates 3.9% Proportion of all deaths attributable to long-term PM2.5 exposure in Scotland and UK 9.3% Figure 9. Air quality links to health49 50 51 52 49 http://www.who.int/mediacentre/factsheets/fs313/en/ 50 http://www.eea.europa.eu/publications/air-quality-in- europe-2013 51 https://www.gov.uk/government/uploads/system/uploads/ attachment_data/file/304641/COMEAP_mortality_effects_of_long_ term_exposure.pdf 52 https://www.gov.uk/government/publications/estimating-local- mortality-burdens-associated-with-particulate-air-pollution Cleaner Air for Scotland 35 The Road to a Healthier Future HEALTH TOMORROW – WHAT MORE DO 5.14 Providing personalised and targeted WE NEED TO DO? individual information to help people

5.12 Changing personal behaviour to develop a personal travel plan with practical improve health is always a challenging task. alternatives to car travel can work55. Evidence53 indicates that to make people

5.15 Local agencies working together, appreciate the significance of the issue, especially local authorities and local NHS they need to be given information that boards, have a significant role to play in helps them understand what individual air supporting the aims of CAFS by encouraging pollutants do to them physically (see case behaviour change to improve health study 1). People also need personalised and reduce health inequalities in local information on air pollution in their local communities. Guidance is available at the environment, to complement more general local level to help agencies identify ways to information. However, simply raising raise the profile of air pollution and health concerns about air pollution and health and develop local action plans56. without providing any solutions or practical alternatives to enable personal change, is

5.16 One option to raise the profile of air likely to be counterproductive and result in pollution in Scotland is to make use of a negative, resigned attitude to the issues. the existing framework for joint planning Case study 2 provides an example of how on health protection. The Public Health to provide a simple message to the general Etc. (Scotland) Act 2008 requires each public and businesses so that they can make Health Board, in partnership with the local a personal contribution to cleaner air. authorities in its area, to prepare a joint health protection plan. These plans provide

5.13 It is essential, therefore, to get the an overview of the priorities, provision messages right about air pollution and and preparedness for health protection health and provide accurate information (in relation to communicable disease and to people. However, urging individuals environmental health). Incorporating a to change their own habits for the wider section specifically about air quality and benefit of the population or the environment health, making use of available local data on will not be enough. Communication aimed the impacts to health (such as the estimated at encouraging behavioural change needs mortality attributable to PM pollution) would to take account not only of individual be one way to: personal factors that determine people’s habits (personal circumstances, beliefs and • highlight the issues locally;57 preferences) but also wider issues such as: • set out agreed plans to promote the • their social context (social norms provision of local information about air and expectations, such as the social quality; and acceptability of driving a car); and • link to other local initiatives (for example, • material issues that constrain and shape encouraging active travel). people’s behaviour (for example, the transport infrastructure, the availability of practical alternatives to car travel, and the costs of change)54. 53 http://www.google.co.uk/url?url=http://randd.defra.gov.uk/ Document.aspx%3FDocument%3D12465_AQ1010FinalProject 55 http://www.sciencedirect.com/science/article/pii/ Report.pdf&rct=j&frm=1&q=&esrc=s&sa=U&ved=0CCAQFjACahUKE S0967070X06000023 wj4_bCg_MHHAhWHzRQKHbJhDG8&usg=AFQjCNEWbdJSst3EGPij 56 http://randd.defra.gov.uk/Default.aspx?Menu=Menu&Module= AT--0WZ5V0BaVw More&Location=None&Completed=0&ProjectID=18580 54 http://www.gov.scot/resource/0042/00423436.pdf 57 http://www.legislation.gov.uk/asp/2008/5/contents 36 Cleaner Air for Scotland The Road to a Healthier Future WE WILL: Require NHS boards and their local authority partners to include reference to air quality and health in the next revision of their joint health protection plans, which should identify and address specific local priority issues

5.17 Also recognising the need for action at national level, the Scottish Government will focus on setting health-based objectives for air quality to reflect the growing evidence that health effects can be identified even at relatively low levels of air pollution.

5.18 An increasing body of evidence suggests that fine particulate matter (PM2.5) is the most significant fraction of particulate pollution in terms of health impacts. The WHO has set guideline PM10 and PM2.5 values of 20 µg/m3 and 10 µg/m3 respectively as annual means58. These values are considerably more stringent than the equivalent EU and UK targets, but similar to the Scottish objectives of 18 µg/m3 and 12 µg/m3. Following the review of the Local Air Quality Management system (see paragraph 4.2 for more information), the Scottish Government has decided to replace the existing Scottish objectives with the WHO guideline values. Whilst this is undoubtedly a positive step, the approach will create challenges, with respect to the transboundary impacts on PM2.5 in particular. WE WILL: Include in legislation as Scottish objectives World Health Organization (WHO) guideline values for PM10 and PM2.5 58 http://whqlibdoc.who.int/hq/2006/WHO_SDE_PHE_OEH_06.02_ eng.pdf?ua=1 Cleaner Air for Scotland 37 The Road to a Healthier Future CASE STUDY 1 CASE STUDY 2 Improving public awareness of air Switch Off and Breathe – West Lothian, quality impact on health – British Heart East Lothian, Midlothian and Falkirk Foundation Councils Air pollution can make existing heart In 2007 the East Central Scotland conditions worse and cause cardiovascular Vehicle Emissions Partnership (VEP) – events in vulnerable groups. Since 2010 a partnership of four Scottish local the British Heart Foundation (BHF) has authorities – launched a campaign to provided £6.9 million for medical research help reduce vehicle emissions through to help better understand the link between educating the general public by the air pollution and cardiovascular disease. provision of vehicle emissions testing, However in February 2015 a survey of free to the public and supported by general public awareness of air quality Scottish Government funding, and issues by the BHF revealed the following: encouraging drivers to switch off their engine whenever possible. VEP actively • Only 20% were aware of a risk of deals with reports from members of the stroke due to poor air quality. public who identify vehicles which are • 49% of Scots were unaware of the risk excessively smoky and also stationary of heart disease from air pollution. vehicles which idle their engines for long • 58% of Scots did not know what the periods. local air quality was in their area, or The emission testing service allows where to go to find this information. drivers to check emissions from their vehicles, without penalty, to ensure that These statistics clearly showed the need they will pass the MOT test and comply for a wide reaching communications with legal requirements. It also helps campaign to inform and equip the public to ensure that people are not breathing on the dangers of air pollution and the unnecessary noxious fumes created by actions they can take to reduce their vehicles. exposure. In response to this need the BHF provided an online information sheet To publicise its messages and to try and on how air quality affects the heart, who change driving habits across the country, is most at risk, what individuals can do, VEP makes extensive use of local radio, and where to go for further information. television and newspaper advertising, The BHF also tweets about episodes of along with a website high air pollution when they occur and http://www.switchoffandbreathe.org/ is strongly supportive of the Scottish Government’s commitment to ensure that The campaign highlights the health people across Scotland are aware of the benefits of reducing pollution levels to importance of air quality. both prevent and alleviate illnesses such as asthma and heart and lung conditions. 38 Cleaner Air for Scotland The Road to a Healthier Future Cleaner Air for Scotland 39 The Road to a Healthier Future TRANSPORT 06 40 Cleaner Air for Scotland The Road to a Healthier Future TRANSPORT TRANSPORT TODAY – THE KEY ISSUES

6.1 Transport generates just over one-sixth of Scotland’s total PM10 and over one-third A Scotland that reduces transport emissions of the total emissions of nitrogen oxides by supporting the uptake of low and zero (NOx) (see Table 1). The majority of these emission fuels and technologies, promoting emissions are caused by road transport.59 a modal shift away from the car, through Emissions of NOx from road transport are active travel (walking and cycling) and improving – as shown in Figures 10 and 12 reducing the need to travel. – but not at the expected rate, considering the tightening of engine emission standards in recent years. Summaries of Scottish transport statistics and the associated emissions are provided in Figures 11 and 12 respectively. 900 800 HGVs, Buses & Coaches LGVs 700 Diesel Cars 600 Petrol Cars Kilotonnes NOx 500 400 300 200 100 0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 Figure 10. Changes in UK NOx emissions by vehicle type Source – ‘Air Quality and Road Transport: Impacts and Solutions’ – Ricardo Energy & Environment report for the RAC Foundation (see footnote 18). 59 http://uk-air.defra.gov.uk/assets/documents/reports/ cat07/1309111039_DA_AQPI_1990-2011_MainBody_Issue1.0.pdf Cleaner Air for Scotland 41 The Road to a Healthier Future Other2% OVERVIEW OF TRAVEL TRENDS IN SCOTLAND, SHOWING PERCENTAGE CHANGE OVER 1 YEAR AND PERCENTAGE 61% 1% CHANGE OVER 5 YEARS MODAL change CHANGE SHARE OF ALL over 1 year OVER 5 YEARS JOURNEYS 1.7% 0.0% IN 2014 2% 3.0% 18.1% 25% 7.3% 20.5% 9% -1.2% -8.5% 3.6% 7.0% 1,065 0.7% -4.7% NUMBER OF ULTRA LOW EMISSION VEHICLES PERCENTAGE OF JOURNEYS All Cars MADE BY MAIN MODE OF TRAVEL (including BETWEEN 2004 AND 2014 quadricycles) 68% 25% WORK School 13% 51% School 74 WO RK 10% 20% 3% 2% 2011 2014 PERCENTAGE OF ADULTS USING EACH MODE AT LEAST ONCE PER Low Emission Strategy WEEK IN 2014 For Scotland 61% 67% 6% 29% 9% HOW FAR DO PEOPLE TRAVEL ACROSS MODES? More than two thirds (69%) of journeys in 2014 The mean journey length under 1 km were made on foot, however car journeys in 2014: accounted for most of the remainder (27%) in 2014 Walking = 1.1km Bicycle = 4.4km 69% 27% Bus = 8.3km Rail = 28.4 Car = 10.4km Figure 11. Summary of transport statistics for Scotland in 2014. Source – Transport Scotland’s Transport and Travel in Scotland 2014: Overview of travel trends in Scotland60 and Scottish Transport Statistics No 33 2014 Edition as published by Transport Scotland61. 60 http://www.transportscotland.gov.uk/report/j389989-00.htm 61 http://www.transportscotland.gov.uk/statistics/j357783-00.htm 42 Cleaner Air for Scotland The Road to a Healthier Future EMISSIONS OF OXIDES OF NITROGEN (NOX) BETWEEN 2002 AND 2012 SHOWING THE TRANSPORT TOTAL OF ALL NOX EMISSIONS NOxTotal Transport Transport % of all NOx emissions 80 2011 2014 70 60 67.0 50 40 30 39.6 42% 40% 20 2011 2014 10 0 (Thousand Tonnes of pollutant) EMISSIONS OF PARTICULATE MATTER (PM10) BETWEEN 2002 AND 2012 SHOWING THE TRANSPORT TOTAL OF ALL PM10 EMISSIONS PM10 Total Transport Transport % of all 4.0 2011 2014 PM10 emissions 3.5 3.0 3.58 2.5 20. 2.41 24% 20% 1.5 1.0 2011 2014 10.5 0 (Thousand Tonnes of pollutant) Figure 12. Summary of transport emissions statistics for Scotland in 2014. Source – Scottish Transport Statistics No 33 2014 Edition (see footnote 61) Cleaner Air for Scotland 43 The Road to a Healthier Future

6.2 Transport Scotland62 is the Scottish needed. Collectively, these will contribute Government’s national transport agency. to reducing emissions from transport that National transport projects and policies affect air quality: in Scotland are governed by the National • Avoiding travel through (i) spatial Transport Strategy63, which includes a planning and (ii) digital technology; strategic outcome to ‘reduce emissions, to tackle the issues of climate change, air • Making a shift to lower emission transport quality and health improvement which modes and active travel; impact on our high-level objective for • Using intelligent traffic system protecting the environment and improving management to make the most efficient health.’ To achieve this strategic outcome use of the existing transport assets; and Transport Scotland has prioritised: • Improving engine technology and • seeking low carbon technology and increasing the uptake of ultra-low infrastructure with reduced emissions; and emission vehicles that use a new network • demonstrating environmental of vehicle charging infrastructure. sustainability through the delivery of environmental protection across Transport Avoiding travel Scotland’s operations. 6.6 The greenest mile is the mile not travelled; zero travel equates to zero

6.3 A refresh of the National Transport emissions from transport. Scotland’s Strategy will be completed by the end of Digital Future67 and the associated Scottish 2015. Public Sector Green Information and Communications Technology (ICT) Strategy68

6.4 At a local level, regional transport can enable employers to minimise emissions partnerships64 (RTPs) bring together local from staff commutes by promoting more authorities and others under regional homeworking through a corporate travel transport strategies that influence when and plan. National Planning Framework (NPF3)69 how projects and proposals are delivered. has identified building a digital fibre network Local transport strategies also have an to link up our most peripheral communities important role to play. as a national development. Digital technologies will allow people to connect TRANSPORT TOMORROW – WHAT MORE without travelling by providing high-quality DO WE NEED TO DO? mobile and fixed broadband connections

6.5 Reducing transport emissions does for communities and businesses in rural and not simply equate to reducing volumes of urban areas. Employers should also consider traffic or numbers of journeys, although adopting mobile and flexible working this approach would help to achieve cleaner encompassing a mix of working from home, air. As ‘air pollution is a systematic issue working from multiple offices that may be that requires a long-term approach across closer to the employee’s home or non-office interdependent sectors’,65 a combination of mobile working. the following strategies66 endorsed by the United Nations Environment Programme is 62 http://www.transportscotland.gov.uk/ 63 http://www.gov.scot/Resource/Doc/157751/0042649.pdf 64 http://www.transportscotland.gov.uk/public-transport/regional- transport-partnerships 65 http://www.racfoundation.org/assets/rac_foundation/content/ downloadables/racf_ricardo_aea_air_quality_report_hitchcock_et_ al_june_2014.pdf 67 http://www.gov.scot/Publications/2011/03/04162416/0 66 http://www.unep.org/greeneconomy/Portals/88/documents/ger/ 68 http://www.gov.scot/Publications/2015/04/4462 GER_10_Transport.pdf 69 http://www.gov.scot/Publications/2014/06/3539/8 44 Cleaner Air for Scotland The Road to a Healthier Future WE WILL: • Ensure that all local authorities have a corporate travel plan (perhaps within their carbon management plan) that is consistent with any local air quality action plan Active travel – walking and cycling

6.7 Active travel is inextricably linked to improving air quality, reducing environmental noise and easing congestion. The National Walking Strategy70 and the Cycling Action Plan for Scotland71 set out clear ambitions for increasing the proportion of short journeys completed by walking or cycling. The shared vision in the Cycling Action Plan for Scotland is that, by 2020, 10% of everyday journeys will be completed by bike. Helping people to choose active modes of travel for short journeys rather which, in turn, will attract £24 million of than using the car has many clear and match funding. Since it was launched in proven benefits including reducing air 2011, Community Links has supported the pollution, improving people’s quality of construction of 190 kilometres of path. life and physical and mental wellbeing. In turn, these gains can improve workforce 6.9 In addition, in 2015/2016 Transport productivity and children’s attainment Scotland has allocated £5 million to the along with economic gains such as saving Smarter Choices, Smarter Places programme money on healthcare and supporting local (administered by Paths for All) for behaviour economies through higher footfall and visitor change initiatives around travel. This is spending. being matched by £6.5 million from local authorities and their partners. A significant

6.8 In recent years the Scottish Government proportion of this funding is being used to has invested significant resources in promote active travel for short journeys, improving the walking and cycling particularly in areas where there has been infrastructure and encouraging people to significant investment in new and enhanced use these modes of travel. For example, in infrastructure in recent years. 2014/2015 Transport Scotland invested £19 million in the Community Links72 6.10 To achieve the ambitions set out programme, administered by Sustrans below, we must keep improving conditions Scotland, to build new or improve existing for walking and cycling, whilst continuing short walking and cycling paths in to tackle the cultural, attitudinal and communities across Scotland. Our investment perceived barriers that prevent more people was matched by £25 million from local from choosing to walk or cycle for short authorities and other delivery partners. In journeys. Another focus will be to improve 2015/2016, £20 million has been committed the integration between active and public to the Community Links programme, transport. 70 http://www.gov.scot/Publications/2014/06/5743 71 http://www.transportscotland.gov.uk/report/j0002-00.htm 72 http://www.community-links.org/ Cleaner Air for Scotland 45 The Road to a Healthier Future some areas, regional transport partnerships) to meet social needs that otherwise would not be met.

6.12 As well as through funding, local transport and roads authorities can strongly influence services at the local level by: • providing a suitable infrastructure; and • using regulatory tools, such as Quality Partnership Schemes and Quality Contract Schemes.

6.13 Suitable infrastructure can help operators make services more attractive or affordable and encourage modal shift (of the travelling public). Quality Partnership Schemes and Quality Contract Schemes can be used to attach conditions to vehicles and services in order to deliver a range of objectives, including those relating to air quality. Through the Bus Investment and Scottish Green Bus Funds, Transport Scotland supports local transport authorities and operators to invest in infrastructure and greener vehicles. Transport Scotland is also working actively with transport operators to deliver nationwide integrated ticketing arrangements across operators and modes of WE WILL: transport, which will attract more people to • Finalise and deliver the National Walking use public transport instead of cars. Strategy Delivery Plan by 2016

6.14 By speeding up the introduction of • Work collaboratively with partners to newer, lower emission buses, the Scottish deliver our shared vision in the Cycling Green Bus Fund has contributed to improving Action Plan for Scotland that by 2020, 10% air quality and reducing carbon. In the last of everyday journeys will be made by bike five years, the Fund has helped support over £200 million of investment by bus operators Public transport on new fleet.

6.11 Buses are the most frequently used and most widely available mode of public 6.15 The rail industry’s impact on air quality transport in Scotland. The bus market is is generally local to large stations. Network loosely regulated and services are diverse, Rail has taken action to prevent the majority reflecting the characteristics of the different of vehicles (mostly taxis) accessing the communities they serve. Most services interior of prominent Scottish stations such are provided on a commercial basis, with as Glasgow Central and Edinburgh Waverley. Transport Scotland providing substantial The electrification of Scotland’s rail network financial support in the form of the Bus will also minimise air pollution from trains. Service Operators Grant. Around 20% of bus services (in terms of kilometres) are provided under contract to local transport authorities (that is local authorities and, in 46 Cleaner Air for Scotland The Road to a Healthier Future WE WILL: CASE STUDY 3 • Review support for green buses by Dundee – Scotland’s Electric Vehicle 2016, including the scope for supporting Capital retrofitting existing vehicles, taking Dundee is already recognised as one of account of technological and market the UK’s leading cities for EV adoption developments and the need to tackle air and has ambitious plans to build on this quality as well as climate change and become globally recognised as a • Evaluate the Bus Investment Fund in leader for innovative EV development. 2016 to learn from supported projects With 60 electric cars and vans in their and inform decisions on options for future fleet, Dundee City Council already have support for local projects to improve more EVs than any other council in the public transport UK. They also have ambitions to become • By 2016, review the Bus Operators Grant one of the first councils in the world to including options to incentivise the use of have a 100% ultra-low emission fleet of low emission buses light duty vehicles. • By 2016, review guidance and legislation The Council have also been an active on the powers of local transport partner in Transport Scotland’s EV authorities regarding bus services to see infrastructure programme, ChargePlace if they could be made more effective and Scotland. Indeed, the city hosts the UK’s to ensure enough priority is given to air first and most extensive urban rapid quality alongside other considerations charger network. It is not just the Council taking action. Low emission vehicles and fuels Local taxi operator 203020 Electric now 6.16 Switched On Scotland: A Roadmap to boasts the UK’s largest electric taxi fleet, Widespread Adoption of Plug-in Vehicles73 comprising over 40 EVs, with plans to sets out the measures that Transport significantly expand this number in the Scotland and its partners will take to near future. accelerate the uptake of plug-in vehicles. Furthermore, the University of Dundee This will help Scotland achieve the vision of: has extended its EV fleet to include seven • freeing Scotland’s towns, cities and electric vans, as well as rolling out 12 communities from the damaging effects of electric bikes, aiming for a nine-tonne petrol and diesel fuelled vehicles by 2050; saving in CO2 emissions and £10,000 cost and reduction per year. • phasing out half of all petrol and diesel fuelled vehicles from our urban environments by 2030.

6.17 Significant progress has been made towards the actions set out in the Roadmap. For example, the ChargePlace Scotland charging network for electric vehicles now has over 800 public charging bays (over 400 units) across Scotland including rapid charging units to support Scotland’s strategic road network. 73 http://www.transportscotland.gov.uk/report/j272736-00.htm Cleaner Air for Scotland 47 The Road to a Healthier Future

6.18 In addition, the Switched On Fleets compressed natural gas and biofuels can initiative is supporting the uptake of electric play in the transition to a near zero emission vehicles (EVs) into public sector fleets. road transport sector in 2050. This initiative offers free, evidence-based analysis, identifying new opportunities for WE WILL: the cost effective deployment of EVs in • Continue delivering actions contained each of Scotland’s 32 community planning in Switched On Scotland: A Roadmap to partnerships. Transport Scotland is backing Widespread Adoption of Plug-In Vehicles this with £2.5 million of grant funding to enable these partnerships to buy or lease • Review the Roadmap and develop a post- EVs. The initiative is being run from 2014 2015 plug-in vehicle action plan to 2016, and the first year of operation saw • Work with key partners to investigate 145 new EVs introduced across the fleets of the use of hydrogen as a transport fuel 22 public sector organisations. and explore wider environmental and economic opportunities to use hydrogen

6.19 There are more than 20,000 taxis for energy applications – especially in and private hire cars in Scotland, offering promoting renewables, energy balancing further potential for increased adoption and storage of EVs. Dundee is leading the way with the UK’s largest electric taxi fleet (see • Continue to engage with our partners on case study 3), in tandem with Dundee City the role less carbon intensive fuels such Council’s approach to decarbonising its fleet. as LPG, CNG and biofuels can play in the Through the Energy Saving Trust’s Low transition to a near zero emission road Carbon Transport Loan, Transport Scotland transport sector by 2050 is also offering an interest-free loan of up to £100,000 to businesses, including taxi Freight operators, to encourage them to switch to 6.22 At the national level, Transport EVs. A loan of up to £50,000 is available to Scotland is working with the Scottish Freight individuals. Logistics Advisory Group to develop freight efficiencies. At a regional level, Freight

6.20 To ensure momentum is maintained, Quality Partnerships or forums have been set Transport Scotland will begin a review of the up by most regional transport partnerships Roadmap in 2015/2016 to assess progress to address the environmental impact of towards these actions and develop an action freight transport. At the local authority level, plan for plug-in vehicle for 2015 onwards. several freight environmental recognition

6.21 Transport Scotland is also working with schemes have been initiated in Scotland to a range of partners to identify how best to improve the environmental performance of support new technologies and alternative the road freight sector. fuels which can help reduce transport emissions. For example, it is supporting the WE WILL: Aberdeen Hydrogen Bus Project74 which • Encourage each local authority with comprises Europe’s largest fleet of zero an AQMA to establish a Freight Quality emission hydrogen fuel cell buses as well Partnership (or utilise an existing RTP as the UK’s first large scale green hydrogen Freight Quality Partnership) and consider production and refuelling facility (see case appropriate measures for improving local study 4). Transport Scotland is also engaging air quality by 2017 with industry on the role that less carbon intensive fuels such as liquid petroleum gas, • Encourage freight quality partnerships to extend their activities to include 74 http://aberdeeninvestlivevisit.co.uk/Invest/Aberdeens-Economy/ consideration of the environmental City-Projects/H2-Aberdeen/Hydrogen-Bus/Hydrogen-Bus-Project. impact of freight transport aspx 48 Cleaner Air for Scotland The Road to a Healthier Future CASE STUDY 4 CASE STUDY 5 Aberdeen Hydrogen Bus Project – Car club benefits – Co-wheels Car Club, H2 Aberdeen Aberdeen Key industry and public sector The Developing Car Clubs in Scotland organisations joined forces in 2015 to (DCCS) programme, administered by fund and deliver the world’s largest CarPlus, aims to reduce car dependency. demonstration of hydrogen fuel cell buses The 8,000 plus members of car clubs are in Aberdeen. The £20 million project either individuals or corporate members sought to establish the Aberdeen City from both public and private sector region as a world-leading zone for low organisations. Each car club vehicle is carbon technology, and to stimulate a estimated to take the place of 13 privately hydrogen economy. To date, the initiative owned vehicles. Key benefits of this new has achieved the following: approach to accessing cars and vans when required, rather than owning, are • production of a hydrogen strategy for as follows: the city region; • delivery of state-of-the-art green • Helps to support improvements in air hydrogen production and refuelling quality emissions by providing cleaner station in the city; and electric, hybrid, and low emission vehicles, as a shared resource. • the introduction of 10 hydrogen fuel cell buses – Europe’s largest fleet, plus • The average car club vehicle produces a small pool of hydrogen/diesel hybrid 37% less carbon from tailpipe emissions vans and fuel cell range extended than the average car in Scotland. electric vans. • Car club members walk, cycle and take public transport more than average. The buses emit only water vapour, reducing carbon emissions and air Aberdeen Co-wheels Car Club replaced the pollution, as well as being quieter and local authority pool fleet in 2012. The club smoother running. Building on Aberdeen’s initially ran 12 vehicles located on on- worldwide reputation in the energy street bays in 2012, rising to 38 in 2015 industry, the project is enabling the with 50% of these being electric vehicles, development and practical deployment and now has over 1,050 members. of hydrogen infrastructure. This work will open the way for wider new and Aberdeen City Council has noted that “The innovative hydrogen technology projects, car club reduces the headache of owning accelerating commercial use of hydrogen your own car and also helps reduce as a clean, green fuel. parking pressure, congestion and improve air quality.” Cleaner Air for Scotland 49 The Road to a Healthier Future Regional and local transport partnerships Intelligent Transport System management

6.23 National, regional and local transport 6.27 Local authorities are being challenged authorities all play a role in improving air to optimise the operation of road space quality. Including RTPs in the governance of within urban areas. Traffic volumes in CAFS alongside central and local government Scotland have increased by approximately will enhance and strengthen this role. 5% since 2003 whilst journeys made by bicycle have risen over the same period75.

6.24 Regional and local transport strategies Both modes of travel make use of our and local development plans must provide existing road networks, with new urban a clear policy statement and associated cycle networks altering the physical road objectives for promoting and increasing layout in some cases. Intelligent transport modal shift, low carbon vehicles and active systems are already being employed on travel (particularly in urban areas), travel national and local roads to optimise the flow plans and car clubs (see case study 5). of traffic across all modes of transport (see These strategies should also demonstrate case studies 7 and 8 for Fife and Newcastle an awareness of Scottish and European City Councils respectively). The challenge legislative requirements for air quality. for local authorities is to put in place traffic management procedures through intelligent

6.25 Transport Scotland will review how transport systems to find a balance that: air quality considerations are reflected in associated guidance as part of a wider • optimises the movement of existing traffic review during 2016, after the National to minimise stop-start movements of Transport Strategy refresh has been vehicles within Air Quality Management concluded. Areas (AQMAs); and • makes short distance active travel routes

6.26 Local transport strategy guidance (within and beyond large urban areas already includes a section on Local and AQMAs in particular) more attractive Air Quality Management. This includes by considering prioritising urban cycling promoting sustainable and active travel corridors through harmonised traffic- choices. Regional transport strategy guidance junction light settings. This would support is similar; it refers to UK and Scottish air the Cycling Action Plan for Scotland vision quality strategies and the importance of encouraging modal shift to cycling, of air quality as one of the social and particularly for short urban journeys of environmental impacts of transport. less than two miles. WE WILL: 6.28 This re-examination will be supported by the implementation of the National Low • Review existing Ministerial guidance on Emission Framework (NLEF, covered in regional and local transport strategies Section 11), which will focus on: in the light of the refreshed National Transport Strategy. In doing so, we will • the range of intelligent transport consider how: systems management solutions that local o air quality management should be authorities are currently adopting within addressed; and AQMAs (for example, see case study 6); and o RTPs and local authorities should use • any alterations or amendments to their transport strategies to support a intelligent transport systems that should modal shift towards sustainable and be considered (or research that could active travel, including through Smarter utilise intelligent transport systems to Choices initiatives, and promote the reduce air quality impacts, as shown in take up of greener vehicles case study 7 from Newcastle). 75 http://www.transportscotland.gov.uk/statistics/j357783-08.htm 50 Cleaner Air for Scotland The Road to a Healthier Future CASE STUDY 6 CASE STUDY 7 Intelligent Traffic System (ITS) at the Compass4D trial – Newcastle City Council Bonnygate – Fife Council Bordeaux, Copenhagen, Helmond, Fife Council has prioritised the Intelligent Newcastle, Thessaloniki, Verona and Vigo Transport System at the Bonnygate in took part in a three-year EU co-funded Cupar to manage air quality improvement. project called Compass4D to trial a ITS can be configured to not only optimise new application of Intelligent Transport traffic flow, but also to contribute to System. Newcastle concentrated on the congestion reduction, and minimising use of ITS to create energy efficient the air quality impact of street canyons. junctions. Buses, taxis, emergency The co-ordinated system of traffic lights vehicles and private cars in the trial and new pedestrian control realised were equipped to communicate with significant air quality improvements over 20 traffic lights in the city centre, for NO2 and PM10, by allowing for more which were programmed to offer priority rapid dilution and dispersal of pollutants signalling at set times. The research through traffic queue relocation into outputs suggest that this type of ITS a wider and more open environment application can achieve a: westwards of the Bonnygate: • 15% reduction in fuel consumption; • The latest monitoring data shows a • 66% reduction in vehicles travelling at dramatic improvement in the NO2 5mph or less; and concentrations in the Bonnygate area coinciding with the introduction of the • reduced congestion and vehicle idling. overall action plan. This is mainly due to the relocation of the traffic queue outside the Bonnygate street canyon • Similar improvements were also noted with a decline in PM10 concentrations • Further traffic management measures (including changes to traffic light sequencing) in Cupar town centre are proposed to improve traffic flow and help reduce road traffic pollutant concentrations. The work was recognised by the Scottish Government, which described the ITS measure, and the Bonnygate Air Quality Action Plan as an example of best practice. Cleaner Air for Scotland 51 The Road to a Healthier Future Air Quality Management Areas and the trunk WE WILL: road network • By 2016, review the impacts of trunk

6.29 Just over one-third of the AQMAs in roads on AQMAs and implement Scotland have a trunk road within their mitigation where trunk roads are the boundary. In most cases, the trunk road primary contributor to air pollutants by contributes to nitrogen dioxide (NO2) and/ 2020 or fine particulate matter (PM10) impacts. However, at the A90 at Aberdeen and the A85 at Crieff, the trunk road is the primary Measures requiring further investigation and contributor. research

6.31 Not all transport policies are devolved.

6.30 Scottish local authorities have clear However, there are opportunities for responsibilities for assessing local air quality, governments to collaborate, as noted by the designating AQMAs and writing action plans. RAC Foundation76. We will work with the UK Where primary impacts on NO2 and PM10 Government to: from the trunk road are identified (along • investigate and support the European Real with the sites where contributing sources are Driving Emissions package of procedures; known), local authorities must seek and rely on collaboration with partner organisations • investigate the merits of a scrappage such as Transport Scotland. A number of scheme for the oldest, dirtiest vehicles; options will be explored: • understand how fiscal instruments such as • Several AQMAs with trunk roads in their fuel duty and vehicle excise duty could be boundaries have been declared only altered to incorporate the costs to society recently, so no action plans have yet been of the impacts on air quality; published. Transport Scotland will seek to • understand how Vehicle Excise Duty partner with relevant local authorities and might be used for transport maintenance SEPA during 2016/2017 to develop action activities; and plans. • revisit the reporting and target setting • For the AQMA on the A85 at Crieff, requirements of the Road Traffic Transport Scotland will collaborate with Reduction Act 1997. Perth and Kinross Council to identify practical and feasible mitigation options to reduce air pollution impacts. • For other relevant AQMAs, the contributory factor of the trunk road will be examined during 2016/2017 (where published actions plans exist). 76 http://www.racfoundation.org/assets/rac_foundation/content/ downloadables/racf_ricardo_aea_air_quality_report_hitchcock_et_ al_june_2014.pdf 52 Cleaner Air for Scotland The Road to a Healthier Future

6.32 Other topics worth further investigation during the life of CAFS include the following: CASE STUDY 8 Trial of parking restrictions near schools • considering workplace car parking – City of Edinburgh Council levies, specifically targeting AQMAs, with exemptions for ultra low emissions The City of Edinburgh Council has trialled vehicles and vehicles which are part of an a ban on motor traffic around several approved shared ownership scheme, such primary schools at the beginning and end as car clubs (see case study 5); of the school day, in a move that could • reviewing the role and contribution of lead to a city-wide ban: lower speed limits to improving air quality • The pilot scheme bans cars from in certain locations; exclusion zones around six schools • examining how (i) resident and trade for an hour at drop off and pick up visitor parking policies and (ii) allowing times each school day for 18 months, certain vehicles to use bus lanes could in an attempt to boost road safety and encourage the uptake of low emission encourage active travel to school; vehicle (and motorcycle/scooters). • The trial continued in late 2015, However, such proposals may reveal outside Abbeyhill, Duddingston, unintended side effects on our transport Colinton, Cramond, Sciennes and networks (note case study 8 from the City St John’s RC primary schools; of Edinburgh Council regarding parking near schools); • Folllowing the trial, the Council will decide whether to roll out the scheme • understanding how the principle of across more schools. ‘last mile’ logistics could be adopted across Scotland with a particular focus The schools were chosen after they on targeting city centres with AQMAs. reported road safety issues with Also considering how such solutions congestion and the intention is to reduce could dovetail with, and inform the work the level of traffic at the school entrances undertaken within, the National Low and to encourage children and their Emission Framework. families to scoot, cycle or walk to school, making it safer for them to enter school. • Review ITS solutions across relevant AQMAs to optimise traffic flows and The project follows similar schemes prioritise urban cycle corridors as part of developed in East Lothian during 2014 the National Low Emission Framework. which involved schools and East Lothian Council working together to introduce traffic calming, parking restrictions, signage and new pathways to improve safety. Cleaner Air for Scotland 53 The Road to a Healthier Future PLACEMAKING 07 54 Cleaner Air for Scotland The Road to a Healthier Future PLACEMAKING • a successful, sustainable place; • a low carbon place; and A Scotland where air quality is not • a natural, resilient place. compromised by new or existing development and where places are designed 7.6 The NPF3 and SPP provide a framework to minimise air pollution and its effects. for a planning system supporting development that: WHY IS PLACEMAKING IMPORTANT FOR • creates high-quality, diverse and AIR QUALITY? sustainable places that promote wellbeing

7.1 Placemaking is the way in which we plan, and attract investment; design and manage our towns and cities. This • reduces the need to travel; can make a big difference to air quality and • integrates different transport modes; is at the heart of the Scottish Government’s spatial planning policies. • provides safe and convenient opportunities for walking and cycling; and

7.2 We can tackle air pollution through innovative placemaking. For example, • promotes the transition to a low carbon integrating greenspaces into new and economy. existing developments can act as a buffer

7.7 Embedding these principles into against noise and air emissions from statutory Strategic and Local Development vehicles, whilst providing open spaces for Plans helps to create places that attract walking, cycling and nature. investment and new development, but

7.3 Placemaking is also important in helping also ensures that air quality is protected to better manage the vehicles in our towns and improved. Planning Advice Note 5179 and cities. New developments can be provides additional detail on the role of the designed so that they generate less traffic, planning system in relation to environmental are well linked to public transport routes, protection regimes. walking and cycling routes and, where appropriate, prioritise active travellers over 7.8 The following requirements already people using vehicles. ensure that planning authorities consider air quality as part of their decision making:

7.4 Getting placemaking right helps to tackle • Strategic and Local Development Plans air pollution, but also creates sustainable must take into account the implications of places that are vibrant and healthy to development for air quality; live and work in. This makes them more attractive places for businesses to invest in. • Strategic Environmental Assessments and Environmental Impact Assessments must PLACEMAKING TODAY – identify the potential effects of plans and WHAT ARE WE ALREADY DOING? developments on air quality and how these can be mitigated;

7.5 The National Planning Framework 377 (NPF3) and Scottish Planning Policy78 (SPP) • the impacts of development plans on set out the Scottish Government’s national the transport network must be assessed spatial strategy and planning policies based in line with Transport Scotland’s around a vision for Scotland – as noted Development Planning and Management below – which is directly relevant to CAFS: Transport Appraisal Guidance (DPMTAG)80; • a more connected place (NPF3 and SPP); and 77 http://www.gov.scot/Topics/Built-Environment/planning/NPF3- 79 http://www.gov.scot/Publications/2014/06/5823 SPP-Review/NPF3 80 http://www.transportscotland.gov.uk/development-planning-and- 78 http://www.gov.scot/Publications/2014/06/5823 management-transport-appraisal-guidance-dpmtag Cleaner Air for Scotland 55 The Road to a Healthier Future • air quality action plans must provide clear WE WILL: direction on when an assessment of air quality is required and what issues should • Expect planning authorities to review be covered. These assessments must be their Local Development Plan and based on the Scottish monitoring network revise at the next scheduled update to or modelling data and use the national ensure policies are consistent with CAFS modelling methodology. Local authorities objectives and any local authority air can also require developers to carry out quality action plans monitoring over fixed periods.

7.11 It is important that planners should PLACEMAKING TOMORROW – have access to, and are made aware of, WHAT MORE DO WE NEED TO DO? information that can facilitate better air

7.9 Land use and transport planners play quality. Clear, simple guidance or protocols a key role in designing spaces that avoid on mitigating air pollution in urban and rural reducing air quality in the short term spaces can be developed to support this goal and enhance it in the long term. Scottish (see case studies 10 and 11 for examples of Planning Policy requires that Strategic and good practice on this issue). Local Development Plans, and the planning policies and decisions arising from these WE WILL: plans should consider the implications of • Work with Environmental Protection development for air quality. Scotland to produce updated guidance on air quality and planning WE WILL: • Work with SEPA to introduce air quality • Ensure that future updates and revisions training for local authority spatial and to Scottish Planning Policy and the transport planners National Planning Framework take account of CAFS

7.12 Strategic and Local Development Plans are required to undergo a Strategic

7.10 Preparation of development plans Environmental Assessment. This provides the and consideration of individual planning opportunity to predict the potential effects applications should: of these plans, and associated individual • demonstrate how the land use planning developments, on the air and climate, and system can contribute to achieving the identify how these effects can be minimised. CAFS planning objective; We must be able to demonstrate that air quality is being considered consistently • investigate and clearly explain how new throughout this process. developments might affect air quality now and in the future, particularly in and around AQMAs; WE WILL: • evaluate the impacts on the transport • Support SEPA in revising its guidance on network in line with Transport Scotland’s Strategic Environmental Assessment to DPMTAG; bring it into line with CAFS • locate new developments where they reduce the need to travel and/or offer good access to public transport and shared private transport; and • ensure that planning decisions are aligned with, and support the delivery of, air quality action plans. 56 Cleaner Air for Scotland The Road to a Healthier Future Measures requiring further investigation and research CASE STUDY 10

7.13 During the lifetime of CAFS, the Scottish Stirling LDP Place Making Guidance – Government will also: Stirling Council • consider aligning planning guidance on air In 2001, the Scottish Government quality with the requirements of CAFS; and published Designing Places. This document • review evidence for the positive and raised the standards of design in our built negative effects of permitted development environment. In 2011, Stirling Council rights for domestic biomass flues, given produced draft supplementary guidance the significant figures for ‘other on placemaking linked to their Local combustion’ noted in Table 1. Development Plan for anyone considering development within their area. The

7.14 Progress on developing specific actions guidance emphasised the need to design associated with these issues will be outlined urban spaces without detriment to air in the first CAFS annual report. quality, particularly on heavily trafficked streets. CASE STUDY 9 Designers were encouraged to deliver Supplementary Planning Document mitigation measures, such as blocks of on Air Quality and Development – tree planting to create microclimates that Mid Devon District Council would allow vehicle fumes to dissipate. Specific references to transport included: In 2005, Mid Devon District Council adopted a robust policy to planning decisions and • spaces should consider the needs air quality impact. The focus was on: of pedestrians, cyclists and public • Providing a simple, fixed contribution transport ahead of private motor rate; vehicles; • Being transparent and proportionate; and • developments should help to create a • Avoiding decisions which could be clear hierarchy and structure to open viewed as ‘licence to pollute’. spaces and routes; and • overall designs should be well In May 2008, the Council published connected and interlinked by transport. supplementary planning guidance to ensure that planning decisions contributed to reducing emissions which cause damage to health and quality of life. The guidance underlined the Council commitment to improving air quality in the District, by explicitly stating: • the importance of air quality as a material planning consideration; • the type of development that would require an air quality assessment; • the Council’s approach to assessment, planning conditions and agreements with respect to air quality; and • a range of mitigation measures including transport interventions and monitoring approaches. Cleaner Air for Scotland 57 The Road to a Healthier Future CLIMATE CHANGE 08 58 Cleaner Air for Scotland The Road to a Healthier Future CLIMATE CHANGE 8.4 Air quality and climate change are inextricably linked; air pollution often originates from the same activities that A Scotland that reduces greenhouse gas contribute to climate change. However, some emissions and achieves its renewable policies to address air quality or climate energy targets whilst delivering co-benefits change have not interacted (and, at times, for air quality. have been in conflict) despite the potential benefits of joining up the two policy topics. AIR QUALITY AND CLIMATE CHANGE – The CAFS Governance Group will seek to A JOINED-UP APPROACH change this. Although considering and tackling these areas separately may allow

8.1 Climate change is one of the most us to make some progress towards the serious threats facing global society81. respective environmental targets, it will Changes in several aspects of climate, such also lead to unintended consequences and as an increase in temperature and changes trade-offs. For instance, in the UK we have in precipitation patterns can already be been incentivised to use diesel vehicles as detected in Scotland82. The future impacts they have less impact than petrol vehicles are expected to have far-reaching effects on the climate, but they typically have more on Scotland’s economy, people and impact on human health. Domestic biomass environment. burning is another example of benefits for

8.2 The interactions between air pollution greenhouse gas emissions but a potentially and climate change are complex. For negative impact on local air quality84. instance, if the predicted Scottish climate of hotter, drier summers is realised, an increase in cases of ground level ozone (O3) pollution could be possible, with consequences for the health of people and ecosystems83.

8.3 On the other hand, emissions of pollutants that harm human health and ecosystems could have an important impact on the climate. For instance, some pollutants are also greenhouse gases (such as O3) or contribute to greenhouse gas formation (for example, carbon monoxide). Particulate matter, depending on the size and composition of the particles, can reflect or absorb sunlight and can also influence cloud formation and snow melt. 81 https://www.ipcc.ch/index.htm 82 http://www.environment.scotland.gov.uk/climate_trends_handbook/ 83 http://www.gov.scot/Topics/Statistics/Browse/Environment/ TrendOzone 84 http://www.gov.scot/Publications/2008/11/05160512/0 Cleaner Air for Scotland 59 The Road to a Healthier Future CLIMATE CHANGE TODAY – WHAT ARE delivering benefits for air quality and the WE ALREADY DOING? wider environment. Reducing emissions in

8.5 Mitigating the effects of, and adapting Scotland: 2015 progress report summarises to, climate change are perhaps the most the progress made towards the targets86. significant environmental challenges

8.6 Commitments to decarbonise the for society today. In 2009 the Scottish Scottish economy should help reduce air Parliament passed the most ambitious pollution, but choices about the route taken climate change legislation anywhere in to 2050 will influence the scale of additional the world. The Climate Change (Scotland) improvements for air quality. Energy Act 200985 requires Scotland to achieve at efficiency and demand management, as least an 80% reduction in greenhouse gas well as a shift towards low or zero emission emissions by 2050 and sets statutory annual energy sources and transport for example, emission reduction targets. ‘Low Carbon should provide mutual benefits for air Scotland: Meeting Our Emissions Reduction quality and climate change. A summary of Targets 2013-2027 – The Second Report on some policy measures and their respective Proposals and Policies’ sets out how Scotland impacts on air quality and climate change is intends to achieve these targets whilst captured in Figure 13. Beneficial for AQ Beneficial for both AQ and CC Energy efficiency, Flue gas demand management, desulphurisation, wind, solar, tidal, three-way catalysts hybrids, low emission (petrol), vehicles, particulate filter carbon capture (diesel) and storage Negative Beneficial for CC for CC Increase in ‘uncontrolled’ diesel, Uncontrolled coal biofuels, and oil fossil fuels in biomass, stationary and mobile combined heat sources and power, buying credits overseas Negative for both AQ and CC Negative for AQ Figure 13. Air quality (AQ) and climate change (CC) interations Source – Air Pollution: Action in Changing Climate87 86 https://www.theccc.org.uk/wp-content/uploads/2015/01/ Scotland-report-v6-WEB.pdf 87 https://www.gov.uk/government/uploads/system/uploads/ 85 http://www.legislation.gov.uk/asp/2009/12/contents attachment_data/file/69340/pb13378-air-pollution.pdf 60 Cleaner Air for Scotland The Road to a Healthier Future BLACK CARBON – A CASE FOR CLIMATE CHANGE TOMORROW – WHAT INTEGRATING AIR QUALITY, CLIMATE MORE DO WE NEED TO DO? CHANGE AND HEALTH 8.9 Climate change adaption and mitigation

8.7 Black carbon, often referred to as soot, can bring additional benefits for air is the major component of fine particulate quality, which, in turn, may lead to human matter and results from incomplete or and ecosystem health improvements. In inefficient combustion of fossil fuels and particular, we know that reducing carbon biomass. Within the urban environment, emissions by using more sustainable travel black carbon is associated with the can result in cleaner air. inefficient combustion of diesel in particular. The number of diesel-powered cars and vans 8.10 Climate change actions noted in ‘Low on our roads has increased significantly over Carbon Scotland: Meeting Our Emissions recent years, with the proportion of new Reduction Targets 2013-2027 – The Second diesel cars sold rising from 14% to 46% over Report on Proposals and Policies’ that help the last decade. Black carbon is a serious to protect and enhance air quality include: threat to human health as the particles are • a largely decarbonised electricity very small and can enter the deepest parts generation sector by 2030; of the lungs; the smallest of these can pass through the lungs and into the blood. In the • a largely decarbonised heat sector by atmosphere this pollutant contributes to 2050 with significant progress by 2030; climate change by absorbing heat; in polar • almost complete decarbonisation of regions it reduces the reflectivity of the road transport by 2050, with significant snow, which also increases the absorption progress by 2030; and of heat and leads to melting of snow and ice. • significant modal shift from the private Although black carbon is considered to be car to public transport and active travel. short-lived and localised in the atmosphere in comparison to carbon dioxide (CO2), evidence suggests that its warming effect WE WILL: is 460 to 1,500 times stronger than that of CO288. • Ensure that future updates to the ‘Low Carbon Scotland: Meeting Our Emissions Reduction Targets’ publication on meeting ENERGY AND AIR QUALITY our climate change targets take into

8.8 The use of fossil fuels to produce energy account air quality impacts – mainly through gas and coal fired power stations, but also other methods such as 8.11 A Sustainable Energy Action Plan is waste incineration and the recovery of a key document in which signatories to waste heat – contributes to air pollution. The the Covenant of Mayors89 – a Europe-wide impacts on air quality and the climate could organisation representing local authorities of be minimised by: all sizes – outline how they intend to reach • making energy use as efficient as possible; their reduction targets for CO2 by 2020. • moving to renewable energy sources; and WE WILL: • using low emission fuels such as certain biofuels, liquid petroleum gas, biopropane • Expect any Scottish local authority and hydrogen, as shown in case study 4 which has or is currently developing a (along with experimental fuels such as Sustainable Energy Action Plan to ensure liquid air or liquid nitrogen). that air quality considerations are covered 88 http://www.unep.org/ccac/Short-LivedClimatePollutants/ Definitions/tabid/130285/Default.aspx 89 http://www.eumayors.eu/about/covenant-of-mayors_en.html Cleaner Air for Scotland 61 The Road to a Healthier Future

8.12 The Low Carbon Scotland: Behaviours 8.14 The Routemap for Renewable Energy in Framework90 outlines what the Scottish Scotland91, which is updated annually92, sets Government will do to drive and support the out how the Scottish Government intends to move to low carbon living in the lead-up to achieve these targets. Moving away from a the first key climate change target in 2020. dependence on fossil fuels will benefit both Reducing emissions from transport is one of air quality and reduce greenhouse gases, the framework’s main focus areas, which will provided that increased biomass uptake is also benefit air quality. managed well93.

8.13 As part of its climate change WE WILL: commitments, the Scottish Government has set ambitious renewable energy targets for • Work with Forestry Commission Scotland 2020: to publish updated guidance on the impact of biomass on air quality to help • 100% electricity demand equivalent from local authorities fulfil their statutory renewables; responsibilities (noting existing guidance • 11% of demand from heat to come from as stated in footnote 93) renewables; • at least 30% of the overall demand for energy to come from renewables; and • 500 MW to come from community and locally-owned renewable energy 91 http://www.gov.scot/Publications/2011/08/04110353/0 92 http://www.gov.scot/Resource/0044/00441628.pdf 93 http://www.iaqm.co.uk/text/guidance/epuk/biomass_guidance_ 90 http://www.gov.scot/Publications/2013/03/8172/0 scotland.pdf 62 Cleaner Air for Scotland The Road to a Healthier Future Cleaner Air for Scotland 63 The Road to a Healthier Future COMMUNICATION 09 64 Cleaner Air for Scotland The Road to a Healthier Future COMMUNICATION CASE STUDY 11 In town without my car – Aberdeen City A Scotland where all citizens are well Council informed, engaged, and empowered to improve our air quality. During September 2015, Aberdeen City Council and NESTRANS using the Getabout COMMUNICATION TODAY – Aberdeen brand organised a week of COMMUNICATING AIR POLLUTION events aligned to European Mobility INFORMATION Week, to encourage the public to ‘Choose, Change, Combine’ when considering

9.1 Currently, air quality lacks a single transport choice. indicator that is recognised and easily understood by the general public and others Since 2002 European Mobility Week has in the way that CO2 emissions are associated influenced mobility and urban transport with climate change. A key obstacle to issues, as well as improved the health and developing such an indicator for air quality quality of life of citizens. The campaign is the range of different pollutants that gives the public the opportunity to explore contribute to air pollution. what the role of city streets really is, and to explore solutions to tackle urban

9.2 The Daily Air Quality Index94 is used by challenges, such as air pollution. most air pollution information services in the UK and is based on a banding system approved by COMEAP. This is the best COMMUNICATION TOMORROW – currently available representation of overall WHAT MORE DO WE NEED TO DO? air pollution. To complement this, the 9.3 Encouraging behavioural change to Scottish Government has started to work on help achieve the aims of CAFS will require developing an air quality indicator specific a communications approach focused on to Scotland. the actions that our key audiences (see paragraph 9.5) can take. We will link into WE WILL: existing Greener Scotland climate change campaigns, which have previously focused • Develop a Scottish Air Quality Indicator on specific messaging such as encouraging to assist in assessing compliance with air more people to walk or cycle for shorter quality legislation and delivery of CAFS journeys. As outlined in paragraph 5.12, objectives. the communication strategy will focus on promoting and marketing the wider health and environmental benefits of tackling air quality. It is essential that the key messages clearly show how: • air pollution has a direct impact on citizens’ own lives; • individual actions can affect air quality; and • making personal changes will benefit an individual’s health and wellbeing, besides creating more attractive and sustainable places in which to live and work. 94 http://www.scottishairquality.co.uk/air-quality/daqi Cleaner Air for Scotland 65 The Road to a Healthier Future

9.4 Links will also be created with other • using the citizen science approach to initiatives such as Environmental Protection promote air quality to young people; and Scotland’s Breathe Scotland campaign95 and • conducting research to understand the various local community and citizen science general public’s awareness of the links projects within schools in particular (see between air quality and public health, Aberdeen City Council and Fife Council case and test whether raising such awareness studies 12 and 13 for recent examples in would strengthen or weaken behaviour Scotland). change.

9.5 The three key audiences are central 9.7 Following this, we will aim to identify the and local government, business and the key behaviours and, through engagement general public. The goal must be to make with the Greener Scotland campaign, sure they are: highlight the measures that the three audiences can take. • well informed about, knowledgeable of, and responsible for their contribution to, protecting and enhancing air quality, WE WILL: specifically the impacts and benefits • Support the ongoing Greener Scotland to health and wellbeing; for example, communication campaigns, encouraging reducing the burden on health services individuals to use the car less to improve or fewer working days lost to sickness their health and their local environment absence; and • Develop a national air quality public • aware of the actions they can take to awareness campaign reduce their own pollution footprint.

9.6 To support this, we will produce a national public awareness campaign, with input from the Cleaner Air for Scotland Governance Group and Health Protection Scotland in particular, to focus on: • providing technical scientific evidence on the Scottish Air Quality website for all three audiences; • utilising the Scotland’s Environment website and the Scottish Transport Emissions Partnership to promote air quality and engage central/local government and business audiences through seminars, social media and conferences; • using variable message signs – and other forms of advertising – on our road network to communicate with drivers about how to reduce the impacts of air pollution; 95 http://www.breathescotland.org.uk/ 66 Cleaner Air for Scotland The Road to a Healthier Future CASE STUDY 12 TRY IT Cupar campaign – Fife Council The Bonnygate area of Cupar was designated an Air Quality Management Area after monitoring showed levels of two pollutants, nitrogen dioxide (NO2) and fine particles (PM10), exceeded air quality objectives. The main cause of this is high traffic volumes in the narrow Bonnygate, with the results of a travel survey showing that 53% of all journeys made by residents of Cupar were to destinations within the town. An action plan to tackle the problem was approved in November 2010. To engage directly with the challenge, Fife Council introduced the TRY IT Cupar campaign to engage directly with the local community on the air quality challenge. This involved the following: • An extensive marketing and public communications campaign. • Trained Travel Advisors offered personalised travel planning at the doorstep of all households in the Bonnygate area to encourage people to walk, cycle or use public transport when making trips within the town. • Information on walking and cycling groups and how sustainable travel can improve their health and fitness, help take care of their town, and even meet new people was made available to all residents of Cupar. • Fife Council is now working in partnership with residents and local community groups to make Cupar a more sustainable community, increasing the use of public transport and encouraging people to cycle and walk when possible. Cleaner Air for Scotland 67 The Road to a Healthier Future NATIONAL MODELLING FRAMEWORK 10 68 Cleaner Air for Scotland The Road to a Healthier Future LEGISLATION AND POLICY • Evaluate the requirements of a regional model and support its development. A Scotland where all European and Scottish COLLABORATION AND PARTNERSHIP legal requirements relating to air quality are as a minimum complied with. 10.4 We recognise that the success of the NMF will rely on the support of many INTRODUCTION organisations and professions. The Scottish Government, Transport Scotland and SEPA

10.1 The new National Modelling Framework have been working collaboratively to (NMF) is a key element of the delivery of develop the NMF with a range of partners CAFS. The NMF will provide a significant since 2013, learning from the success proportion of the quantitative evidence of early pilot work in Aberdeen (which for the National Low Emission Framework was being prepared for peer review as (NLEF) described in Section 11. The NMF CAFS went to press). We will continue will also support decision making around to build on this work, and use existing placemaking and transport planning in systems, experience, and advice to gather relation to air quality management. the necessary input data, collate models, and develop new software tools that will WE WILL: provide outputs to support the NLEF and its • Design, develop and implement a two- associated transport and planning decisions, level modelling system on regional and in contributing to the CAFS vision. local scales to provide evidence for appraising and identifying potential 10.5 We will continue to work in partnership transport and planning solutions to local with each of the Scottish local authorities, air quality issues RTPs, and other organisations to deliver the NMF. Key to this will be the development of an open access approach to sharing data and

10.2 Through improved data requirements models. and data analysis, the NMF aims to provide local authorities with the information required to improve urban air quality. The A NATIONAL APPROACH NMF will set out a coordinated approach 10.6 The NMF will provide a standardised with respect to: approach to modelling air quality at regional • the collection of traffic data; and local levels (as shown in Figure 14). This will feed directly into new tools developed • air quality models; to support decisions on potential transport • related monitoring; and and planning options in order to improve air quality. The NMF will help make sure • the development of the tools for that the evidence, analysis and decision appraising actions. making is consistent across Scotland, even

10.3 To deliver the NMF, the Scottish though transport issues and sources of Government will work collaboratively with emissions differ between geographical partners to: areas. The issue of emissions from domestic burning will be particularly important in city • Collect appropriate traffic data for centre areas, where space heating (listed as relevant cities and towns; ‘other combustion’ in Table 1) contributes • Support the National Traffic Data System significantly to background emission levels. (see paragraph 10.15) to store traffic data; • Model the city centre areas and associated adjoining spaces of all four major cities in Scotland by 2018; and Cleaner Air for Scotland 69 The Road to a Healthier Future National Modelling Framework (NMF) Regional NMF model Local NMF model A detailed model focused on An assessment approach for spatial gathering, analysing and presenting development across strategic evidence to support NLEF option planning areas appraisal Figure 14. The NMF approach

10.7 The regional NMF model will link 10.8 The NMF will be developed using a closely to existing models such as the problem solving approach. We will begin Transport Scotland Land Use in Transport by gathering data which will be analysed Integration in Scotland model, and the to create data visualisation. We will then RTP models. It will introduce a consistent test for uncertainties to ensure the correct approach, open access to data, and evidence is available to support decision correlation with the local NMF model. The making. The four main steps in this cyclic local NMF models will provide the ability to process are shown in Figure 15. analyse the various parts of the transport fleet contributing to problems with air quality. DATA GATHERING Data gathering and modelling will be undertaken by the Scottish Government to provide an initial clear understanding of the air quality problem. TRANSFORM INTO EVIDENCE ANALYSE AND VISUALISE We will provide tools and access to Data and modelling will be presented shared data to allow the NMF to be and analysed to refine the evidence used to inform decision making. in order to inform decision making. ADDRESS UNCERTAINTY We are aware modelling can be uncertain, with key sensitivities, and this will be quantified and managed to improve the quality of the evidence. Figure 15 – NMF Cyclic process 70 Cleaner Air for Scotland The Road to a Healthier Future REGIONAL NMF MODEL transport data and storing the data in the

10.9 Many transport and planning decisions National Traffic Database System. The across Scotland affect areas beyond model will be held on a central system made individual local authority boundaries. To accessible to all local authorities. assess the impact of these decisions on air quality, we will develop a detailed WE WILL: regional assessment model. The regional model will take cognisance of the approach • Evaluate the requirements of a regional already successfully adopted in other model and then support its development European countries (such as Belgium and during the first two years of implementing the Netherlands, as shown in case study CAFS 13). Initially focus will be on the main • Develop guidance and promote a support agglomerations within the four strategic network for all practitioners involved in development planning authority areas reviewing and assessing local impacts on (shown in Figure 16): air quality resulting from regional decision • Aberdeen City and Shire. making • Tay Plan. • SES Plan. LOCAL NMF MODEL

10.11 The local element of the NMF will • Glasgow Strategic and Clyde Valley. Development Plan areas: index map focus on gathering, analysing and presenting evidence in a consistent manner to support the NLEF option appraisal stages, whilst also helping to inform planning decisions. Legend

10.12 An effective local NMF model will Map rely on1.accurate, Glasgow high-quality, and the Clyde local fleet Valley Strategic Development composition data (especially in densely Plan area populated city centres) and up-to-date Map 2. Aberdeen City and emission factors.Development Shire Strategic To achieve this we will follow a two-phased Plan area approach. The first phase will Map 3. ensurePerth, Dundee, that data Angus is collected over andaNorth sufficiently large area to inform Fife Strategic Development the model Plan build. The area second phase will involve collecting moreSouth Map 4. Edinburgh and detailed traffic East Scotlanddata, categorisation Strategic including Automatic Development Plan area Number Plate Recognition and tailpipe monitoring at specific locations of particular concern. This will ensure that local models – Strategic Development Plan Boundaries Figure 16 – Regional NMF areas. 1 = Aberdeen City and Shire, for city centres and surrounding areas of all 2 = Tay Plan, 3 = Glasgow and Clyde Valley, 4 = SES Plan four major cities in Scotland – are produced 6. Section Source 5(1) of – Circular theStrategic 1/2013 1997 Act, (as Plan introduced Development Areas by section 96 2 of the 2006 at a resolution thatAct) required offers accurate, insightful the SDPAs to submit proposed SDP area boundaries to Scottish We information. Ministers within 3 will also include future months of 10.10 designation. The regional Scottish model Ministers will be issued guidance available on appropriate prediction plan modelling to: boundaries to all local in Planning Circular authorities and will2/2008, which indicated that widely drawn be developed • evaluate the impact of planned boundaries to allow annualthat matched reporting local authorityplanning on spatial boundaries were likely to be the simplest improvements to the fleet; and solution, development.with the exception The model of national will be park areas which were expected to be developed excluded. All the with collaboratively SDPAs SEPAcarried out some leading on the form of • developon consultation a their national cost/benefit analysis proposals and the outcome reporting and ofmodelthese consultations maintenance, andwas included in their submissions, process for assessingwhich actions related to were all duly Transport received by Scotland Scottish leading Ministers. on gathering potential scenarios. 7. Section 5(3) of the 1997 Act, (as introduced by section 2 of the 2006 Act) allows 96 www.gov.scot/Resource/0041/00416936.pdf Scottish Ministers to make a determination as to the boundaries of strategic development plan (SDP) areas. Cleaner Air for Scotland 71 The Road to a Healthier Future 8. In 2008, Ministers were content that the boundaries submitted by the SDPAs WE WILL: FEEDBACK BETWEEN THE NMF MODEL • Undertake detailed modelling of all four AND NLEF PROCESS major cities and associated adjoining 10.13 The local model will support a spaces in Scotland, covering areas standard approach to providing quantitative associated with highest levels of poor air evidence for the NLEF appraisal, as outlined quality in Section 11. The NMF and NLEF must work as a feedback loop (Figure 17). This approach • Identify requirements and undertake will ensure that NLEF assessments have data collection for additional urban areas a robust evidence base to be used in the within three years of implementing CAFS appraisal of various assess controls, such as Low Emission Zones or Clean Air Zones (as outlined in the NLEF). National Low Emission National Modelling Framework Framework Continuous Pre-appraisal Feedback Air Traffic Stage 1 (Initial Appraisal) Data Store Stage 2 (Detailed Appraisal) Information Tools and Implementation Store Evidence Monitoring, Managing Models and Evaluation Subject to continuous calibration, Data collection amended, tools interrogation, and validation. reviewed, guidance updated. Figure 17. Interlinkages between NMF and NLEF 72 Cleaner Air for Scotland The Road to a Healthier Future

10.14 Evidence generated by the NLEF appraisal process (outlined in Section 11) CASE STUDY 13 whilst relevant to the local geographical Nationally consistent modelling – areas, will also be integrated into the Government of the Netherlands regional NMF model for future analysis. During the 2000s the Dutch Government noted that a range of disconnected air DATA REPOSITORIES quality models were used, by a wide range

10.15 The NMF will be supported by the of organisations, to evaluate air quality following linked national databases: problems. Recognising the need to improve • Air quality modelling database – air quality, and meet air pollution limit developed from the Scottish Urban Air values quickly, while allowing for new Quality Database, this will hold all air spatial development projects, in November quality data collected for the NMF; 2006 the Government introduced a new law on air quality, including a National • National Traffic Data System – developed Air Quality Co-operation Plan. From this by Transport Scotland as a national plan, a national consistent modelling database, this will hold the traffic data approach and a new software analysis from the NMF; tool (Saneringstool) were developed to • Air quality management database – allow stakeholders to calculate the causes developed by SEPA and accessible through of poor air quality and agree appropriate the air quality in Scotland website, this mitigation measures. This new process was will hold all modelling undertaken as part designed to deliver the following benefits: of CAFS, including the NLEF appraisal and • Reduced workload of municipal the scenario testing tools. authorities. WE WILL: • Central government and local authorities adopting a joint approach • Implement the national databases for to improving air quality. traffic data collection and local modelling outputs associated with CAFS • PM10 emission exceedances to largely disappear as a result of national and international policies, however NO2 emission exceedances may be more challenging. The software tool assists users in resolving NO2 and PM10 exceedences along roads by implementing generic regional and location-specific policy measures. The Clean Air Policy Tool maps the air quality situation along the entire Dutch road network and distinguishes between the secondary road network (132,000 km) and the main road network (2,400 km). It enables users to analyse the air quality situation at different levels of scale, and evaluate the effectiveness of two types of action, generic regional policy measures, and location-specific measures. Cleaner Air for Scotland 73 The Road to a Healthier Future NATIONAL LOW EMISSION FRAMEWORK 11 74 Cleaner Air for Scotland The Road to a Healthier Future LEGISLATION AND POLICY THE NLEF PROCESS

11.2 The NLEF will be based on the principles of the Scottish Transport Appraisal A Scotland where all European and Scottish Guidance97, which are well established legal requirements relating to air quality are and understood. This approach gives as a minimum complied with. practitioners confidence that the outputs will be robust, honest, defendable and practical, INTRODUCTION supporting a business case for implementing

11.1 The National Low Emission Framework any measures. The NLEF process and the (NLEF) is designed to enable local authorities associated timeline for delivery are outlined to appraise, justify the business case for, in Table 3. In the meantime, the Scottish and implement a range of, air quality Government expects local authorities to improvement options related to transport continue with ongoing action planning work (and associated land use). The NLEF will whilst the process is being developed. support and build on the work already being done through the Local Air Quality 11.3 The NLEF assessment will apply only Management system and, as noted in to local authorities where transport is the paragraph 10.14, will support public and main contributor to air quality problems. private sector contributions to practical The NLEF will have a clear link with Air sustainable development. It will be Quality Management Areas (AQMAs) in supported by the analysis and evidence Scotland. Therefore, as part of the pre- provided by the National Modelling appraisal process, the Scottish Government Framework (NMF), as described in Section and Transport Scotland will assess all 10. authorities with existing or potential AQMAs. Where necessary, local authorities, WE WILL: regional transport partnerships and strategic development planning authorities will work • By April 2016, in further consultation with the Scottish Government and Transport with partner organisations, ensure the Scotland on the Stage 1 (initial) appraisal NLEF criteria, tests, and processes are and, if necessary, on the Stage 2 (detailed) developed, agreed, and finalised appraisal. At each stage, national and local • Design and implement a standard government must take account of the outputs appraisal process for assessing local air of the NLEF process to either progress to quality measures the next step or conclude the process. At the end of the Stage 2 appraisal, when positive • Develop the software tools and associated recommendations are identified, national guidance for the NLEF, including funding and local government must work together options and technical reports, which will to develop a robust business case to support underpin the evidence on effectiveness of these recommendations. options 97 http://www.transportscotland.gov.uk/stag Cleaner Air for Scotland 75 The Road to a Healthier Future Completed by Key Organisations Outcome Actions required Stage Local authorities Defined set of NLEF options Regional transport Pre-appraisal partnerships Defined areas for evidence report NLEF assessment 2015–16 Scottish Government Joint milestone Pre-appraisal Set of NLEF options for SEPA workshop providing each defined area for Strategic Development agreement to proceed NLEF assessment Planning Authorities to Stage 1 NMF tools and Transport Scotland NLEF guidance Impact of NLEF options Costs and benefits of Local authorities Initial assessment NLEF options report Regional transport 2016–17 Stage 1 Identification of further (Initial) partnerships Joint milestone detail required Appraisal workshop providing SEPA Business case for agreement to proceed Transport Scotland NLEF options to to Stage 2 progress to Stage 2 (Detailed Appraisal) Clearly defined impacts Cleary defined costs and Detailed assessment Local authorities benefits of proposed report Regional transport NLEF scheme Outline business case 2017–18 Stage 2 partnerships Business case for NLEF report (Detailed) Appraisal SEPA options – within a defined Joint milestone area of enforcement workshop providing Transport Scotland – that should be agreement to proceed to permitted, to progress to implementation implementation Local authorities Clear definition of scheme Application for relevant Regional transport benefits and detail Transport Regulation partnerships Identification of Orders 2018 – 19 Scottish Government regulatory mechanisms Update to licensing Implementation and support required agreements SEPA Strategic Development Understanding of Implementation plan Planning Authorities infrastructure required Joint supporting Transport Scotland Defined funding measures Defined approach Monitoring plan to before and after Joint evaluation Monitoring monitoring, to enable Ongoing Management As above modification and Test effectiveness of and Evaluation adoption of new solutions intervention(s) to ensure following an evaluation- objectives are achieved of-effectiveness phase and realised Table 3. The NLEF process 76 Cleaner Air for Scotland The Road to a Healthier Future NLEF OPTIONS all areas and scenarios. Therefore, the NLEF

11.4 The NLEF will develop a range of will also involve considering a wider range transport options for appraisal. The options of options (see the non-exhaustive list of available to manage the impact of transport examples in Table 4) to improve local air or air quality should not be limited to Low quality. These options will be developed Emission Zones (LEZs) and Clean Air Zones further as part of the pre-appraisal process. (CAZs), as these may not be appropriate for 9899100 Key steps Option What it is (see Technical Annex for more detail) 1A – Low Setting minimum emission standards • Evaluate the current range of vehicles Emission Zone for access to a defined area; either operating in the specified area. (LEZ) charging vehicles to enter the area • Define consistent emission standards (or most or excluding those vehicles that do polluting vehicles), the vehicle types and not meet the standards (such as the classes to be excluded and the operation times example shown in case study 14 from for the LEZ. Germany). • Develop a consistent approach to implementation. 1B – Clean Air Assessing vehicles operating in a • Identify the vehicles to be targeted, with a Zone (CAZ) defined area. Targeting implementation focus on setting different entry standards of measures, other than exclusion, at for vehicles based how often a day they the most polluting vehicles that enter enter the CAZ. a space on a regular basis; note the • Engage with operators and others to identify recent guidance published by City current management and improvement of York Council98 (as noted in case measures. study 15). • Develop additional measures to deliver further improvements. 2 – Other Access Controlling access to a zone based • Evaluate the range of such measures across Regulation on weight (physical urban access Scotland. Schemes regulation schemes, also known as • Develop a consistent approach within the p-ARS)99 or at certain times of day NLEF. (major access regulation schemes, also known as Key-ARS)100. 3 – Traffic Appraising traffic management in an • Identify existing measures in the specified area. Management area and introducing new measures • Define, appraise and, where appropriate, designed to improve air quality. implement a range of additional traffic management measures to improve air quality, including Intelligent Transport Management, road junction upgrades, cycle lanes, cycle corridor lighting prioritisation and public messaging. 4 – Vehicle Requiring compliance with specified air • Evaluate the potential effectiveness of this Licensing quality objectives through conditions approach for improving air quality. Regulations attached to vehicle licences for buses • Develop guidance for vehicle licensing in a and/or taxis. specified area. Table 4. Access regulation control options within the NLEF. Note that the options provided in Table 4 are not a full list of options, and other options beyond strict access control may achieve the desired outcome of managing the impacts on air quality; for example, improvements to active travel infrastructure, integrating greenspace, strengthening use of information and communication technologies or such like might achieve the desired outcome to manage air quality impacts. A single form of ‘zone’ could be adopted in Scotland (where the LEZ and CAZ are amalgamated between 1A and 1B) in order to ensure consistency in standards across the country. 98 http://democracy.york.gov.uk/documents/s92610/Annex%203.pdf 99 http://urbanaccessregulations.eu/ 100 http://www.etoa.org/media/all-news/news-item/one-stop- website-on-driving-in-european-cities Cleaner Air for Scotland 77 The Road to a Healthier Future

11.5 None of the measures in Table 4 are CASE STUDY 14 new. LEZs and CAZs in particular are well Low Emission Zones in Germany – Federal established across Europe. However, the Republic of Germany benefits and challenges of implementing these can vary depending on the location Since 2006, over 70 German cities have and the nature of the air quality issues to set up low emission zones (LEZs), with be tackled. At present, local authorities in more than 25 cities excluding vehicles Scotland have powers to establish LEZs using a vehicle windscreen display sticker and CAZs, and to set their own emissions (Umweltplakette). The appropriate sticker standards and conditions of use. A number depends on the emissions code in the of authorities have considered LEZs, yet vehicle registration, and any further none have been taken beyond the feasibility emissions improvement equipment stage. certificate.

11.6 The consideration of options, as In Berlin, Bremen, Frankfurt am Main, noted in Table 4, must also demonstrate Hanover, Leipzig, Osnabrück and Stuttgart consideration of the sustainability vehicles without a green particulate sticker principle. Multiple benefits in addition are excluded from the inner city LEZ area. to improvements in air quality could be Drivers, who infringe the regulations, risk realised, such as: a 40 euro fine and one penalty point on their licence. • benefits to health and wellbeing (increased uptake of active travel, reduced In 2008, all vehicle owners in the state costs to the healthcare system); of Bremen were offered the opportunity to apply for and display one of three • societal benefits (through community coloured stickers (red, yellow, and green) engagement); and based on the emissions category of their • an increased shift to low carbon vehicle. Control of vehicles in the LEZ was behaviours. then implemented in a phased manner as follows: 11.7 The NLEF, supported by a robust NMF, aims to encourage and facilitate a shift from • Phase 1 (January 2009), vehicles with a feasibility to implementation by: red, yellow or green windscreen sticker (at least Euro class 2) could enter the • offering a nationally consistent approach LEZ. to appraising and implementing measures to improve local air quality; and • Phase 2 (January 2010), only vehicles with a yellow or green sticker (at least • sharing responsibility across national and emission Euro class 3) could enter the local government. LEZ. • Phase 3 (July 2011), only vehicles with a green sticker (at least Euro Class 4) were permitted to enter the LEZ. • The phased introduction of the LEZ was supported by a wide range of national implementation measures including a large public awareness campaign, close liaison and collaboration with major freight and bus companies, and a detailed analysis of the fleet. 78 Cleaner Air for Scotland The Road to a Healthier Future CASE STUDY 15 Proposed Clean Air Zone – City of York In 2014, City of York Council unveiled a package of proposed measures to improve air quality. Their proposals included a Clean Air Zone (CAZ) plan to regulate bus emissions in the city centre. The CAZ will control the types of buses able to operate in certain areas of the city. However, unlike an LEZ, the entry criterion will not be a blanket Euro emission standard for all buses. Rather, the CAZ will set different entry standards for vehicles based on the frequency per day at which they enter the Zone. The CAZ approach has been developed for the following reasons: • it requires emission improvement costs that are more proportionate to the frequency at which vehicles travel through AQMAs and the impact they have on local air quality; • it is likely to achieve greater overall air quality benefits than a blanket Euro emission standard based LEZ applied to all buses, but will limit the financial impact on smaller operators and infrequent rural services; • it will give operators a clear 10-year timetable from which to plan their upgrades and organise their fleets in a way that limits the number of vehicles that have to be exchanged or redirected to other cities; and • it allows expansion of similar flexible emission entry controls for other vehicle types in the future if this becomes necessary. Cleaner Air for Scotland 79 The Road to a Healthier Future KEY PERFORMANCE INDICATORS 12 80 Cleaner Air for Scotland The Road to a Healthier Future MONITORING PROGRESS 12.2 The detailed information required

12.1 It is important that a methodology under each KPI will be worked up during is in place for monitoring progress with the first year of CAFS implementation and CAFS. One approach to this will be through further information will be included in the regular reporting on the key outcomes first annual progress report. and objectives. Additionally, for central government and local authorities, a series MEASUREMENT AND REPORTING of Key Performance Indicators (KPIs) is 12.3 We aim to report on the actions in proposed. The suggested KPIs are: CAFS annually in tandem with an update on the KPIs. The KPIs have been designed so • % change in NO2 at each monitoring that the information required should mostly location, averaged over a three-year be already available, thereby keeping to a period. minimum the additional work required. Local • % change in PM10 at each monitoring authorities should gather the necessary location, averaged over a three-year information on an annual basis and include period. such information as an annex to their air quality progress reports. • Share of public transport journeys in the overall modal split – % change and/or comparison to the national average. • Share of low emission vehicles in the overall modal split – % change and/or comparison to the national average. • Share of cycling and walking journeys in the overall modal split – % change and/or comparison to the national average. Cleaner Air for Scotland 81 The Road to a Healthier Future STRATEGIC ENVIRONMENTAL ASSESSMENT AND EQUALITY CONSIDERATIONS 13 82 Cleaner Air for Scotland The Road to a Healthier Future STRATEGIC ENVIRONMENTAL EQUALITY ASSESSMENT 13.2 Scotland’s strong commitment to

13.1 As required by the Environmental equality is a core aspect of CAFS, particularly Assessment (Scotland) Act 2005, the Scottish in relation to reducing health inequalities Government has considered the requirement arising from the impacts of air pollution. for a Strategic Environmental Assessment Any proposals set out in CAFS that may be of CAFS. Given the overarching role of the developed into specific policies and plans strategy, it has been concluded that CAFS will be informed by assessing their impact itself will have no or minimal environmental on equality, and where appropriate will be effects; therefore, it has been exempted developed in line with the Public Sector following completion of a screening report101. Equality Duty. Any proposals set out in CAFS that could have significant environmental implications when they are developed into more detailed policies and plans, such as the National Low Emission Framework, will be subjected to a Strategic Environmental Assessment. 101 http://www.gov.scot/Topics/Environment/environmental- assessment/sea/SEAG Cleaner Air for Scotland 83 The Road to a Healthier Future LIST OF ACTIONS 14 84 Cleaner Air for Scotland The Road to a Healthier Future Deliver # Action Organisation 15/16 16/17 17/18 18/19 19/20 Funding COMMUNICATION Advice and information to key audiences on air quality C1 A Scottish Air Quality Indicator will be SG and developed which will assist in assessing framework compliance with air quality legislation and contractor* • ü* delivery of CAFS objectives. C2 CAFS will support the ongoing Greener Scotland SG/TS communication campaigns, encouraging individuals to use the car less to improve their • -+ health and their local environment. C3 A national air quality public awareness HPS/SG/TS campaign will be developed. • • • • • ü LEGISLATION AND POLICY Local and national air quality management LP1 A refocused Local Air Quality Management SG system will be implemented. • • • • ü LP2 A PM2.5 monitoring network will be established. SG • • ü LP3 Revised and updated Scottish action plans will SG be produced to demonstrate how compliance with the EU Ambient Air Quality Directive will • • • • • ü be achieved. National Modelling Framework and National Low Emission Framework LP4 Design, develop and implement a two-level SG/TS/SEPA modelling system for regional and local scales to provide evidence for appraising and • • - identifying potential transport and planning solutions to local air quality issues. LP5 Evaluate the requirements of a regional model SG/TS/SEPA and then support its development during the • • - first two years of implementing CAFS. LP6 Develop guidance and promote a support SG/TS/SEPA network for all practitioners involved in reviewing and assessing local impacts on air • • ü quality resulting from regional decision making. LP7 Undertake detailed modelling of all four major SG/TS/SEPA cities and associated adjoining spaces in Scotland, covering areas associated with highest • ü levels of poor air quality. LP8 Identify requirements and undertake data SG/TS/SEPA collection requirements for additional urban • • • ü areas within three years of implementing CAFS. LP9 Implement the national databases for traffic SG/TS/SEPA data collection and local modelling outputs • • ü associated with CAFS. LP10 By April 2016, in further consultation with SG/TS/SEPA partner organisations, the NLEF criteria, tests, and processes will be developed, agreed, and • • ü finalised. Cleaner Air for Scotland 85 The Road to a Healthier Future Deliver # Action Organisation 15/16 16/17 17/18 18/19 19/20 Funding LP11 A standard appraisal process will be designed SG/TS/SEPA and implemented for assessing local air quality • • - measures. LP12 Develop the software tools and associated SG/TS/SEPA guidance for the NLEF, including funding options and technical reports, that will underpin • ü the evidence on effectiveness of options. HEALTH Protection of human health H1 World Health Organization guideline values for SG PM10 and PM2.5 will be included in legislation as • ü Scottish objectives. H2 NHS boards and their local authority partners HBs will include reference to air quality and health in the next revision of their Joint Health • - Protection Plans, which should identify and address specific local priority issues. TRANSPORT Avoiding travel T1 All local authorities should ensure that they LA have a corporate travel plan (perhaps within a carbon management plan) which is consistent • - with any local air quality action plan. Active travel T2 We will finalise and deliver the National TS Walking Strategy Delivery Plan by 2016. • ü T3 We will work with partners to deliver our TS/LA shared vision in the Cycling Action Plan for Scotland that by 2020, 10% of everyday • • • • ü journeys will be made by bike. Public transport T4 Review support for green buses will be TS reviewed by 2016 including scope for supporting retrofitting existing vehicles, taking account of technological and market • ü developments and the need to tackle air quality as well as climate change. T5 Evaluate the Bus Investment Fund in 2016 TS to learn from supported projects and inform decisions on options for future support for local • ü projects to improve public transport. T6 The Bus Operators Grant will be reviewed by TS 2016 including options to incentivise the use of • ü low emission buses. T7 By 2016, review guidance and legislation on the TS powers of local transport authorities regarding bus service to see if they could be made more • - effective and to ensure enough priority is given to air quality alongside other considerations. 86 Cleaner Air for Scotland The Road to a Healthier Future Deliver # Action Organisation 15/16 16/17 17/18 18/19 19/20 Funding Low Emission Vehicles T8 Continue delivery of actions contained TS in Switched On Scotland: A Roadmap to • • • • ü Widespread Adoption of Plug-In Vehicles. T9 Review the Roadmap and develop a post-2015 TS/SG plug-in vehicle action plan. • - T10 Work with key partners to investigate the TS use of hydrogen as a transport fuel, as well as exploring wider environmental and economic opportunities of using hydrogen for • • - energy applications – especially in promoting renewables, energy balancing and storage. T11 Continue to engage with our partners on the TS role less carbon intensive fuels such as liquid petroleum gas, compressed natural gas and • • • • - biofuels can play in the transition to a near zero emission road transport sector by 2050. Freight T12 Encourage each local authority with an AQMA to LAs/RTPs/TS create a Freight Quality Partnership (or utilise an existing RTP Freight Quality Partnership) • - and consider appropriate measures for local air quality improvement by 2017. T13 Encourage Freight Quality Partnerships to SG/TS extend their activities to include consideration of the environmental impact of freight • ü transport. Regional and Local Transport Partnerships T14 Review existing Ministerial guidance on TS/RTP Regional and Local Transport Strategies during 2016 in the light of the refreshed National Transport Strategy. In doing so, we will consider how: • air quality management should be addressed and how • - • RTPs and local authorities should use their transport strategies to support modal shift towards sustainable and active travel, including through Smarter Choices initiatives, and promote the take up of greener vehicles. Cleaner Air for Scotland 87 The Road to a Healthier Future Deliver # Action Organisation 15/16 16/17 17/18 18/19 19/20 Funding Air Quality Management Areas and the trunk road network T15 Trunk road impacts on AQMAs will be reviewed TS and implement mitigation where trunk roads • • ü are the primary contributor to air pollutants. PLACEMAKING Contribution of placemaking to air quality improvements P1 Ensure that future updates and revisions to SG Scottish Planning Policy and the National • • • • ü Planning Framework will take account of CAFS. P2 Expect planning authorities to review the SG Local Development Plan and revise at the next scheduled update to ensure policies are • ü consistent with CAFS objectives and any local authority air quality action plans. P3 Work with Environmental Protection Scotland SG to produce updated guidance on air quality and • • ü planning. P4 Work with SEPA to introduce air quality SG training for local authority spatial and transport • • ü planners. P5 Support SEPA in revising its guidance on SG Strategic Environmental Assessment to bring it • • ü into line with CAFS. CLIMATE CHANGE Effective co-ordination of climate change and air quality policies to deliver co-benefits CC1 Ensure that future updates to the ‘Low Carbon SG Scotland: Meeting Our Emissions Reduction Targets’ publication on meeting our climate • - change targets take into account air quality impacts. CC2 Expect any Scottish local authority which SG/LA has or is currently developing a Sustainable Energy Action Plan to ensure that air quality • - considerations are covered. CC3 The Forestry Commission Scotland will publish FCS updated guidance on the impact of biomass on air quality to help local authorities fulfil their • • ü statutory responsibilities. Table 5. List of CAFS actions across the six objectives * Funding embedded in current policy +Funding options in development 88 Cleaner Air for Scotland The Road to a Healthier Future Front cover image was drawn by pupils of Bearsden Primary in 2014 for use in the Bearsden AQMA. The image is provided courtesy of East Dunbartonshire Council © Crown copyright 2015 This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open- government-licence/version/3 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or email: psi@nationalarchives.gsi.gov.uk. Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned. This publication is available at www.gov.scot Any enquiries regarding this publication should be sent to us at The Scottish Government St Andrew’s House Edinburgh EH1 3DG ISBN: 978-1-78544-617-7 Published by The Scottish Government, November 2015 Produced for The Scottish Government by APS Group Scotland, 21 Tennant Street, Edinburgh EH6 5NA PPDAS49541 (11/15) w w w . g o v . s c o t