Agenda Document Pack - Economic Development and Infrastructure Services Committee - 06/02/2024
Moray Council · 6 February 2024
Back to Economic Development and Infrastructure Services Committee — 6 February 2024 and its agenda
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Economic Development and Infrastructure Services Committee Tuesday, 06 February 2024 NOTICE IS HEREBY GIVEN that a Meeting of the Economic Development and Infrastructure Services Committee is to be held at Council Chambers, Council Office, High Street, Elgin, IV30 1BX on Tuesday, 06 February 2024 at 09:30. BUSINESS 1 Sederunt 2 Declaration of Group Decisions and Members Interests * 3 Minute of Meeting dated 14 November 2023 7 - 14 4 Written Questions ** 5 Notice of Motion - Councillors Van Der Horn and Morrison Electric Vehicle (EV) charging over public footways from home 15 - 16 6 Kingston Coastal Erosion Report by Depute Chief Executive (Economy, Environment and Finance) 17 - 26 7 Moray Hydrogen Strategy Update Report by Depute Chief Executive (Economy, Environment and Finance) 27 - 128 8 Elgin Business Improvement District - Renewal Ballot Report by Depute Chief Executive (Economy, Environment and Finance) 129 - 136 Page 1
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9 Question Time *** Consider any oral question on matters delegated to the Committee in terms of the Council's Scheme of Administration. Information Reports - Not for Discussion at this Meeting Any member wishing to call in a noting or information report from one meeting shall give notice to Committee Services at least 48 hours before the meeting for which the report is published. The Notice shall be countersigned by one other elected member and shall explain the reason for call in including any action sought. Information Report - Environmental Standards Scotland Improvement Report Report by Depute Chief Executive (Economy, Environment and Finance) 137 - 142 Information Report - List of Property Transactions Concluded Under Delegated Powers Report by Depute Chief Executive (Economy, Environment and Finance) 143 - 164 Information Report - SSEN Community Resilience Funding Report by Depute Chief Executive (Economy, Environment and Finance) 165 - 178 Summary of Economic Development and Infrastructure Services Committee functions: Roads Authority; Lighting Authority, Reservoirs Act 1975, Public Passenger Transport; Flood Prevention; Twinning; Piers and Harbours and Coast Protection; Industrial and Commercial Development; Environmental Protection; Burial Grounds; Assistance to Industry or Commerce; Public Conveniences; Council Transportation; Catering & Cleaning; Land Reform (Scotland) Act 2003; Countryside Amenities; Tourism, monitoring funding from European Programmes, youth training and employment creation scheme and provide Architectural, Quantity Surveying, Maintenance and Allied Property Services. Page 2
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GUIDANCE NOTES * Declaration of Group Decisions and Members Interests - The Chair of the meeting shall seek declarations from any individual or political group at the beginning of a meeting whether any prior decision has been reached on how the individual or members of the group will vote on any item(s) of business on the Agenda, and if so on which item(s). A prior decision shall be one that the individual or the group deems to be mandatory on the individual or the group members such that the individual or the group members will be subject to sanctions should they not vote in accordance with the prior decision. Any such prior decisions will be recorded in the Minute of the meeting. ** Written Questions - Any Member can put one written question about any relevant and competent business within the specified remits not already on the agenda, to the Chair provided it is received by the Proper Officer or Committee Services by 12 noon two working days prior to the day of the meeting. A copy of any written answer provided by the Chair will be tabled at the start of the relevant section of the meeting. The Member who has put the question may, after the answer has been given, ask one supplementary question directly related to the subject matter, but no discussion will be allowed. No supplementary question can be put or answered more than 10 minutes after the Council has started on the relevant item of business, except with the consent of the Chair. If a Member does not have the opportunity to put a supplementary question because no time remains, then he or she can submit it in writing to the Proper Officer who will arrange for a written answer to be provided within 7 working days. *** Question Time - At each ordinary meeting of the Committee ten minutes will be allowed for Members questions when any Member of the Committee can put a question to the Chair on any business within the remit of that Section of the Committee. The Member who has put the question may, after the answer has been given, ask one supplementary question directly related to the subject matter, but no discussion will be allowed. No supplementary question can be put or answered more than ten minutes after the Committee has started on the relevant item of business, except with the consent of the Chair. If a Member does not have the opportunity to put a supplementary question because no time remains, then he/she can submit it in writing to the proper officer who will arrange for a written answer to be provided within seven working days. Page 4
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MORAY COUNCIL Economic Development and Infrastructure Services Committee SEDERUNT Councillor Marc Macrae (Chair) Councillor Amber Dunbar (Depute Chair) Councillor Peter Bloomfield (Member) Councillor John Cowe (Member) Councillor John Divers (Member) Councillor David Gordon (Member) Councillor Juli Harris (Member) Councillor Sandy Keith (Member) Councillor Graham Leadbitter (Member) Councillor Paul McBain (Member) Councillor Shona Morrison (Member) Councillor John Stuart (Member) Councillor Draeyk Van Der Horn (Member) Councillor Sonya Warren (Member) Clerk Name: Lissa Rowan Clerk Telephone: 07765 741754 Clerk Email: committee.services@moray.gov.uk Page 5
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MORAY COUNCIL Minute of Meeting of the Economic Development and Infrastructure Services Committee Tuesday, 14 November 2023 Council Chambers, Council Office, High Street, Elgin, IV30 1BX PRESENT Councillor Peter Bloomfield, Councillor John Cowe, Councillor John Divers, Councillor David Gordon, Councillor Juli Harris, Councillor Sandy Keith, Councillor Graham Leadbitter, Councillor Marc Macrae, Councillor Paul McBain, Councillor Shona Morrison, Councillor John Stuart, Councillor Draeyk Van Der Horn, Councillor Sonya Warren APOLOGIES Councillor Amber Dunbar IN ATTENDANCE The Depute Chief Executive (Economy, Environment and Finance), Head of Economic Growth and Development, Head of Environmental and Commercial Services, Head of Housing and Property Services, Transportation Manager, Strategic Planning and Development Manager, Asset Manager (Commercial Buildings), Mrs Anderson, Senior Engineer (Transportation), Ms Penny, Engineer (Traffic), Sustainable Travel Officer, Ms Ward, Climate Change Strategy Officer, Mr Gunn, Climate Change Officer, Energy Officer, Legal Services Manager and Lissa Rowan, Committee Services Officer as Clerk to the Meeting. 1 Chair Councillor Macrae, being Chair of the Economic Development and Infrastructure Services Committee, chaired the meeting. 2 Declaration of Group Decisions and Members Interests In terms of Standing Orders 21 and 23 and the Councillors’ Code of Conduct, there were no declarations from Group Leaders or Spokespersons in regard to any prior decisions taken on how Members will vote on any item on the agenda or any declarations of Member’s interests in respect of any item on the agenda. 3 Minute of meeting dated 5 September 2023 Under reference to paragraph 8 of the Minute of the Economic Development and Infrastructure Services Committee dated 5 September 2023, Councillor Divers stated that, although the report was on the Egin Parking Review, he had made significant comment in relation to car parking charges and asked that a summary of this be included in the Minute due to the particular interest in this topic. Item 3 Page 7
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In response, the Chair advised that the Clerk would review the webcast and amend the minute accordingly in consultation with Councillor Divers and the Chair. Thereafter, the minute of the meeting of the Economic Development and Infrastructure Services Committee dated 5 September 2023 was submitted and approved subject to an amendment to paragraph 8 regarding car parking charges. 4 Written Questions The Committee noted the following Written Questions submitted by Councillor Van Der Horn and subsequent response from the Council. Question to Committee on use of Glyphosate Relating to 7 February 2023 committee: “(iv) that a further report be brought to a future meeting of this Committee detailing how Glyphosate will be phased out by 2025.” Could this committee have an update on the levels (quantities) of Glyphosate used by this council and how much we have reduced its used since the ED&I committee in February. Can we be given an update as to what extent officers have monitored and identified alternatives? Finally, when may we expect this report? RESPONSE Since the Committee meeting in February 2023 a total of 956.5 litres of glyphosate-based products has been applied. This is a reduction in the region of 49% compared to the previous year (1950 litres used in 2022). It should be noted that this reduction is not solely down to changes in working practices as agreed at Committee. Other factors also influenced the application of glyphosate including the weather, staffing levels and reduced requests for spraying from other Council departments and external third parties. Just also to note that the reductions now achieved this year are in addition to the measures already taken but not recorded as referenced in the previous Economic Development and Infrastructure committee (ED&I) report and before baselining data ie.: 3.10 The Council’s Open Space Operations team recognise that herbicides containing glyphosate continue to provide the most cost effective and efficient method of weed control across the Council’s estate. Measures have however been taken to reduce the use of glyphosate where possible. This includes reducing treatments around amenity grass plots where grass cutting machinery can easily access to control vegetation, and mulching of some shrub beds and other amenity plantings to supress weeds. In addition, the team has introduced areas of less frequent grass cutting to allow wildflowers to thrive to support biodiversity and to reduce the need for herbicides in these areas High level information regarding alternative options to the use of glyphosate were provided in the report to the ED&I committee on 7 February 2023. A follow on report will be presented to the ED&I committee in February 2024. The report will outline the works and resources needed to plan for phasing out the use of glyphosate. If the report is approved by the ED&I committee, a further report Page 8
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would need to be presented to the Corporate Committee for any funding implications to be approved. Councillor Van Der Horn thanked Officers for their response however raised concern in relation to reported links of glyphosate exposure and other pesticide sprays to cancer and asked if there had been any such reports to the Council. In response, the Head of Environmental and Commercial Services advised that she did not have that information to hand and would provide this to the Committee after the meeting. 5 Active Travel Strategy and Action Plan Annual Update The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) asking the Committee to note the progress made over the past year on the delivery of the Active Travel Strategy (ATS), which sets out the Council's vision and action plan over the next 5 years for Active Travel in Moray. The report also sought approval for the use of a new Prioritisation Tool which has been developed to inform the decision making process for new Active Travel infrastructure schemes. The Committee joined the Chair in welcoming Kelly Wiltshire, Transportation Manager, to her first meeting of the Committee since her new appointment. Following consideration, the Committee unanimously agreed to: 1. note the update in Appendix 1 of the report and progress made in delivering the ATS Action Plan within the first year of the strategy; and 2. approve the use of the Prioritisation Tool, to inform the prioritisation of new Active Travel infrastructure schemes. 6 Road Safety Plan to 2030 The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) asking the Committee to approve the draft Moray Road Safety Plan to 2030 subject to further stakeholder consultation. The report also informed the Committee of the outcome of investigation of reported injury accidents on the A98 Fochabers to Aberdeenshire boundary road. With the permission of the Chair, Councillor Warren read a statement from the Buckie and District Community Council in relation to concerns regarding the current speed limit at Arradoul and agreed to forward this on to council officers. In response, Mrs Anderson, Senior Engineer (Transportation) advised that road safety at Arradoul was under review pending further information from Police Scotland and offered a session with members of the Community Council in the New Year to provide an update in relation to road safety in this area. Thereafter, the Committee unanimously agreed to: Page 9
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1. approve the draft Road Safety Plan to 2030 attached as Appendix 1 to the report for consultation with stakeholders; 2. note the outcome of the investigation of reported injury accidents on the A98 over the ten year period 2013 to 2022; and 3. note that a session would be offered to Members of the Community Council in relation to road safety in Arradoul. 7 Port Marine Safety Code Quarterly Report The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) informing the Committee on matters of Marine Safety and compliance with the Port Marine Safety Code (PMSC) for the period Q1 and Q2 year 2023/24. Following consideration, the Committee unanimously agreed to note the safety performance, fulfilling its function as Duty Holder under the Port Marine Safety Code. 8 Biodiversity Duty Report 2021-2023 Councillor Cowe left the meeting at this juncture. The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) asking the Committee to agree the content of the Council's Biodiversity Duty Report 2021-2023. During discussion, it was noted that one of the purposes of biodiversity reporting is to encourage staff, partners and customers to engage with, understand and consider biodiversity and it was noted that training is to be provided to officers and it was queried whether this training could be provided to Elected Members also. In response, the Strategic Planning and Development Manager advised that new biodiversity guidance was emerging and that a training programme for officers would be provided in the New Year which could be extended to Elected Members. Following consideration, the Committee unanimously agreed: 1. the content of the Biodiversity Duty Report 2021-23 set out in Appendix 1 of the report that will be issued to the Scottish Government; and 2. that a training programme for officers on biodiversity would be extended to Elected Members. 9 Consultation on Scotland’s Strategic Framework for Biodiversity The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) asking the Committee to agree the response to the Scottish Government's Consultation on Scotland's Strategic Framework for Biodiversity. Page 10
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During discussion, Councillor Van Der Horn queried whether the 6 large landscapes mentioned at section 2 of the response should be 9 landscape and seaside coves. In response, the Climate Change Strategy Officer advised that this has been an oversight and agreed to amend this section accordingly. Councillor Van Der Horn further noted the gaps in consultation response due to limited staff time and priorities however stated that these areas have significant impact on the Council particularly regarding loss of some species and national parks and asked that further work be completed prior to the response being submitted. In response, the Strategic Planning and Development Manager suggested that officers liaise with Councillor Van Der Horn in relation to the gaps in the consultation and that he be given delegated authority to submit the response thereafter. This was agreed subject to the response being circulated to the Committee prior to submission. Thereafter, the Committee unanimously agreed the response to the Consultation on Scotland’s Strategic Framework for Biodiversity that will be submitted to the Scottish Government subject to: • changing "6 large landscapes" mentioned at section 2 of the response to "9 landscape and seaside coves"; and • officers liaising with Councillor Van Der Horn in relation to completing the gaps in the consultation and that the Strategic Planning and Development Manager be given delegated authority to submit the response thereafter with the response being circulated to the Committee prior to submission. 10 Public Sector Climate Change Reporting The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) informing the Committee of the Council’s Public Sector Report on Compliance with Climate Change Duties 2022/23 and updates to the reporting methodology and statutory duties. Following consideration, the Committee unanimously agreed to note: 1. the Council’s Public Sector Report on Compliance with Climate Change Duties 2022/23; and 2. updates made to the reporting methodology for 2022/23 and statutory duties. 11 Industrial Portfolio Annual Report 2022-23 The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) which set out the annual performance of the Council's Industrial Portfolio in 2022/23 and asked the Committee to approve in principle, a related sale of a property. Page 11
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Following consideration, the Committee welcomed the good performance of the Council’s Industrial Portfolio and thereafter unanimously agreed: 1. to note the Annual Report for 2022/23; and 2. in principle, to the sale of the property in Lossiemouth as detailed in paragraph 6.3 of the report. 12 Suspension of Standing Orders The Chair sought the agreement of the Committee to suspend Standing Order 77 to allow the meeting to progress beyond 12.45 pm. This was unanimously agreed. 13 Annual Report on Energy Strategy and Actions The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) setting out the annual energy and water performance of the Council’s non-domestic building portfolio in 2022/23. Following consideration, the Committee unanimously agreed to: 1. note the Annual Energy Report for 2022/23 set out in the report; 2. note that in 2022/23 the Council’s energy consumption in non-domestic operational properties decreased by 7%, and the energy bill increased by 41.4% (£1,368,365); 3. approve the update of Energy Policy at Appendix I of the report, to align with the mandatory targets set by the Scottish Government and agrees that officers review the Energy Policy and Strategy annually in order to align its goals with the Route Map to Net Zero; and 4. note the making of a SALIX grant application as set out in Paragraph 7.6 of the report. Councillor Cowe re-joined the meeting at this juncture. 14 Performance Report (Environmental and Commercial Services) - Period to September 2023 The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) informing the Committee of the performance of the service for the period to 30 September 2023. The Committee joined the Chair in commending the m.connect service for being shortlisted for the Scottish Council for Development and Industry (SCDI) Highlands & Islands annual awards and being runner up in the category ‘Excellence in Innovation’ and thereafter unanimously agreed to note: Page 12
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1. performance in the areas of Service Planning, Service Performance and other related data to the end of September 2023; 2. the actions being taken to improve performance where required. 15 Performance Report (Economic Growth and Development Services) - Period to September 2023 The meeting had before it a report by the Depute Chief Executive (Economy, Environment and Finance) informing the Committee of the performance of the service for the period to 30 September 2023. The Committee joined the Chair in commending the work of the Lossie 2-3 Group and the services they provide which are of good use to the community and thereafter unanimously agreed to note: 1. performance in the areas of Service Planning, Service Performance and other related data to the end of September 2023; 2. the actions being taken to improve performance where required. 16 Question Time CCTV and 20 MPH Limit Zones Update Under reference to the Minute of the meeting of the Economic Development and Infrastructure Services (ED&IS) Committee dated 5 September 2023, Councillor Warren stated that she would speak to Officers directly with regard to her questions on car parking and the weighbridge however sought an update on queries raised previously in relation to CCTV and 20 mph speed zones. In response, the Chair advised that the response from Police Scotland on CCTV had been uploaded to CMIS and that he was still awaiting a response from the Scottish Government on 20 mph speed zones however Councillor Dunbar, Depute Chair of the ED&IS Committee is meeting with the Minister for Transportation in the near future where this could be discussed. Page 13
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__________________________________________________ NOTICE OF MOTION TO ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE 6 FEBRUARY 2024 Electric Vehicle (EV) charging over public footways from home Background The benefits of EV charging from home are substantial: 1. Cost-effective – EV chargers take advantage of low-cost, off-peak energy tariffs. This is more cost-effective than charging in public. 2. More eco-friendly – Evs are already extremely eco-friendly providing a range of benefits such as: • Avoiding carbon emissions that may result from using public charging points; • EVs produce zero tailpipe emissions; • By charging at home, the user can choose renewable energy sources such as solar or wind power; • By reducing reliance on fossil fuels, EVs play a vital role in mitigating air pollution and combating climate change 3. Convenient and freeing up capacity - Charging at home ensures vehicles are at an optimum charge, maximising performance. In addition to this, as most EVs have ranges surpassing the average daily distance travelled by motorists, charging at home reduces the demand during the day on public charging points which have seen a massive increase in demand. Many residents do not have access to off-road parking or access to sites to charge their vehicles. Currently many decide for themselves to charge by laying cables over highways. This is potentially a risk to residents and it is unmanaged and without guidance. Providing a report to the Committee could create an opportunity and mechanism to deliver a safer and managed way to deliver EV charging from home. There is currently a pilot being carried out in Durham County Council https://www.durham.gov.uk/article/29969/Electric-vehicle-EV-charging-trialled-for- homes-without-driveways# Item 5 Page 15
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Hampshire County Council are successfully running a permissions and consent to place cable on or over highway. https://www.hants.gov.uk/transport/electric-vehicles/ev-charging-guidance Moray could be seen to be leading the way in Scotland on EV charging. As of March 2023, Section 59 of the Roads (Scotland) Acts in relation to obstructions in roads states that: “….nothing shall be placed or deposited in a road so as to cause an obstruction except with the roads authorities consent in writing and in accordance with any reasonable conditions which they think fit to attach to the consent” Action Committee is asked to agree that a report be brought back to this Committee within 2 cycles which includes an appraisal of options including establishing a permission process for EV charging at home over public footways. Financial implications Officers have advised that the provision of a report is unlikely to have direct costs, although any proposal to introduce on-street residential/private charging access will have considerable capital and revenue implications which are not covered by any existing budget, nor is there any pending grant funding that could cover implementation of any options. The preparation of a report will require diversion of approximately 10 days of officer time from existing priorities which includes progressing the Pathfinder project for implementation of the public EV charging strategy. Proposed By: Councillor Draeyk van der Horn Seconded By: Councillor Shona Morrison Date Motion Submitted: 31 October 2023 Page 16
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REPORT TO: ECONOMIC, DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: KINGSTON COASTAL EROSION BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT AND FINANCE) 1. REASON FOR REPORT 1.1 To inform the Committee of the requirements to undertake Erosion Protection Works to the west of Kingston. 1.2 This report is submitted to Committee in terms of Section III (19) of the Council's Scheme of Administration relating to the Flood Risk Management (Scotland) Act 2009. 2. RECOMMENDATION 2.1 It is recommended that Committee agree to progress coastal protection works to the west of Kingston. 3. BACKGROUND 3.1 Kingston on Spey is located on the west bank of the River Spey as it flows into the Moray Firth. The village of Kingston sits behind a small tidal lagoon. To the north of the lagoon is a shingle ridge that reduces the impact of wave energy before it reaches the landward bank of the lagoon. The ridge then blends into the natural coastline as it heads west of the village. 3.2 The community has previously raised concerns about the condition of the shingle ridge and the potential for erosion on the landward bank, as well as concern of the ridge collapsing to the west of the village and erosion rates around the green spaces within the village. 3.3 At a meeting of this Committee on 8 February 2022, Members agreed to progress the development of a Coastal Adaptation Plan for the Moray coastline (Paragraph 8 of the minute refers). Kingston was the first coastal area investigated as part of the proposed plan, as the coastline in this area is known to be vulnerable to erosion. The Coastal Adaptation Plan will include a Regional Plan and eleven Local Plans. Over the last year the Regional Adaptation Plan has been drafted along with five Local Plans, including Kingston. The remaining six Local Plans are being developed and the Coastal Item 6 Page 17
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Adaptation Plan is programmed for completion in March 2024. The completed Coastal Adaptation Plan will be submitted for Members consideration at the meeting of this Committee on 30th April 2024. 3.4 Over the last 18 months the rate of erosion of the natural coastline at Kingston between the Lein Car Park and the village has been significant at around 2m/year. The erosion has exposed demolition material from the former precast concrete works, which is now spilling onto the beach causing health and safety issues due to protruding sharp objects. The debris is now entering a Site of Special Scientific Interest (SSSI) and Special Area of Conservation (SAC) and will have a detrimental effect on the status of these designations. The Regulatory body has the ability to prosecute Moray Council if it can demonstrate that the debris is damaging the SSSI features. 3.5 The change in erosion at Kingston has now met one of the triggers within the draft Coastal Adaption Plan. Below is an extract from the draft Kingston Coastal Adaptation Plan showing this trigger: - 3.6 As the erosion is placing one of the Council’s assets, Lein Car Park and amenity space at risk the proposed work complies with the criteria set out in the Council’s erosion policy: “The Council may undertake erosion protection work where its assets are at risk. These assets may typically be buildings, bridges, roads and flood and coast defence infrastructure”. It is proposed that the council brings forward actions for sustainable coastal protection works at Kingston which is exceptional due to its SSSI status. This will also reduce the risk to public safety from the exposed debris from the old concrete works and support maintenance of a council asset. While there has been significant erosion in recent months along sections of the Moray Coastline outside of Kingston, such as Findhorn and Lossiemouth, at the point of writing the report this erosion has not led to the combination of issues set out for Kingston and would not comply with our erosion policy. As such it is not proposed to undertake coastal protection works in these areas at this time. These areas are included in the Coastal Adaptation Plan, which will be considered by members in the spring. 3.7 Managing coastal erosion is a complex process and in this location, the complexity is due to the high sediment load carried down the River Spey, combined with the sediment drift along Spey Bay. The environmental designations in this area mean there will be restrictions on the type of works that can be undertaken. CMU Maximum historical change rate (m/year) Present-day distance of feature to coast (m) Erosion trigger level 1: Coast X m from feature Erosion trigger level 2: Coast X m from feature 2 -2.0 Lien Carpark 10 10 4 Page 18
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3.8 The proposed work is to install a new shingle ridge along the edge of the coastline. The ridge will be approximately 500mm high with naturally sloping sides, which will be sympathetic to the SSSI. The ridge will be installed from the west side of Lein Car Park to east end of the green space tying back into the main shingle ridge at the lagoon, as shown in the image below. The shingle will be sourced from within the SSSI, in line with advice provided by NatureScot. The works will require consent from Marine Scotland and NatureScot. A drawing of the proposed works is provided in Appendices A and B. 3.9 An allowance of £74,226 is in the Capital Plan for 2024/25, this value is the allowance which has been made as part of general capital allocation for coastal adaptation to undertake this type of work. The Scottish Government Coastal Change Adaptation Fund is available to fund specific coastal activities, including case studies for coastal protection works. Moray Council has bid to use Kingston as a case study, which will help inform best practice for sustainable ongoing management of shingle beach where erosion is high. The bid has asked for £75,607.50 including cost associated with providing feedback and lessons learned to other local authorities If successful, this funding will be used to undertake the works at Kingston, and officers are currently waiting to hear from Scottish Government on the success of our application 3.10 Moray Council officers will continue to monitor the situation with routine monthly inspections and after a significant storm event. Page 19
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3.11 If committee is minded to approve the recommendation then a community engagement/information event will be held in the Kingston/Garmouth area. The event will allow the community to see what works are planned, review what information will be going in to the adaption plan, as well as see information on the monitoring we undertake. 4. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP)) “Empowering and Connecting Communities”. (b) Policy and Legal There are no policy or legal implication associated with the recommendations in this report. The works comply with the Council Erosions Policy which was agreed at a meeting Policy and Resources Committee on 20 January 2015 (Paragraph 6 of the minute refers). The Regulatory body has the ability to prosecute Moray Council if it can demonstrate that the debris is damaging the SSSI features. (c) Financial implications If the bid for funding from the Scottish Government Coastal Change Adaptation Fund is not successful, the works will need to be funded from the allowance included in the Council’s capital programme . (d) Risk Implications If the works are not undertaken there is a risk of rapid erosion along the identified area with the possible loss of the Lein Car Park. The Council could be in breach of both Environmental and Health and Safety legislation if this work is not undertaken. The Regulatory body has the ability to prosecute Moray Council if it can demonstrate that the debris is damaging the SSSI features. There is a risk that if an individual were to injury themselves, on the exposed material on the beach Moray Council may be liable for a claim. Within the wider moray coastline there will be potential risk to assets along the Moray coastline. Once complete the adaption plans will highlight those areas where there is risk and the trigger points at which an action may need to be taken. (e) Staffing Implications Development of the project will be undertaken within existing flood team resources. (f) Property If works are not undertaken, there may be a partial or complete loss of Lein Car Park, which is operated by Moray Council. There will also be continued loss of amenity and play space, which is owned by the Council. Page 20
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(g) Equalities/Socio Economic Impact There are no equalities / socio economic implications associated with the recommendations in this report. (h) Climate Change and Biodiversity Impacts The works identified are being undertaken due to climate change. The proposed solution is a sustainable solution using materials from within the area of the works and do not introduce non-native material and use natural process rather than hard defences. (i) Consultations Depute Chief Executive (Economy Environment and Finance), Head of Environmental and Commercial Services, Head of Economic Growth and Development, Chief Financial Officer, Legal Services Manager, Equalities Officer and Committee Services Officer have been consulted and their comments incorporated into the report. 5. CONCLUSION 5.1 A significant change has occurred at the west of Kingston, where erosion of the land round Lein Car Park has met the 1st trigger of the Kingston Adaption Plan. 5.2 Erosion has also exposed debris from the old concrete works, which is creating a hazard to public safety and impacting on environmental designations and Council assets. 5.3 Works are required in the interest of public safety and to protect Council assets in an environmental designated area. Author of Report: Will Burnish, Senior Engineer Background Papers: Committee Paper Minute Date ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ADAPTION PLAN FOR COASTAL EROSION - KINGSTON Minute 8 08/02/2022 POLICY AND RESOURCES COMMITTEE COUNCIL POLICY IN RELATION TO EROSION Minute 6 20/01/2015 ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE COUNCIL POLICY IN RELATION TO EROSION Minute 9 25/11/2014 ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE BANK PROTECTION AT KINGSTON UPON SPEY Minute 9 30/09/2014 ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE BANK PROTECTION AT KINGSTON UPON SPEY Minute 6 11/03/2014 ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE BANK PROTECTION AT KINGSTON UPON SPEY Minute 12 25/06/2013 Page 21
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ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE FLOOD RISK AT KINGSTON AND GARMOUTH Minute 9 18/12/2012 ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE Minute 9 23/10/2012 Ref: SPMAN-524642768-1019 Page 22
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Rev. Amendment Details By Ch'd App Date Issued for: Drawn: Checked: Approved: Scale: Date: RevisionDrawing Number: © MORAY COUNCIL. ALL RIGHTS RESERVED NOTES Reproduced by permission of Ordinance Survey on behalf of HMSO © Crown copyright and database right 2012. All rights reserved. Ordinance Survey Licence number 100023422 JAR Consultation OS Grid Ref: 333536 / 865729 @ A1 MORAY COUNCIL CONSULTANCY PO BOX 6760 ELGIN IV30 9BX TEL: 01343 543451 Item 6 Page 23
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Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 9 Proposed Levels Existing Levels Offsets Chainage ??? Level 2 3 6 Proposed Levels Existing Levels Offsets Chainage ??? Level -2 0 3 6 Proposed Levels Existing Levels Offsets Chainage ??? -3.692 5.524 5.524 -3.320 5.512 5.512 -3.195 5.508 5.508 -2.702 5.498 5.498 -2.232 5.500 5.500 -1.922 5.504 5.504 -1.600 5.508 5.508 -1.490 5.510 5.510 -1.357 5.643 5.643 -1.000 5.999 5.999 -0.866 6.000 6.000 -0.500 6.000 6.000 -0.134 6.000 6.000 0.000 6.000 6.000 0.366 6.000 6.000 0.500 6.000 6.000 0.634 6.000 6.000 1.000 6.000 6.000 1.397 5.603 5.603 1.546 5.453 5.453 1.635 5.486 5.486 1.737 5.479 5.479 2.241 5.403 5.403 3.114 5.380 5.380 3.119 5.380 5.380 3.123 5.380 5.380 3.148 5.379 5.379 4.267 5.354 5.354 4.611 5.353 5.353 5.289 5.365 5.365 5.715 5.341 5.341 6.057 5.355 5.355 6.227 5.355 5.355 6.994 5.373 5.373 7.917 5.361 5.361 8.048 5.358 5.358 8.184 5.356 5.356 8.751 5.328 5.328 9.451 5.309 5.309 9.692 5.298 5.298 10.000 5.287 5.287 -6.134 5.744 5.744 -6.104 5.748 5.748 -5.911 5.758 5.758 -5.641 5.761 5.761 -5.375 5.760 5.760 -4.529 5.757 5.757 -4.452 5.756 5.756 -3.377 5.737 5.737 -3.043 5.718 5.718 -2.632 5.694 5.694 -2.411 5.677 5.677 -1.659 5.621 5.621 -1.458 5.609 5.609 -1.399 5.595 5.595 -1.288 5.707 5.707 -0.995 5.999 5.999 -0.869 6.000 6.000 -0.495 6.000 6.000 -0.121 6.000 6.000 0.000 6.000 6.000 0.005 6.000 6.000 0.379 6.000 6.000 0.505 6.000 6.000 0.631 6.000 6.000 1.005 6.000 6.000 1.478 5.527 5.527 1.641 5.363 5.363 1.644 5.348 5.348 2.026 5.353 5.353 2.070 5.353 5.353 2.776 5.374 5.374 3.302 5.364 5.364 3.723 5.350 5.350 4.175 5.305 5.305 4.248 5.300 5.300 5.235 5.235 5.235 5.890 5.213 5.213 6.513 5.192 5.192 7.327 5.161 5.161 7.607 5.155 5.155 8.028 5.145 5.145 8.576 5.133 5.133 9.237 5.178 5.178 9.439 5.193 5.193 9.519 5.205 5.205 10.000 5.263 5.263 -9.504 5.835 5.835 -9.482 5.832 5.832 -9.369 5.834 5.834 -9.087 5.827 5.827 -8.863 5.816 5.816 -8.418 5.796 5.796 -7.677 5.771 5.771 -7.560 5.767 5.767 -6.684 5.748 5.748 -6.322 5.736 5.736 -5.740 5.722 5.722 -5.516 5.714 5.714 -5.426 5.713 5.713 -5.076 5.703 5.703 -4.350 5.683 5.683 -4.041 5.676 5.676 -3.819 5.671 5.671 -3.144 5.665 5.665 -2.268 5.642 5.642 -2.089 5.639 5.639 -1.945 5.633 5.633 -1.415 5.616 5.616 -1.390 5.610 5.610 -1.032 5.968 5.968 -1.000 6.000 6.000 -0.543 6.000 6.000 -0.500 6.000 6.000 -0.457 6.000 6.000 0.000 6.000 6.000 0.043 6.000 6.000 0.500 5.999 5.999 0.957 6.000 6.000 1.000 6.000 6.000 1.490 5.510 5.510 1.538 5.461 5.461 1.561 5.461 5.461 1.585 5.468 5.468 1.614 5.469 5.469 1.814 5.467 5.467 2.496 5.472 5.472 2.507 5.472 5.472 2.556 5.471 5.471 3.550 5.449 5.449 3.983 5.419 5.419 4.760 5.425 5.425 4.975 5.432 5.432 5.866 5.122 5.122 6.221 4.873 4.873 6.778 4.472 4.472 6.941 4.343 4.343 7.027 4.317 4.317 7.331 4.297 4.297 8.090 4.210 4.210 8.351 4.220 4.220 8.853 4.264 4.264 9.421 4.315 4.315 9.999 4.380 4.380 10.000 4.380 4.380 -10.000 5.873 5.873 -9.941 5.872 5.872 -9.716 5.872 5.872 -9.392 5.873 5.873 -8.610 5.880 5.880 -7.922 5.887 5.887 -7.673 5.889 5.889 -6.810 5.878 5.878 -6.577 5.876 5.876 -5.832 5.835 5.835 -5.709 5.828 5.828 -5.662 5.824 5.824 -4.732 5.728 5.728 -4.529 5.718 5.718 -4.122 5.712 5.712 -3.488 5.707 5.707 -3.038 5.707 5.707 -2.396 5.693 5.693 -2.021 5.675 5.675 -1.622 5.655 5.655 -1.534 5.654 5.654 -1.453 5.650 5.650 -1.348 5.645 5.645 -1.063 5.930 5.930 -0.994 5.999 5.999 -0.890 6.000 6.000 -0.494 6.000 6.000 -0.096 6.000 6.000 0.000 6.000 6.000 0.006 6.000 6.000 0.404 6.000 6.000 0.506 6.000 6.000 0.610 6.000 6.000 1.006 6.000 6.000 1.263 5.743 5.743 2.637 4.369 4.369 2.669 4.336 4.336 3.410 4.055 4.055 3.608 3.975 3.975 3.715 3.943 3.943 4.615 3.656 3.656 4.721 3.627 3.627 4.907 3.616 3.616 5.529 3.519 3.519 5.726 3.483 3.483 7.289 3.488 3.488 7.701 3.543 3.543 8.210 3.643 3.643 8.607 3.595 3.595 9.807 3.542 3.542 9.900 3.537 3.537 10.000 3.503 3.503 -10.000 5.879 5.879 -9.782 5.875 5.875 -9.337 5.869 5.869 -9.081 5.865 5.865 -8.766 5.861 5.861 -8.013 5.848 5.848 -7.541 5.839 5.839 -7.252 5.835 5.835 -6.366 5.826 5.826 -6.278 5.826 5.826 -5.382 5.843 5.843 -4.995 5.833 5.833 -4.107 5.824 5.824 -4.077 5.821 5.821 -3.103 5.716 5.716 -2.776 5.700 5.700 -1.941 5.677 5.677 -1.910 5.678 5.678 -1.365 5.698 5.698 -1.301 5.699 5.699 -1.017 5.983 5.983 -1.000 5.999 5.999 -0.967 6.000 6.000 -0.500 6.000 6.000 -0.033 6.000 6.000 0.000 6.000 6.000 0.467 6.000 6.000 0.500 6.000 6.000 0.533 6.000 6.000 1.000 6.000 6.000 1.097 5.902 5.902 2.544 4.455 4.455 2.604 4.467 4.467 2.652 4.465 4.465 2.684 4.464 4.464 3.132 4.494 4.494 3.647 4.507 4.507 4.097 4.524 4.524 4.497 4.542 4.542 4.792 4.540 4.540 5.467 4.441 4.441 5.848 4.245 4.245 6.333 4.014 4.014 6.551 3.924 3.924 6.796 3.812 3.812 7.203 3.652 3.652 7.717 3.467 3.467 8.215 3.378 3.378 8.819 3.295 3.295 9.221 3.321 3.321 9.427 3.337 3.337 -10.000 6.447 6.447 -9.751 6.451 6.451 -9.096 6.491 6.491 -8.728 6.510 6.510 -8.362 6.528 6.528 -7.913 6.519 6.519 -7.498 6.534 6.534 -7.286 6.532 6.532 -6.558 6.489 6.489 -6.209 6.479 6.479 -5.880 6.473 6.473 -5.262 6.462 6.462 -4.658 6.431 6.431 -4.532 6.428 6.428 -4.367 6.425 6.425 -3.354 6.407 6.407 -2.332 6.366 6.366 -2.296 6.363 6.363 -2.275 6.360 6.360 -2.246 6.359 6.359 -1.262 6.280 6.280 -1.098 6.116 6.116 -0.982 6.000 6.000 -0.724 6.000 6.000 -0.483 6.000 6.000 -0.226 6.000 6.000 0.000 6.000 6.000 0.016 6.000 6.000 0.273 6.000 6.000 0.515 6.000 6.000 0.775 6.000 6.000 1.014 6.000 6.000 1.921 5.090 5.090 2.635 4.375 4.375 2.903 4.355 4.355 3.444 4.318 4.318 4.070 4.294 4.294 4.176 4.294 4.294 5.400 3.981 3.981 5.797 3.795 3.795 6.629 3.549 3.549 7.398 3.356 3.356 7.642 3.301 3.301 7.816 3.268 3.268 8.249 3.166 3.166 8.664 3.072 3.072 8.771 3.063 3.063 9.130 3.045 3.045 9.253 3.059 3.059 -10.000 5.059 5.059 -9.171 5.202 5.202 -8.883 5.193 5.193 -7.996 5.216 5.216 -7.988 5.217 5.217 -7.979 5.217 5.217 -6.961 5.177 5.177 -6.566 5.218 5.218 -6.202 5.328 5.328 -5.838 5.398 5.398 -4.900 5.482 5.482 -4.852 5.490 5.490 -3.909 5.563 5.563 -3.858 5.567 5.567 -3.856 5.567 5.567 -3.853 5.567 5.567 -3.006 5.663 5.663 -2.455 5.704 5.704 -1.889 5.760 5.760 -1.214 5.818 5.818 -1.179 5.820 5.820 -1.002 5.997 5.997 -1.000 5.999 5.999 -0.991 6.000 6.000 -0.500 6.000 6.000 -0.009 6.000 6.000 0.000 6.000 6.000 0.009 6.000 6.000 0.500 5.999 5.999 0.991 6.000 6.000 1.000 6.000 6.000 1.029 5.971 5.971 2.578 4.422 4.422 2.590 4.421 4.421 3.281 4.320 4.320 3.484 4.261 4.261 4.159 3.963 3.963 4.313 3.894 3.894 4.975 3.604 3.604 5.273 3.493 3.493 5.864 3.325 3.325 6.392 3.239 3.239 6.802 3.224 3.224 7.389 3.251 3.251 7.951 3.319 3.319 8.368 3.382 3.382 9.156 3.483 3.483 9.467 3.526 3.526 10.000 3.450 3.450 -10.000 4.886 4.886 -9.649 4.876 4.876 -8.966 4.990 4.990 -8.854 4.999 4.999 -8.748 5.012 5.012 -7.588 5.169 5.169 -7.490 5.187 5.187 -7.313 5.226 5.226 -6.329 5.430 5.430 -5.658 5.524 5.524 -5.265 5.574 5.574 -4.985 5.617 5.617 -3.942 5.746 5.746 -3.710 5.775 5.775 -3.120 5.832 5.832 -2.591 5.850 5.850 -2.291 5.855 5.855 -1.695 5.871 5.871 -1.577 5.877 5.877 -1.558 5.878 5.878 -1.081 5.919 5.919 -1.022 5.978 5.978 -1.000 5.999 5.999 -0.754 6.000 6.000 -0.500 6.000 6.000 -0.246 6.000 6.000 0.000 6.000 6.000 0.254 6.000 6.000 0.500 5.999 5.999 0.746 6.000 6.000 1.000 6.000 6.000 1.797 5.202 5.202 2.645 4.355 4.355 2.661 4.213 4.213 2.935 4.095 4.095 3.286 3.961 3.961 3.702 3.804 3.804 3.920 3.736 3.736 4.251 3.658 3.658 4.932 3.519 3.519 5.327 3.463 3.463 6.023 3.400 3.400 6.200 3.387 3.387 6.290 3.379 3.379 6.856 3.374 3.374 7.406 3.387 3.387 7.436 3.389 3.389 8.397 3.330 3.330 8.919 3.211 3.211 9.339 3.041 3.041 10.000 2.824 2.824 Ch 775.0m Ch 800.0m Ch 825.0m Ch 850.0m Ch 875.0m Ch 900.0m Ch 925.0m Ch 950.0m Total Volume Table Chainage 2.246 27.586 52.837 81.068 106.786 132.370 158.673 183.850 Cut Area 0.003m2 0.003m2 0.003m2 0.002m2 0.001m2 0.099m2 0.000m2 0.000m2 Fill Area 1.199m2 1.300m2 1.276m2 2.025m2 2.038m2 1.369m2 2.019m2 1.984m2 Cut Vol 0.000m3 0.085m3 0.084m3 0.071m3 0.029m3 1.292m3 1.270m3 0.003m3 Fill Vol 0.000m3 31.714m3 32.516m3 46.879m3 51.726m3 42.848m3 45.788m3 49.518m3 Cum Cut Vol 0.000m3 0.085m3 0.169m3 0.240m3 0.269m3 1.561m3 2.831m3 2.835m3 Cum Fill Vol 0.000m3 31.714m3 64.230m3 111.109m3 162.834m3 205.682m3 251.470m3 300.989m3 Net Vol 0.000m3 -31.629m3 -64.061m3 -110.868m3 -162.565m3 -204.122m3 -248.639m3 -298.154m3 Ch 775.0mCh 800.0mCh 825.0mCh 850.0mCh 875.0mCh 900.0mCh 925.0mCh 950.0m (183.85m) (158.673m) (132.37m) (106.786m) (81.068m) (52.837m) (27.586m) (2.246m) Cut/Fill Summary Name vol_surf-embank-v1 Totals Cut Factor 1.000 Fill Factor 1.000 2D Area 243454.055sq.m 243454.055sq.m Cut 2.595 Cu. M. 2.595 Cu. M. Fill 348.295 Cu. M. 348.295 Cu. M. Net 345.700 Cu. M.<Fill> 345.700 Cu. M.<Fill> Rev. Amendment Details By Ch'd App Date Issued for: Drawn: Checked: Approved: Scale: Date: RevisionDrawing Number: © MORAY COUNCIL. ALL RIGHTS RESERVED NOTES Reproduced by permission of Ordinance Survey on behalf of HMSO © Crown copyright and database right 2012. All rights reserved. Ordinance Survey Licence number 100023422 JAR Consultation OS Grid Ref: 333536 / 865729 @ A1 MORAY COUNCIL CONSULTANCY PO BOX 6760 ELGIN IV30 9BX TEL: 01343 543451 Item 6 Page 25
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REPORT TO: ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: MORAY HYDROGEN STRATEGY UPDATE BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT AND FINANCE) 1. REASON FOR REPORT 1.1 To seek the agreement of the Committee to adopt the Moray Hydrogen Strategy Phase 2 Update. 1.2 This report is submitted to Committee in terms of Section III (F) (33) of the Council's Scheme of Administration relating to providing, developing and monitoring the Council’s Economic Development and Infrastructure Services. 2. RECOMMENDATION 2.1 It is recommended that Committee approves and adopts the:- (i) Scoping Report for delivery of Phase 2 of the Moray Hydrogen Strategy (Appendix 1); (ii) delivery plan for the Moray Hydrogen Strategy (Appendix 2) 3. BACKGROUND 3.1 Development of a hydrogen economy is a national priority. In December 2020, the Scottish Government published a Hydrogen Policy Statement which aims for Scotland to be a “leading hydrogen nation in the production of reliable, competitive, sustainable hydrogen”. Moray has access to significant sources of green renewable power including offshore and onshore wind farms which, subject to contract, could create the conditions required to produce green hydrogen within Moray at scale. Item 7 Page 27
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3.2 On 10 March 2021, the Council adopted a Climate Change Strategy (CCS) for 2020-2030. In response to the actions approved as part of the CCS, consultants were commissioned to develop a Moray Hydrogen Strategy (para 13 of the Minute refers). Highlands and Islands Enterprise (HIE) were a key stakeholder in the development of the Moray Hydrogen Strategy and sought that the strategy include information on the decarbonisation of Moray’s distilling industry and other key projects including the infrastructure required to produce, store and supply hydrogen. On 6 September 2022 this Committee approved the first Moray Hydrogen Strategy (Para 10 of the Minute refers) 3.3 Hydrogen is fast becoming a key energy resource in the transition to a low carbon future. When produced from renewable energy sources, hydrogen is a zero carbon, zero emissions fuel that can be used for heavy duty vehicles, industrial uses and to heat homes. 3.4 A hydrogen economy is an economy that relies on hydrogen as the commercial fuel to deliver a substantial fraction of an area’s energy and service needs. Developing a hydrogen economy in Moray during the short to medium term, including connecting into adjacent areas, could: • contribute towards a reduction in greenhouse gas and particulate emissions; • improve the security of Moray’s energy supply; • increase and make better use of local renewable energy generation; and • help to address fuel poverty issues, particularly in rural areas. 3.5 To deliver a hydrogen economy the following key steps were proposed in the Moray Hydrogen Strategy: • In the short term (2023-2030): Create a hydrogen steering group within Moray to drive the development of hydrogen opportunities, stimulating both supply and demand. This group is led by Moray Council and include key stakeholders from the industrial base and wider community. The steering group meets monthly, and a number of successful stakeholder events have been held to date including a transport focused event. • Develop a pilot project to generate demand for hydrogen locally. A small-scale pilot project or projects are proposed to include combined hydrogen generators, storage and refuelling at a single site. The potential locations (as identified in Phase 1) to be considered are Lossiemouth, Aberlour, Buckie Harbour, Keith and Elgin. The target users for the hydrogen in the first instance would be the “back to base” and transport fleets such as local buses and refuse trucks. • In the short to medium term, the aim would be to expand the hydrogen generation facilities to further stimulate the demand from road freight transport and from the industrial users such as the distilleries. • In the long term (beyond 2040), the hydrogen economy for Moray could be based on generating hydrogen from green electricity sources within Page 28
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Moray, purchasing hydrogen from outside the area, and distributing hydrogen through the area through a pipeline network. The demand for hydrogen would come from a wider range of sectors including the distilleries, other high-heat industry, the road haulage industry, council services and potentially to heat homes and businesses. 4. PROPOSED PHASE 2 TO DELIVER MORAY HYDROGEN STRATEGY 4.1 To progress the Moray Hydrogen Strategy a grant from The Just Transition Fund was received. This allowed Mott Macdonald to be contracted to engage with businesses and develop a scoping report for the delivery of Phase 2 of the Hydrogen Strategy (Appendix 1). This research recommended to separate the pilot into two aspects – an initial small pilot for Council fleet vehicles using hydrogen from outwith Moray, and the later development of public refuelling facilities as the hydrogen economy matures. These are included as actions 1.6 and 1.7 in the Delivery Plan (Appendix 2). 4.2 The aim of the Fuel Switching study was to highlight decarbonisation opportunities for Moray Council’s fleet. The fuel switching study will be presented to Committee with the wider Fleet Decarbonisation Strategy It recommends that the Council should look to pilot a small number of hydrogen vehicles as part of our fleet of vehicles. An initial pilot should include refuelling facilities for Council vehicles at the depot using a hydrogen fuel supply from outwith Moray. This will be the quickest way to proceed and can help to build public awareness, knowledge and stakeholder acceptance of hydrogen vehicles. By piloting a small number of vehicles with hydrogen produced elsewhere this will provide an immediate demand for hydrogen. The number of hydrogen vehicles can then be upscaled once a public hydrogen fuelling facility is available. This will probably be after 2027 at the earliest and is. discussed in section 4.3 – 4.12. 4.3 The proposed scope of delivery of phase 2 of the Hydrogen Strategy is presented in Appendix 1. In summary, this r seeks to determine where suitable public hydrogen fuelling facilities can be located. It demonstrates that there are locations that would be suitable for refuelling sites in Elgin, that Buckie harbour is suitable for a maritime refuelling centre, and more work is required to determine a suitable location in Speyside for a joint hydrogen production and refuelling site. 4.4 This scope of future work expands on the previous phase of the project by: • Supporting further progress of the hydrogen stakeholder network, • examination of hydrogen delivery infrastructure and actions required to develop a hydrogen economy, • developing an in-depth social outcome analysis to help maximise the benefits of hydrogen investment. Page 29
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4.5 Developing a hydrogen economy to meet the Scottish Government’s Net Zero target of 2045 will require the parallel growth of supply and demand. The hydrogen strategy for Moray sets out how the supply for hydrogen can be increased over time to meet the increasing local demand for hydrogen from industrial users, transport, hospitals, and public sector organisations as well as local communities. 4.6 Following on from the Phase 1 report which identified potential hydrogen hub locations, a key action for Phase 2 was to pinpoint where the highest hydrogen demand is likely to be from, and thus support the future possible deployment of Moray’s first stand-alone Hydrogen Refuelling Station (HRS) or as part of a hydrogen ‘’hub’’ which seeks to produce hydrogen on site as well as have public refuelling facilities. 4.7 In the context of the Phase 2, the initial ‘high level’ considerations of the site selection were further investigated based on an overarching set of criteria, such as hydrogen demand, stakeholder proximity and engagement, and social outcomes. This exercise scored criteria against the broad range of disciplines, for a comprehensive assessment of specific sites. 4.8 In terms of future hydrogen demand, the locations closer to higher traffic flows and high density of whisky distilleries, such as Elgin or Aberlour have scored higher than the rest of the evaluated possible sites. There is a strong desire to implement a hydrogen economy within Aberlour, since some transport logistics companies, which count distilleries as clients, are investing in hydrogen fuelled vehicles. Therefore, Elgin and Aberlour are two key strategic sites for a future hydrogen hub based on foreseeable future demand. 4.9 Notwithstanding these factors, the social outcome assessment has revealed that the high need for socio-economic intervention in places such as Buckie, Aberlour and Keith could be addressed by deploying pilot hydrogen, end-use or storage projects within the area. It is noted that the highest levels of unemployment and deprivation were observed in Buckie and as such the effects of a corresponding community benefit strategy would be favourable. Due to Buckie’s strategic location on the Scottish North-East coast, it has high potential to serve as a HRS for crew transport vessels transferring technicians to nearby offshore windfarms for maintenance and technical surveillance. 4.10 Therefore, Elgin and Aberlour should be considered as potential HRS locations for road haulage end-users and Buckie should be considered as potential HRS for maritime end-users. Further stages of the project should consider the feasibility of a dual-purpose HRS for supporting fuel transition of both transport means. 4.11 At this stage of site selection process, the current recommendation is for a hydrogen refuelling facility at Location 1 (Elgin: A96 Barmuckity area), subject to assessment of whether the required clearances can be achieved underneath the overhead power line. Although this is the current recommendation, further investigation into land ownership, stakeholder engagement and site visits may highlight a more suitable site. Page 30
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4.12 Two potential sites in Aberlour have been found unsuitable based on the Moray Local Development Plan (MLDP) 2020 but generally scored highly due to the transport demand, so it is recommended that alternative site options in line with the MLDP 2020 within Aberlour are explored during the next stage and compared to the sites above before any final decision is made on site selection. As the new MLDP is currently being developed it is recommended that future work also considers how this Hydrogen Strategy could feed into the development of the new MLDP. 5. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP)) Development of a Moray Hydrogen Strategy was an action of the Council’s Climate Change Strategy 2020-2030 which supports the priorities set out in the Corporate Plan 2019-2024. (b) Policy and Legal The Climate Change (Scotland) Act 2009 places a duty on public bodies to act in a way that they consider most sustainable and in the way best calculated to deliver the emission reduction targets set in the Act. (c) Financial implications There are no financial implications for the Council at this stage as the documents set out a strategic pathway to be developed. The pilot will involve a government funding bid by partners to enable the project to progress. (d) Risk Implications There is a risk that the Council will be unable to comply with its own net zero target and subsequent statutory net zero targets if work to develop sustainable energy systems does not accelerate. If a hydrogen strategy is not implemented, Moray would fail to maximise the benefits of developing a hydrogen economy. (e) Staffing Implications There will be a requirement for staff from several services including Strategic Planning & Development, Housing & Property and Environmental & Commercial Services to contribute to the progression of the strategy and a fleet pilot. (f) Property There will be property implications linked to the delivery of the Moray Hydrogen Strategy including the depot at Ashgrove if it is designated as a green hub. These implications will be set out in more detail as the key actions relating to the fleet pilot are developed. Page 31
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(g) Equalities/Socio Economic Impact There are no equalities/socio economic impacts at this stage. The social outcome assessment has revealed that the high need for socio- economic intervention in places such as Buckie, Aberlour and Keith could be addressed by deploying pilot hydrogen, end-use or storage projects within the area. This will be considered, and an equalities impact assessment carried out where funding applications are progressed. (h) Climate Change and Biodiversity Impacts This update of a hydrogen strategy will assist with the Council’s decarbonisation target to be net zero by 2030, and the transition to net zero across the wider Moray area, in line with the aims of the Moray Council Climate Change Strategy 2020-2030. By piloting hydrogen projects within Moray, it will be possible to influence, educate and engage the wider community in climate action initiatives. (i) Consultations Consultations have been undertaken with the Depute Chief Executive (Economy, Environment and Finance), the Head of Economic Growth & Development, the Legal Services Manager, the Head of Housing and Property, the Head of Environmental and Commercial Services, the Head of Education Resources & Communities, the Property Asset Manager, the Energy Officer, the Equal Opportunities Officer, the Roads Maintenance Manager, and L Rowan, Committee Services Officer. Where comments have been received, these have been included within the report. 6. CONCLUSION 6.1 The Moray Hydrogen Strategy Scoping Report for delivery of Phase 2 supports the development of a hydrogen economy in Moray. It will support the necessary capacity building for an industry shift to hydrogen, and the production of green hydrogen to reduce reliance on carbon intensive energy sources. 6.2 The recommendations support a sustainable approach to achieving emissions reduction in line with the Council’s own net zero target and its duties under the Climate Change (Scotland) Act 2009. Author of Report: Rod Lovie, Principal Climate Change Strategy Officer Background Papers: hydrogen strategy ED&I committee report 6 sept 2022 Ref: SPMAN-813460984-461 Page 32
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Moray Hydrogen Strategy Phase 2 Report December 2023 Confidential Item 7 Page 33
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Mott MacDonald Moray House 16-18 Bank Street Inverness IV1 1QY United Kingdom T +44 (0)1463 239323 mottmac.com Mott MacDonald Limited. Registered in England and Wales no. 1243967. Registered office: Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom Moray Hydrogen Strategy Phase 2 Report December 2023 Confidential Page 35
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 Issue and Revision Record Revision Date Originator Checker Approver Description A 25/08/2023 JJ, NH, OV, SN, SS, TB SN MY Draft Issue for Client Review B 11/12/2023 TC SN MY Final Issue Document reference: Information class: Standard This document is issued for the party which commissioned it and for specific purposes connected with the above- captioned project only. It should not be relied upon by any other party or used for any other purpose. We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it. Page 36
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 Contents Executive Summary 1 1 Introduction 4 1.1 Project Background 4 2 Abbreviations 7 3 Hydrogen Demand Analysis 8 3.1 Purpose 8 3.2 Overview 9 3.3 Assessment Methodology 9 3.3.1 Multi-Criteria Assessment 9 3.3.2 Stakeholder Engagement Exercise 11 3.4 Assessment Limitations 12 4 Multi-Criteria Assessment Findings 13 4.1 HGV Flows 13 4.2 LGV Flows 14 4.3 Car/Taxi Flows 16 4.4 PSV Flow 17 4.5 Stakeholder Proximity Analysis 18 4.6 Summary of Analysis 20 5 Stakeholder Engagement Exercise 21 5.1 Existing Fleets 21 5.2 Fleet Movements 22 5.3 Fleet Transition Plans 22 5.4 Barriers to Hydrogen Uptake 22 5.5 Final Thoughts 23 5.6 Implications for Hydrogen Refuelling Station Selection Process 23 6 Social Outcomes 24 6.1 Moray – Local Context 24 6.2 Location Appraisal 24 6.3 Approach 25 6.4 Location Ranking 26 6.4.1 Scoring Matrix 26 6.4.2 Scottish National Baseline Criteria 26 Page 37
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 6.5 Location ranking and scoring 27 6.6 Community Benefit Measuring Success 30 7 Road Refuelling Site Selection 33 7.1 Assessment Methodology 33 7.2 Multi-Criteria Assessment 34 7.2.1 The Land 34 7.2.2 Power 34 7.2.3 Water 34 7.2.4 Wastewater 34 7.2.5 Road Access 35 7.2.6 Transport Demand 35 7.2.7 Social Value 35 7.3 Scoring Results 37 7.4 Site Selection Shortlist & Final Site Recommendation 38 7.4.2 Final Site Recommendation 45 8 Road Refuelling 46 8.1 Overview 46 8.1.1 Storage 46 8.1.2 Layout & Footprint 47 9 Maritime Refuelling & Footprint 49 9.1 Buckie Harbour 49 9.2 Infrastructure Requirements 51 9.3 High Pressure Storage 51 9.4 Hydrogen Dispensers 52 9.5 Bunkering 52 9.6 Footprint 53 10 Conclusion 54 10.1 Overview of Findings 54 11 Recommendations 55 11.1 Next Steps 55 11.1.1 Road & Maritime Hydrogen Refuelling 55 A. Stakeholder List 57 B. Site Selection Prospects 58 B.1 Elgin 58 B.2 Lossiemouth 61 Page 38
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 B.3 Aberlour 62 B.4 Blackhillock (Keith) 64 B.5 Buckie Harbour 65 C. Elgin Location Profile 68 C.1 Labour Market and Local Area 68 C.2 Skills and Training 69 C.3 Local Economy 69 C.4 Health and Wellbeing 70 D. Lossiemouth Location Profile 71 D.1 Labour Market and Local Area 71 D.2 Skills and Training 72 D.3 Local Economy 72 D.4 Health and Wellbeing 73 E. Aberlour Location Profile 74 E.1 Labour Market and Local Area 74 E.2 Skills and Training 74 E.3 Local Economy 75 E.4 Health and Wellbeing 75 F. Blackhillock (Keith) Location Profile 76 F.1 Labour Market and Local Area 76 F.2 Skills and Training 77 F.3 Local Economy 77 F.4 Health and Wellbeing 77 F.5 Energy Masterplan 77 G. Buckie Harbour Location Profile 78 G.1 Labour Market and Local Area 78 G.2 Skills and Training 79 G.3 Local Economy 80 G.4 Health and Wellbeing 80 H. Community Development Funds 81 I. Latest Hydrogen Research 82 J. Subsidies and Funding 83 Page 39
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 Page 40
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 1 of 86 Executive Summary Moray Council approved a Climate Change Strategy on 10th March 2021 with a high-level action plan. Moray has a population circa 97,000 and has high levels of manufacturing including 50% of Scotland’s distilleries and global brands. Hydrogen is fast becoming a key energy resource in the transition to a low carbon future. To achieve Moray Council’s commitment to achieve Net Zero by 2030 and enable the energy transition, the Council has engaged Mott MacDonald to develop a strategy for hydrogen, including opportunities for the transition of Council owned buildings and the transport fleet. Highlands and Islands Enterprise (HIE) also sought for the strategy to include information on the decarbonisation of Moray’s distilling industry and other key hydrogen projects; and the associated infrastructure requirements to produce, store and supply hydrogen. Developing a hydrogen economy in Moray during the short to medium term, including connecting into adjacent regions, could contribute to a reduction in greenhouse gases and particulate emissions, improve security of energy supply, contribute towards the decarbonisation of transport, increase and make better use of renewable energy generation, and could help address fuel poverty issues, particularly in rural areas. Moray Council and HIE developed a Hydrogen Strategy and Action Plan which explores the use of green hydrogen to help achieve the benefits of a hydrogen economy. The Council recognises that hydrogen could have a key role in providing an alternative energy to fossil fuels. The challenge is to understand the market context within Moray to develop short-, medium- and long-term hydrogen demand profiles which can then be used to determine the viability of hydrogen generation and storage. The Moray Hydrogen Scoping Report for Phase 2 expands on the previous phase of the project by offering further support for the establishment of a hydrogen stakeholder network, examination of hydrogen delivery infrastructure and actions required to develop a hydrogen economy. Moreover, as the Council has expressed a strong desire to provide ‘’a life of opportunity for all, where people can thrive in vibrant communities, and where we work together to enrich our future.”, an in-depth social outcome analysis has also been developed to help maximise the benefits of hydrogen investment. Developing a hydrogen economy to meet the Scottish Government’s and Moray Council’s Net Zero targets will require the parallel growth of supply and demand. The hydrogen strategy for Moray sets out how the supply for hydrogen can be increased over time to meet the increasing local demand for hydrogen from industrial users, transport, hospitals, and public sector organisations as well as local communities. The development of a hydrogen economy within Moray will bring many benefits to the region including inward investment, creation of new opportunities and jobs, retention and development of young persons in Moray. Inward investment in the hydrogen supply, demand and infrastructure within Moray offers a sustainable economic growth opportunity with a positive impact on reducing poverty. Moray has access to significant sources of green renewable power including offshore and onshore wind farms which, subject to contract, could create the conditions required to produce green hydrogen within Moray at scale. To deliver a hydrogen economy the following key steps were proposed in the initial Strategy and further developed within Phase 2: Page 41
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 2 of 86 ● Create a hydrogen steering group within Moray to drive the development of hydrogen opportunities, stimulating both supply and demand. This group could be led by Moray Council and include key stakeholders from the industrial base and wider community. This steering group and a wider hydrogen stakeholder network have been set-up as part of Phase 2. The steering group meets monthly, and a number of successful stakeholder events have been held to date including a transport focused event. ● Start to generate hydrogen within Moray to generate demand. A small-scale pilot project or projects are proposed to include combined hydrogen generators, storage and refuelling at a single site. Regional scale-up options will be considered when selecting pilot project(s). The potential locations (as identified in Phase 1) to be considered are Lossiemouth, Aberlour, Buckie Harbour, Keith and Elgin. The target users for the hydrogen in the first instance would be the “back to base” and transport fleets such as local buses and refuse trucks. ● In the short to medium term, the aim would be to expand the hydrogen generation facilities to further stimulate the demand from road freight transport and form the industrial users such as the distilleries. Hydrogen can start to be distributed by road tanker from the generator to the end user. A network of hydrogen refuelling stations can be developed, further stimulating demand from the road freight transport users. ● In the long term, the hydrogen economy for Moray could be based on generating hydrogen from green electricity sources within Moray, purchasing hydrogen from outside the area, and distributing hydrogen through the area through a pipeline network. The demand for hydrogen would come from a wider range of sectors including the distilleries, other high-heat industry, the road haulage industry, council services and potentially to heat homes and businesses. Following on from the Phase 1 report that identified potential hydrogen hub locations, a key action for Phase 2 was to pinpoint where the highest hydrogen demand is coming from, and thus support the deployment of Moray’s first Hydrogen Refuelling Station (HRS) or as part of a hydrogen ‘’hub’’. In the context of the Phase 2, the initial ‘high level’ considerations of the site selection were further investigated based on an overarching set of criteria, such as hydrogen demand, stakeholder proximity and engagement and social outcomes. This exercise scored criteria against the broad range of disciplines, for a comprehensive assessment of specific sites. In terms of future hydrogen demand, the locations closer to higher traffic flows and high density of whisky distilleries, such as Elgin or Aberlour have scored higher than the rest of the evaluated possible sites. There is a strong desire to implement a hydrogen economy, since some transport logistics companies, which count distilleries as clients, within Aberlour are investing in hydrogen fuelled vehicles. Therefore, Elgin and Aberlour are two key strategic sites for a future hydrogen hub based on foreseeable future demand. Notwithstanding, the social outcome assessment has revealed that the high need for socio- economic intervention in places such as Buckie, Aberlour and Keith could be addressed by deploying pilot hydrogen, end-use or storage projects within the area. It is noted that the highest levels of unemployment and deprivation were observed in Buckie and as such the effects of a community benefit strategy would be favourable. Due to Buckie’s strategic location on the Scottish North-East coast, it has high potential to serve as a HRS for crew transport vessels transferring technicians to nearby offshore windfarms for maintenance and technical surveillance. Nevertheless, from a traffic demand standpoint of view, Elgin and Aberlour provide more advantageous prospects. Therefore, Elgin and Aberlour should be considered as potential HRS location for road haulage end-users and Buckie should be considered as potential HRS for maritime end-users. Further stages of the project should consider the feasibility of a dual-purpose HRS for supporting fuel transition of both transport means. Page 42
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 3 of 86 To conclude, although not an exhaustive study on the qualitative and quantitative criteria set, this report has provided greater context and detail on the matter of technical feasibility of a HRS and ‘’hydrogen hub’’ development in Moray but also on how to retain the benefits of hydrogen energy investment for the people and communities. Section 11 provides a list of recommendations to determine the most suitable and appropriate HRS site for Moray and to maximise the leverage of a hydrogen economy within Moray. Additionally, a Fuel Switching study was carried with the scope to highlight decarbonisation opportunities for Moray Council’s fleet. For further information please refer to the separate “Moray Hydrogen Strategy - Fuel Switching Strategy Report’’. Page 43
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 4 of 86 1 Introduction Moray is an ideal location to establish a hydrogen economy with direct access to existing and future large scale renewable energy sources, including onshore and offshore wind power, and reliable water sources, providing the essential resources required for green hydrogen production. Moray Council has set an ambitious commitment to take a leading role to assist in the Scottish Government’s target of a 75% reduction in regional emissions by 2030 and Net Zero emissions by 2045. Hydrogen provides a sustainable alternative to burning fossil fuels and its contribution to helping Scotland reach its Net Zero targets for industry, transport, power and heat is recognised by the Scottish Government. Hydrogen, produced from renewable energy sources, is a zero carbon, zero emission fuel that can be used for heavy duty vehicles including buses, trucks, agricultural vehicles, marine vessels and trains, and also used to provide heat for industrial uses and for homes. In addition to hydrogen, it is recognised that a significant amount of energy will also be needed from other low carbon sources including electricity. The Scottish Government Hydrogen Policy Statement, published December 2020, sets out Scottish Government support for the strategic growth of a strong hydrogen economy in Scotland. The Minister for Energy, Connectivity, and the Islands provides the following vison in the ministerial forward: “Our vision is for Scotland to become a leading Hydrogen Nation in the production of reliable, competitive, sustainable hydrogen and secure Scotland’s future as a centre for international excellence as we establish the innovation skills and supply chain that will underpin our energy transition. Scotland’s unique selling points, are its natural resources, infrastructure and skilled energy workforce which enable us to become the producer of lowest cost hydrogen in Europe by 2045.” The Scottish Government Draft Hydrogen Action Plan, published November 2021, sets out the actions for the next five years to support the development of a hydrogen economy. The Cabinet Secretary for Net Zero, Energy and Transport includes the following statement as part of the ministerial forward: “Hydrogen has a role to play across Scotland in our islands and rural communities, cities and industrial clusters, and strategies for its production and application are expected to vary across these geographic regions. We are committed to realising the benefits of hydrogen to our regions and local communities and so will support regional hubs of hydrogen activity across Scotland, recognising the differing resources, strengths and focuses of each location.” The Moray Hydrogen Phase 2 Strategy aims to expand on the previous phase of the project by supplementing the initial scope of work by offering further support for the establishment of a hydrogen stakeholder network, examination of hydrogen delivery infrastructure and actions required to develop a hydrogen economy. Moreover, as the Council has expressed a strong desire to provide ‘’a life of opportunity for all, where people can thrive in vibrant communities, and where we work together to enrich our future.”, an in-depth social outcome analysis has also been developed to help maximise the benefits of hydrogen investment. 1.1 Project Background Moray Council has committed to achieving Net Zero by 2030 and aims to provide the necessary local and regional leadership to support businesses and communities in Moray to transition to Page 44
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 6 of 86 net zero. Moray Council, along with Highlands and Islands Enterprise (HIE), recognise the potential that hydrogen may play in this transition by providing an alternative source of energy to traditional fossil fuels. Accordingly, in 2022 Moray Council commissioned Mott MacDonald to develop a strategy for hydrogen; setting out the market context – particularly in light of the significant potential for the use of hydrogen in Moray’s distilling industry – and proposing a set of short, medium and long- term actions which establish the associated infrastructure requirements to produce, store and supply hydrogen. As part of that exercise, a key action is to pinpoint where the highest hydrogen demand is coming from, and thus support the deployment of Moray’s first HRS or as part of a hydrogen ‘’hub’’. While the Phase 1 strategy report identifies a number of potential locations across Moray, the initial considerations are very much ‘high level’. In the context of the Phase 2, the initial ‘high level’ considerations of the site selection are further investigated based on an overarching set of criteria, such as hydrogen demand, stakeholder proximity and engagement and social outcomes. This exercise will be scoring criteria against the broad range of disciplines, for a comprehensive assessment of specific sites. Additionally, a Fuel Switching study was carried with the scope to highlight decarbonisation opportunities for Moray Council’s fleet. For further information please refer to the separate “Moray Hydrogen Strategy - Fuel Switching Strategy Report’’. Page 45
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 7 of 86 2 Abbreviations Table 2.1: List of Abbreviations Abbreviation Definition AADF Annual Average Daily Flow CTV Crew Transport Vessel DfT Department for Transport ERSI Environmental Systems Research Institute EV Electric Vehicle HGV Heavy Goods Vehicle HRS Hydrogen Refuelling Station ICE Internal Combustion Engine LGV Light Goods Vehicle MoD Ministry of Defence NFRT National Road Traffic Forecast NHS National Health Service OWF Off-Shore Wind Farm PSV Public Service Vehicle RAF Royal Air Force SME Subject Matter Expert Page 46
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 8 of 86 3 Hydrogen Demand Analysis 3.1 Purpose This Hydrogen Demand Analysis has been prepared to support the selection of a potential location for Moray’s first Hydrogen Refuelling Station (HRS). Hydrogen demand is a decisive factor when it comes to commitment to investment in hydrogen energy. As such this section presents a quantitative multi-criteria assessment supported by qualitative information derived from stakeholders’ input to support the identification of a suitable HRS location process. The analysis supplements the wider endeavour being undertaken to identify and assess potential locations through a strategic assessment of locations using transport-specific criteria. This assessment considers the five broad ‘hubs’ across the local authority area: Elgin, Lossiemouth, Aberlour, Buckie and Keith. A plan showing the potential locations within Moray is provided in Figure 3.1. Figure 3.1: Hydrogen Fuelling Station Potential Locations Source: Mott MacDonald Page 47
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 9 of 86 3.2 Overview This assessment aims to help identify the first of a series of future HRS locations with respect to hydrogen demand. This analysis therefore seeks to determine where the most likely immediate future demand will be located within Moray in order to help guide future decision-making. The widespread rollout of hydrogen-fuel vehicles (and crucially, the supporting refuelling infrastructure) is still in its relative infancy compared to other non-ICE vehicle types (e.g., Battery Electric Vehicles). As such, the ability to accurately forecast the likely future uptake of hydrogen as a vehicle fuel is limited. However, the use of hydrogen as a vehicle fuel is increasing. First Bus has notably invested in a fleet of hydrogen-fuelled double-decker buses in Aberdeen1. Feasibility and pilot studies continue to build momentum both in the UK and abroad. The majority of these are focused on commercial vehicles such as HGVs and LGVs and there are comparatively fewer hydrogen manufacturers in the personal car market. It therefore stands to reason that Moray will follow trends in hydrogen use seen elsewhere – namely that initial uptake will be driven by commercial and fleet vehicles and latterly (if at all) by personal car use. Within the context of this report, it is reasonable to assume that the locations with the highest PSV, HGV and LGV flows will have the greatest immediate potential need in future for a HRS and are therefore prioritised within the assessment. As part of the initial development of the Moray Hydrogen Strategy, fleet owners were engaged across Moray to establish fleet sizes, compositions, as well as any plans concerning fleet transitions away from traditional ICE vehicles. These stakeholders were contacted again for this phase, to update existing intelligence and in particular, identify if new plans for vehicle transition have developed, or if existing plans have accelerated. Any information gathered is incorporated into the assessment process. 3.3 Assessment Methodology There are two separate elements to the methodology: ● A quantitative multi-criteria assessment considering the spatial distribution of fleet locations, traffic flows and routing patterns across Moray to assess where the most likely future demand for hydrogen fuel will be located. ● A qualitative stakeholder engagement exercise which seeks to draw out further detail from major fleet owners in Moray; particular around fleet movements and compositions, as well as any information regarding transition plans to hydrogen fuelled vehicles. 3.3.1 Multi-Criteria Assessment In order to evaluate the suitability of each of the potential locations, a high-level quantitative multi-criteria assessment was undertaken using a combination of traffic data and GIS software. A set of scoring criteria was developed and used to assess each location in turn, with each potential location assigned a ranking of one to five (i.e., ‘best’ to ‘worst’) as seen in Section 4. Each criterion was then weighted based on the study team’s knowledge and current understanding of the hydrogen vehicle roadmaps and a cumulative ‘final’ score was then derived to identify the location with the greatest potential for Moray’s first HRS. Details of the scoring criteria have been included in Table 3.1. 1 https://www.firstbus.co.uk/aberdeen/plan-journey/zero-emission-mission/hydrogen-buses, last accessed 13 June 2023 Page 48
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 10 of 86 Table 3.1: Multi-Criteria Assessment Scoring Criteria Scoring Criteria Description Weighting Weighting Justification HGV Flows Average HGVs flow on study network (within 10 minute drive of location) High Most likely vehicle type to transition to hydrogen fuel in the short-medium term and therefore most likely to be indicative of initial future demand for a HRS LGV Flows Average LGVs flow on study network (within 10 minute drive of location) Medium Suggestion that LGVs are a likely candidate to transition to Hydrogen fuel in future, however, likely to be slower uptake than HGVs and PSVs and therefore considered secondary to these vehicle types Car/Taxi Flows Average Car/Taxi Vehicle flow on study network (within 10 minute drive of location) Low Potential for transition to hydrogen-fuelled cars and taxis in future but anticipated to be a much lower level/uptake speed than both HGVs/PSVs and LGVs PSV Flows Average PSVs flow on study network (within 10 minute drive of location) High Along with HGVs, another ‘most likely’ vehicle type to transition to hydrogen fuel in the short- medium term and therefore most likely to be indicative of initial future demand for a HRS Proximity to Key Stakeholders Number of stakeholders (within 10km of location) Medium Indicative of potential to support fleet operations of key organisations within the local authority Proximity to Distilleries Number of distilleries (within 10km of location) High Indicative of potential to support fleet operations of industry widely considered to be an ‘early’ adopter of hydrogen technology with significant potential to translate into hydrogen vehicle uptake Source: Mott MacDonald DfT AADF counts2 have been used in the assessment and provide disaggregated counts of all road vehicle types. The vehicle types used – as set out in Table 3.1 – are defined by the DfT as follows: ● HGVs – all goods vehicles over 3.5 tonnes gross vehicle weight ● LGVs – goods vehicles not exceeding 3.5 tonnes gross vehicle weight ● Cars and Taxis – defined as passenger vehicles with nine or fewer seats ● PSVs – all public service vehicles and works buses which have a gross weight greater than 3.5 tonnes NRTF growth factors have been applied to provide ‘future year’ traffic flows. An ‘opening’ year of 2025 has been assumed based on the proposed pilot project timelines set out in the Moray Hydrogen Strategy. DfT traffic data is only available for certain roads within the UK and as such, for Moray, the study network is limited to the trunk road and A-roads within the local authority. Analysis of these roads is considered reasonable for the scale of assessment and furthermore, representative of traffic flows within the local authority. ESRI ArcMap software was used to identify a 10-minute driving catchment for each of the proposed locations. Sections of the study network which fall within each catchment were then assessed and an average vehicle flow for each vehicle type was derived. A plan showing each of the 10-minute driving catchments used to calculate traffic flows alongside the Moray study network is provided in Figure 3.2. 2 Department of Transport Road Traffic Statistics: https://roadtraffic.dft.gov.uk/#6/55.254/-6.053/basemap- regions-countpoints, last accessed 13 June 2023 Page 49
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 11 of 86 Figure 3.2: Study Network & Driving Catchment Analysis Source: Mott MacDonald 3.3.2 Stakeholder Engagement Exercise The stakeholders who were previously engaged in the development of the Moray Hydrogen Strategy were contacted again for phase 2. A sub-group of ‘transport’ stakeholders were identified who are either owners or operators of sizeable fleets across Moray and the wider region. This list included Moray Council themselves, local freight and logistics operators, Ministry of Defence (Kinloss Barracks, RAF Lossiemouth), Scottish Water, NHS Grampian, emergency services, as well as major businesses located across Moray. A full list of those stakeholders contacted by the study team has been included in Appendix A. The principal reason for this exercise is to understand if plans for vehicle fleet transitions to low carbon technology have either developed or accelerated in the time since they were previously contacted in early 2022. In addition, engaging with these stakeholders allowed the study team to gather additional information not previously captured that may assist in the HRS site selection process. For example, whether fleets operated solely within specific locations or if certain routes were commonly used, strengthening the case for potentially higher levels of future hydrogen fuel demand in a given location. A total of 21 stakeholders were contacted with responses received from nine organisations indicating a willingness to take part in the study. At the time of writing, consultations have been completed via MS Teams with seven of the stakeholder organisations who initially responded. The remaining two stakeholders were not available within the timeframe for the report and therefore their input was not included in this report. Page 50
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 12 of 86 3.4 Assessment Limitations Given that hydrogen-fuelled vehicles are not yet widespread, the study team are not able to draw upon accurate forecasting tools which exist for other non-ICE vehicles (e.g. DfT forecasts for Electric Vehicle adoption). However, given that this exercise constitutes a high-level review, the approach of analysing traffic data across Moray’s strategic road network to derive future potential hydrogen use is deemed reasonable and appropriate for the purposes of supporting the initial HRS site selection process. Page 51
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 13 of 86 4 Multi-Criteria Assessment Findings This section provides the results of the quantitative multi-criteria assessment. Traffic movements across Moray, as well as the proximity of each potential location to fleet depots and other stakeholder locations have been analysed to produce a ranked preference for each of the potential HRS locations. Analysis for HGV flows, LGV flows, car and taxi flows, PSV flows, as well as stakeholder proximity is presented in Sections 4.1 to 4.5 with a weighted ‘summary’ ranking provided in Section 4.6. 4.1 HGV Flows Figure 4.1 indicates the distribution of HGV flows across Moray. Road links highlighted in red indicate the highest levels of HGV traffic, with those in green denoting the lowest. Red outlines indicate the catchments used to analyse the potential future demand at each of the high-level potential HRS locations. Analysis of this data has been summarised in Table 4.1. Figure 4.1: HGV Flows Source: Mott MacDonald Analysis reveals that the highest HGV flows are concentrated along the ‘spine’ of the A96 as it runs along a broad west-east axis from Inverness through Moray; particularly on those stretches of road between the local authority boundary (between Nairn and Forres), through Elgin, to Fochabers. This is unsurprising given the role of the A96 as a major transport artery across the region. It plays a crucial role in connecting key towns across Moray and also serves as a Page 52
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 14 of 86 strategically important route for freight across the wider region, particularly between Inverness and Aberdeen. Table 4.1: Potential HRS Location Ranking by Potential HGV Demand Potential HRS Location Av. Daily HGV Flow [within 10-minute drive] Ranking Elgin 380 1 Lossiemouth 335 2 Buckie 314 3 Keith 277 4 Aberlour 266 5 Source: Mott MacDonald This has resulted in those potential locations which are in close proximity to the A96 ranking higher, with Elgin, followed by Lossiemouth as the preferred locations under this analysis. Buckie ranking third is indicative of higher presences of HGV traffic along other strategic regional routes; in this case on the A98 towards Buckie and the Moray Coast. The road network south of Elgin (i.e., the A941 and A95) also registers high presence of HGVs – likely due to this route serving as a key strategic road link southwards towards the A9 – but to a lesser degree than elsewhere in local authority area. 4.2 LGV Flows Figure 4.2 indicates the distribution of LGV flows across Moray. Road links highlighted in red indicate the highest levels of LGV traffic, with those in green denoting the lowest. Red outlines indicate the catchments used to analyse the potential future demand at each of the high-level potential HRS locations. Analysis of this data has been summarised in Table 4.2. Page 53
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 15 of 86 Figure 4.2: LGV Flow Analysis Source: Mott MacDonald Results for LGVs resemble that of the HGV analysis detailed in Section 4.6. The highest flows are concentrated in around Elgin and broadly correlate with key arterial transport routes across the region. The highest LGV flows are present on the A96 and, to a lesser degree, along the A98 and A941. Most commonly used as commercial vehicles for distribution, courier services, small-scale logistics and as tradesperson vehicles, this evidence confirms that higher LGV flows are present in and around key population centres where such activity is likely to occur more frequently. Table 4.2: Potential HRS Location Ranking by Potential LGV Demand Potential HRS Location Av. Daily HGV Flow [within 10-minute drive] Ranking Elgin 1,330 1 Lossiemouth 1,290 2 Keith 1,154 3 Aberlour 1,081 4 Buckie 1,042 5 Source: Mott MacDonald As such, analysis of LGV flows has again resulted in Elgin ranking the highest of the proposed locations, followed closely by Lossiemouth in second and Keith third. Page 54
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 16 of 86 4.3 Car/Taxi Flows Figure 4.3 indicates the distribution of car and taxi flows across Moray. Road links highlighted in red indicate the highest levels of cars and taxis, with those in green denoting the lowest. Red outlines indicate the catchments used to analyse the potential future demand at each of the high-level potential HRS locations. Analysis of this data has been summarised in Table 4.3. Figure 4.3: Car/Taxi Flow Analysis Source: Mott MacDonald The highest levels of Car and Taxi traffic within Moray are clearly located within the vicinity of Elgin. The A96 east of the town (between Elgin and Fochabers) and certain stretches of the A941 northwards towards Lossiemouth are some of the most heavily trafficked routes within the local authority. This is reflective of Elgin’s status as both Moray’s administrative centre and largest settlement, with a total population of around 23,000. Table 4.3: Potential HRS Location Ranking by Potential Car/Taxi Demand Potential HRS Location Av. Daily Car/Taxi Flow [within 10-minute drive] Ranking Lossiemouth 5,269 1 Elgin 5,043 2 Keith 4,106 3 Aberlour 4,013 4 Buckie 3,974 5 Source: Mott MacDonald Page 55
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 17 of 86 However, analysis of each of the potential HRS locations as set out in Table 4.3 ranks Lossiemouth, not Elgin, as the preferred location in this instance. This is likely due to the proximity of, and interdependency between, Elgin and Lossiemouth in terms of services, amenities and employment opportunities. Furthermore, the presence of RAF Lossiemouth is likely to generate significant additional car traffic, including military personnel, civilian staff, and visitors accessing the base. 4.4 PSV Flow Figure 4.4 indicates the distribution of PSV flows across Moray. Road links highlighted in red indicate the highest levels of PSV traffic, with those in green denoting the lowest. Red outlines indicate the catchments used to analyse the potential future demand at each of the high-level potential HRS locations. Analysis of this data has been summarised in Table 4.4. Figure 4.4: PSV Flow Analysis Source: Mott MacDonald Figure 4.4 suggests that the higher PSV flows are again focused in and around Elgin, with isolated instances of higher PSV traffic east of Elgin towards Buckie on the A98. Similar to the analysis of car and taxi flows set out in Section 4.3, however, Lossiemouth ranks first out of the potential HRS locations; followed closely by Elgin in second and Buckie in third. Again, this is suggestive of the significant impact that proximity between the two settlements has on traffic movements within the area. Page 56
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 18 of 86 Table 4.4: Potential HRS Location Ranking by Potential PSV Demand Potential HRS Location Av. Daily PSV Flow [within 10-minute drive] Ranking Lossiemouth 53 1 Elgin 51 2 Buckie 38 3 Aberlour 36 4 Keith 28 5 Source: Mott MacDonald 4.5 Stakeholder Proximity Analysis Figure 4.5 reveals the proximity of key stakeholders to each of the potential HRS locations. Red pins denote stakeholders included as part of our concurrent engagement exercise and green pins denote distilleries. Analysis of each potential HRS location (including ranking) is summarised in Table 4.5 and Table 4.6. Figure 4.5: Stakeholder Proximity to Proposed HRS Locations Source: Mott MacDonald Page 57
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 19 of 86 Table 4.5: Potential HRS Location Ranking by Proximity to Key Stakeholders Potential HRS Location No. Key Stakeholders [within 10km radius] Ranking Elgin 11 1 Lossiemouth 4 2 Aberlour 3 3 Buckie 2 4 Keith 0 5 Source: Mott MacDonald Elgin with Moray’s largest population and serving as the local authority’s administrative centre, ranks highest of the five potential HRS locations in the proximity analysis to key stakeholders. Moray Council, local emergency services, NHS Grampian, Scottish Water and Stagecoach are some of the organisations which have depots either nearby or within Elgin itself. Additionally, RAF Lossiemouth is located less than 10km away from the centre of Elgin and could feasibly make use of an Elgin-based HRS should this location be taken forward as part of the pilot. Lossiemouth, with four key stakeholders within 10km, ranks second; although it should be noted that these four would also be served by Elgin (likewise being within 10km of Elgin). Aberlour ranks third and, in addition to being geographically located at the centre of Moray’s whisky industry, is also home to several businesses and logistics companies with sizeable fleets, such as Carntyne Logistics and the Forsyth Group. Buckie and Keith ranked fourth and fifth respectively with significantly fewer of the key stakeholders within range. It is worth noting, however, that Baxter’s – a major local employer with a sizeable fleet and logistics operation – would sit within range of a potential Buckie-based HRS location. Predictably, the highly concentrated nature of the whisky industry within Moray has resulted in Aberlour ranking first in the proximity analysis to distilleries. Located within the heart of Speyside, an Aberlour-based HRS has the potential to support the operations of 21 nearby distilleries including major whisky distillers such as Glenfiddich and Macallan. Elgin and Keith ranked second and third with eight and five distilleries in close proximity respectively. Buckie has only a single distillery nearby and Lossiemouth has none. Table 4.6: Potential HRS Location Ranking by Proximity to Distilleries Potential HRS Location No. Distilleries [within 10km radius] Ranking Aberlour 21 1 Elgin 8 2 Keith 5 3 Buckie 1 4 Lossiemouth 0 5 Source: Mott MacDonald Page 58
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 20 of 86 4.6 Summary of Analysis The results of the multi-criteria analysis are summarised in Table 4.7. Weightings, as set out in Table 3.1, have been applied to each criterion with a summary ranking score subsequently calculated. Table 4.7: Potential HRS Location Ranking – Summary of Analysis Potential HRS Location HGV Ranking LGV Ranking Car/Taxi Ranking PSV Ranking Stakeholder Proximity Ranking Distillery Proximity Ranking Summary Ranking Elgin 1 1 2 2 1 2 1 Lossiemouth 2 2 1 1 2 5 2 Aberlour 5 4 4 4 3 1 3 Keith 4 3 3 5 5 3 4 Buckie 3 5 5 3 4 4 5 Source: Mott MacDonald The assessment reveals that Elgin scores highest amongst the five potential HRS locations. The road network in and immediately around the town sees significantly higher average HGV and LGV flows compared to Moray as a whole, as well as some of the highest average PSV flows. Assuming that adoption of hydrogen fuelled vehicles materialises in line with anticipated market trends, locating Moray’s first HRS near Elgin would likely serve the highest levels of future demand across the local authority. Additionally, the high concentration of stakeholders with sizeable fleets in and around Elgin cements the likelihood of future demand, particularly amongst commercial vehicles. Lossiemouth ranks second highest of the potential HRS locations – in large part due to its proximity to both Elgin and some of the most heavily trafficked routes across Moray. Many of the stakeholders located in Elgin itself are within a short distance and could equally be served by a Lossiemouth-based HRS. While scoring less than Elgin and Lossiemouth on traffic metrics, Aberlour ranks third based on the potential to support stakeholders and, crucially, the whisky industry within Moray. Comparatively, both Keith and Buckie scored poorly when considering both traffic metrics and stakeholder proximity. While both are located on well trafficked routes spanning Moray, demand is consistently higher in the west of the local authority. Furthermore, there are considerably less stakeholder within close proximity to both locations, with far greater potential to serve higher numbers of key stakeholders or distilleries in Elgin/Lossiemouth and Aberlour respectively. Page 59
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 21 of 86 5 Stakeholder Engagement Exercise At the time of writing, stakeholder engagement discussions have been held with representatives from the following organisations: ● Kinloss Barracks (MoD) ● RAF Lossiemouth (MoD) ● Carntyne Transport ● Forsyth Group ● NHS Grampian ● Scottish Water ● Moray Council Representatives from each organisation are those who either have an interest in or responsibility for transport and fleet operations. Discussions were held virtually via MS Teams over the course of May and June 2023. A broad topic guide was issued in advance of each session, with questions covering four separate sections: ● Existing Fleets: an opportunity to establish fleet information if no previous data was made available, as well as updates on both fleet size and composition if applicable. ● Fleet Movements: an opportunity to better understand the travel patterns and traffic movements undertaken by fleets, with a particular focus on key routes, destinations and service catchments. ● Fleet Transition Plans: an opportunity to discuss current plans or aspirations to transition existing fleet to hydrogen (and other non-ICE vehicle types) as well as timescales (i.e., short, medium, long-term). ● Barriers: an opportunity for stakeholders to describe what they believe the key barriers are with regards to fleet transition towards hydrogen. ● Final Thoughts: This segment provided stakeholders with a space to voice any further thoughts not previously covered; including a preference (if any) for a potential HRS location, as well as any other points they felt may be important to the ongoing study. 5.1 Existing Fleets Fleet sizes of those stakeholders engaged ranged from a minimum of 150 to well over 500 vehicles. Generally, there has been very little change since initial engagement as part of the development of the Moray Hydrogen Strategy with no sizeable expansions or reductions in the number of vehicles. Composition of fleets varies significantly, with some primarily comprising HGVs (Carntyne and the Forsyth Group) and others focused more heavily on cars and lighter commercial vehicles (Scottish Water and NHS Grampian). All stakeholders have HGVs as part of their fleets to some degree. Kinloss Barracks, RAF Lossiemouth and Moray Council instead own fleets with a broad range of vehicles; many of which are explicitly classed as service vehicles – for example, airside vehicles at Lossiemouth or Moray Council’s fleet of gritters. Page 60
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 22 of 86 5.2 Fleet Movements Six out of seven of the organisations operate at, at least, a regional level with fleet movements covering the breadth of Moray and in some cases operating into the wider Highlands and parts of Aberdeenshire. Movements are typically made on the strategic road network, with some (Carntyne and the Forsyth Group) also utilising cross-country routes southwards towards the A9 in their respective capacities at logistics services supporting the whisky industry. RAF Lossiemouth was the only organisation stating that fleet movements were largely restricted within the grounds of the airbase. The RAF notes that due to the high numbers of civilian and military staff both living and working on site, there are around 1,300 cars driving to and from Lossiemouth on a daily basis. Despite larger fleet vehicles operating locally, the base is significant trip generator within Moray. 5.3 Fleet Transition Plans All organisations noted aspirations to convert their fleets to more sustainable vehicle types. Some, for example Kinloss Barracks, noted that while there is interest in conversion to hydrogen fuelled vehicles, the current lack of supporting infrastructure has resulted, instead, in a concerted focus on EVs. This is a general theme across the MoD estate where, currently, the ability to refuel vehicles using hydrogen is extremely limited. As critical elements of the UK’s defence infrastructure, locations such as Kinloss Barracks need to have a continual and guaranteed fuel supply; something which is simply not possible with hydrogen at present. Conversely, although RAF Lossiemouth too noted that vehicles were generally moving towards battery electric, a successful trial of hydrogen vehicles at an airbase in England took place last year and demonstrated the potential for viability for larger hydrogen vehicles supporting airside operations. The RAF may therefore still consider hydrogen fuel as a potential option to supplement fleet transition plans. Public sector organisations, such as NHS Grampian, Scottish Water and Moray Council, noted a willingness to transition to hydrogen fuelled vehicles. NHS Grampian in particular suggested that in the longer-term it is hoped that HGVs and LGVs within their fleet would be hydrogen fuelled. The current focus for these organisations – in line with respective net zero and carbon reduction strategies – is addressing what is currently feasible. For both organisations, this means converting cars and smaller commercial vehicles to battery electric vehicles in the absence of widespread, commercially feasible hydrogen options. In a similar vein, both Carntyne and the Forsyth Group noted the likelihood of fleets transitioning in a similar manner. Cars and smaller commercial vehicles would likely switch to battery electric vehicles, with HGVs and larger vehicles fully converting to Hydrogen. Crucially, both Carntyne and the Forsyth Group expressed their intentions to convert their entire HGV fleets to hydrogen in the future. Carntyne in particular advised of recent developments in applying for grant funding to support these activities, as well as plans to bring a small number of hydrogen HGVs (3-4) into their operations this year. 5.4 Barriers to Hydrogen Uptake When asked what was preventing the conversion of fleets to hydrogen, organisations unanimously noted the lack of available technology and supporting infrastructure required to enable such activities. Some organisations noted that where technology is currently available, restrictive costs – both in terms of capital investment (vehicles) and operations (fuel) – were the primary barrier. Notably, Carntyne and the Forsyth Group; the two organisations with the clearest strategies for moving forward with hydrogen uptake, also identified a lack of widespread skills within the hydrogen technology space and supply chain. Both voiced concerns over a lack of potential engineers to support the repair and maintenance of vehicles and equipment as and when fleet conversion occurs. Page 61
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 23 of 86 5.5 Final Thoughts Stakeholders were then given the opportunity to discuss any items not previously covered, including a preference (if any) for a future HRS in Moray. Carntyne advised that in addition to their plans for acquiring a small number of hydrogen HGVs, the organisation was also in the process of undertaking a feasibility study into the development of site facilities which would potentially enable on-site storage of hydrogen. Broadly, Elgin was considered as a strong potential location for a future HRS. A location which would “support the whisky sector” was also considered an appropriate choice by a number of organisations. 5.6 Implications for Hydrogen Refuelling Station Selection Process Ultimately, our stakeholder engagement exercise revealed a broad consensus for the transition of existing fleets to low-emission vehicle types. All stakeholders now hold strategies and policies leading their respective organisations towards net-zero targets which include the uptake of both battery electric, and hydrogen fuelled vehicles. In line with our own understanding of potential market trends, fleet operators within Moray also see a likely future where they operate ‘hybrid’ fleets; comprising smaller battery electric vehicles for personal and commercial use and larger hydrogen fuelled service vehicles to support the movement of freight, fuel and logistics. Considering the results of the ranking exercise as set out in Table 4.7 none of the information gathered as part of the stakeholder engagement exercise suggests that the rankings assigned to Keith (4), or Buckie (5) should change. Aberlour (3), however, is home to two organisations which have: expressed a strong preference for uptake in hydrogen fuelled vehicles; have sizeable HGV numbers within their fleets; and (in one instance), are actively taking measures to advance their own fleet transition plans. It is therefore deemed reasonable to lift Aberlour’s ranking above that of Lossiemouth (2). While Lossiemouth is home to RAF Lossiemouth, the organisation themselves have noted that in future, hydrogen vehicles would likely operate within the confines of the base. A future HRS may therefore see limited wider benefits compared to other high-scoring potential locations. Given the broad preference for Elgin as a potential HRS location, it’s ranking at (1) remains unchanged. A revised summary ranking table considering the findings of the stakeholder engagement exercise is included in Table 5.1. Table 5.1: Revised Potential HRS Location Ranking Potential HRS Location Previous Score Change (After Stakeholder Engagement Exercise) Revised Score Elgin 1 – 1 Aberlour 3 ↑ 2 Lossiemouth 2 ↓ 3 Keith 4 – 4 Buckie 5 – 5 Source: Mott MacDonald Page 62
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 24 of 86 6 Social Outcomes Moray Council have expressed their strong wishes with respects to capitalising on the benefits of a hydrogen economy to improve local communities by creating sustainable economic growth, youngster retention in Moray and decreasing regional unemployment rates. As such, a nearly exhaustive local needs assessment in all of the potential ‘’hub’’ locations was conducted. Several key factors like labour markets in local areas, skills and training, local economy as well as health and wellbeing have contributed to the overall evaluation. Please refer to Appendices C to G for further detail. 6.1 Moray – Local Context Moray, with an estimated population of 95,700, has 61.2% of its population in the working age bracket, which is lower than both Scotland (63.9%) and UK (62.4%) averages. 77.4% of the local population are economically active, with 17% of the workforce engaged in manufacturing, 10% in food and drink manufacturing, and 10% in tourism. In contrast to the Scotland and UK averages, Moray has a significantly larger proportion of skilled trade occupations (13.2%) and process plant & machine operatives (10.85%), and a lower share of employment in higher-level occupations. Although the regional unemployment rate is lower in Moray than in Scotland and GB, there is a marked increase in unemployment among the 16-24 age group. Reports indicate that a key barrier to employment in the region is the disparity between young people and employers' perceptions of entering the world of work. Specific barriers for young people are anxiety and confidence issues (23%), the need for previous experience (22%), discrimination on age, gender, or race (11%), health conditions (10%), and a lack of local opportunities (10%). Fuel poverty is a significant issue in Moray affecting around 32% of households, the third highest level of Scottish authorities. Approximately 300 businesses start each year in Moray, with a high proportion of micro and SME businesses located in the region. Despite having a low business birth rate compared to the Scottish average, perhaps owing to its unique health ecosystem, Moray has potential to become a leading location for research and development in the life sciences, digital, and technology sectors. The area has several purpose-built business parks located at Elgin and Forres, which are home to thriving local businesses such as Hunted Cow, IT Central, Fibre 1, Orbex, and Biomatrix Water Solutions. 6.2 Location Appraisal Moray is considered a natural location to establish a hydrogen economy and develop wider green technologies to support Scotland’s renewable energy supply chain. There are significant opportunities to generate local community benefits in relation to social, economic, and environmental wellbeing. In this report, we assess five key locations across Moray to determine which requires the most socio-economic and community benefit intervention to support council identify where pilot- project, end-use or storage of hydrogen-based facilities should be based. The five locations as seen in Figure 6.1 have been selected based on the outcomes of the potential demand assessment conducted as part of the scope for Phase 1: ● Elgin Page 63
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 25 of 86 ● Lossiemouth ● Aberlour ● Blackhillock (Keith) ● Buckie Harbour Figure 6.1: Map showing potential hydrogen ‘hubs’ Source: Moray Council 6.3 Approach A desk-based analysis was conducted a desk-based analysis for each location. This involved examining the relevant local development plans, economic development strategies, and area profiles to gain a comprehensive understanding of the local needs. The aim was to determine the level of local need across each site to determine which required the most socio-economic and community benefit intervention to improve the outcomes of the area against Scottish national averages. We utilised socio-economic, public, and census data, along with baseline Scottish national averages as seen in Table 6.2, to assign a score for each theme to each location using a scoring matrix of one to five as per Table 6.1. The total score obtained for each location determined its ranking, with higher scores indicating a greater local need for intervention. Four key themes were selected to categorise data and support our analysis, to determine how each location performed was measured against each theme: ● Labour Market and Local Area – data researched included local population figures, employment and unemployment rates, occupation groupings, and levels of deprivation. Page 64
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 26 of 86 ● Skills and Training – data researched included number of schools and colleges, local education attainment, and proportion of skilled labour in the market. ● Local Economy – our research included explore current local businesses, diversity of local economy, productivity rates and industry employment levels. ● Health and Wellbeing – data researched included greenspace per 1000 population, community facilities and assets, and health and wellbeing data. 6.4 Location Ranking 6.4.1 Scoring Matrix For this report, a scoring matrix that outlines the correlation between level of socio-economic and community benefit intervention level of local need against Scottish national averages was developed as seen in Table 6.1. The need, associated with each location’s performance and ranking. The score assigned for each location is a cumulative figure out of 20 that reflects how a location compares against Scottish national averages, and comparatively against each other based on data contained within local development plans, and strategies. Table 6.1: Scoring Matrix Score 1 2 3 4 5 Site compared to Scottish average Significantly better than average Better than average Average Below average Significantly below average Level intervention needed Least Most Source: Mott MacDonald 6.4.2 Scottish National Baseline Criteria Several key Scottish national baseline metrics and criteria were utilised to support the development of the scoring matrix and map out the level of local need required for each of the five locations as per Table 6.2. Table 6.2: Scottish Baseline Statistics Theme Criteria Scottish Baseline Statistics Labour Market and Local Area Unemployment Rate (2022) 3.2%3 Percentage of population experiencing income deprivation 12%4 Percentage of population in managerial or professional occupations (2011) 37.8%5 Skills and Training Percentage of population with no qualifications (2011) 26.8%6 3 https://www.bbc.co.uk/news/uk-scotland-62560395 4 https://simd.scot/#/simd2020/BTTTFTT/9/-4.0000/55.9000/ 5 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) 6 Education | Scotland's Census (scotlandscensus.gov.uk) Page 65
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Mott MacDonald | | Moray Hydrogen Strategy Scoping Report Phase 2 December 2023 Page 27 of 86 Theme Criteria Scottish Baseline Statistics Percentage of population with a standard grade or equivalent as highest qualification (2011) 23.1%7 Percentage of population with degree or professional qualification (2011) 26.1%8 Percentage of people in skilled trades occupations (2011) 12.5%9 Health and Wellbeing Percentage of population who described their health as ‘very good’ or ‘good’ (2011) 82.2%10 Percentage of population who consider themselves limited by a long-term health problem or disability (2011) 19.6%11 Percentage of population with a mental health condition (2011) 4.4%12 Obesity rate per 100 patients (2011) 8.0513 Local Economy Economic Activity Level (2019) 77.9%14 Self-employment rate (2019) 11%15 Participation in Manufacturing Industry (2019) 7.5%16 Gross Domestic Product Growth Rate (Dec 2022) 0.1%17 Source: Mott MacDonald 6.5 Location ranking and scoring This section presents the ranking for each location based on the desk-based analysis of available socio-economic data. Each location was scored on a scale of one (least need) to five (most need) for each theme, to identify which site requires the most socio-economic and community benefit intervention. The location with the highest score was considered to have the greatest need for intervention. Through this scoring and ranking process, Buckie emerged as the highest ranked location, indicating that both the site and local community would benefit from significant social and economic intervention across all categories. On the other hand, Lossiemouth was ranked the lowest, with relatively higher levels of good health, educational attainment, and employment. For a detailed summary of scores and the justification that informed the ranking, please refer to Table 6.3 below. 7 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 8 Education | Scotland's Census (scotlandscensus.gov.uk) 9 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) 10 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 11 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 12 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) 13 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) 14 https://www.hie.co.uk/media/6342/moraypluskeyplusstatisticsplus2019.pdf 15 https://www.hie.co.uk/media/6342/moraypluskeyplusstatisticsplus2019.pdf 16 https://www.hie.co.uk/media/6342/moraypluskeyplusstatisticsplus2019.pdf 17https://www.gov.uk/government/news/scottish-secretary-responds-to-gdp-for-q4-2022-and-december-2022 Page 66
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report Page 27 of 86 Table 6.3: Location ranking against key themes Overview Labour Market and Local Area Skills and Training Local Economy Health and Wellbeing Total Score Rank Location Maximum Score 5 5 5 5 20 N/A Elgin Score 4 2 1 4 11 4 Justification Elgin’s unemployment rate has increased in recent years, rising from 4% in 2011 to 6.49% in Dec 2022 – significantly higher than the national average. The town also has high levels of deprivation in the East – with two areas ranking within the most deprived 20% of data zones, and one within the most deprived 10% (figure. A.1). These areas scored poorly in and could benefit from interventions in the areas of education/skills, income, and employment – all which hydrogen development could benefit. However, although lower than the national average, the proportion of people in managerial and professional occupations is higher than most site areas. Furthermore, some areas in West Elgin were within the least deprived 10% of data zones bringing down the score. After Lossiemouth, fewer people have no qualifications in Elgin compared to the other locations (26.6%). This is also consistent with the national average. There is also a similar percentage of people with (higher education) degrees in Elgin compared to Lossiemouth and Aberlour. However, this is still lower than the national average. Elgin also has a wider range of education establishments compared to other areas including the only higher education college in Moray – UHI Moray. This greatly benefits the skills and training of people in the area. Good level of diversification and identified as a primary growth area in Moray Local Development Plan 2020 – already a focus for economic development through creation of a cultural quarter. Intervention in this area would have more benefit in other towns. Following Lossiemouth, people in Elgin reported fewer health issues in the 2011 census compared to the other locations. Elgin also has a range of community facilities and green spaces. However, health statistics in Elgin East are significantly lower compared to other parts of Elgin, Moray, and the rest of Scotland. Lossiemouth Score 1 2 3 1 7 5 Justification The local population is largely employed by the local RAF base, and as such the area Lossiemouth has the smallest proportion of people who don’t have any Market diversification is lower in Lossiemouth due to the significant presence Lossiemouth has the lowest levels of health or other related issues compared to Page 67
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report Page 27 of 86 Overview Labour Market and Local Area Skills and Training Local Economy Health and Wellbeing Total Score Rank has lower rates of unemployment (4.3%) compared with other sites. The proportion of people in managerial and professional occupations is also higher than the average for Moray and Scotland. A hydrogen economy could support future labour market diversification, however, other locations, e.g. Buckie, would require more immediate intervention. qualifications of the 5 locations (21.9%). This is also significantly lower than the national average (26.8%). It also comes a close second in terms of the proportion of people who have a (higher education) degree (21.5%) – despite this, the figure is still lower than the national average. of the RAF base which is the primary employer. Development of a hydrogen and market diversification could benefit local residents by supporting a more diverse labour market, however, compared to other locations, Lossiemouth does not require the most intervention. the other locations, as a result, there is less need for intervention compared to other sites under consideration. Aberlour Score 1 4 4 5 14 2 Justification Aberlour has the lowest levels of unemployment (2.3%) compared to other sites. Aberlour also has low levels of deprivation, with all areas in the town being identified as the least deprived 30% and 40% of Scottish data zones. Although the proportion of people in professional and managerial occupations is lower than the average, it is mid-range compared to the other site areas. Considering this, other locations would benefit more from intervention. Aberlour could benefit from intervention in this area to an extent. While it scores the second highest % of people who have no qualifications (35.7%), and the lowest percentage of people achieving a standard grade or equivalent compared to other areas (23.5%), 21.8% of the population have (higher education) degrees – the highest of all 5 sites. Market diversification is lower in Aberlour compared to other areas with 35% of the population working in manufacturing due to the proximity of the food manufacturers and whisky distilleries here. The increased market diversification that will be brought about by hydrogen development can support the increase in people working in different industries. Aberlour would benefit the most from intervention in this area. It has the lowest proportion of people who rated their health as ‘good’ or ‘very good’ compared to the other sites and has a significantly higher proportion of people with long-term health issues compared to other sites and the national average. Blackhillock (Keith) Score 4 5 2 3 14 2 Justification Keith had the second lowest levels of unemployment of the sites (3.4%). However, only 20.6% of those Keith has the highest % of people who have no qualifications compared to the other locations (37.2% of Good level of market diversification however majority of manufacturing Other areas like Aberlour and Elgin would benefit more from intervention in this area. Keith’s health Page 68
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report Page 27 of 86 Overview Labour Market and Local Area Skills and Training Local Economy Health and Wellbeing Total Score Rank employed work within high income occupations, significantly lower than the national average (37.8%), and the lowest of all site areas. Southern Keith has higher levels of deprivation compared to the North, with one area being part of the most deprived 30% of data zones. population). It also has the lowest percentage of people who hold a degree or higher degree (14.2%). Although Keith has the highest proportion of people in skilled occupations compared to the other locations, and significantly higher than the national average, intervention is particularly needed in skills and training as parts of Southern Keith (within most deprived 30% of Scotland) scored poorly in education/skills. linked to 4Nr whisky distilleries located here. statistics were mid-range compared to other areas and displayed similarities when compared to national averages. However, obesity rates in Keith were significantly higher than the national average, and when compared to the other locations. Buckie Score 5 4 4 3 16 1 Justification Buckie is the second largest town within the Moray region, with the highest levels of unemployment (9.7%) and deprivation. Buckie also has one of the lowest proportions of people in high income occupations compared to the other locations. To improve this, socio-economic initiatives associated with a hydrogen economy should prioritise Buckie as an area of focus. Buckie has the third highest % of people who have no qualifications (34%), and the second lowest % of people with a (higher) degree (15.4%). However, compared to the other sites and the national average, there is a higher proportion of people who have achieved a standard grade or equivalent (28.9%). While intervention may be needed in terms of formal education routes, practical skills in the labour market is high with a high proportion of people in skilled occupations (18.7%). While market diversification is highest in Buckie compared to the other locations, residents have expressed that access to quality employment is a concern, limited by poor transport options. Buckie East also scored poorly in terms of income and employment, contributing to the high levels of deprivation in the area. Buckie could benefit from the economic impact that hydrogen development will bring to the area. Other areas like Aberlour and Elgin would benefit more from intervention in this area. Buckie’s health statistics were mid-range compared to other areas. However, a quarter of community members in Buckie Central East felt powerless in their influence on community matters. Source: Mott MacDonald Page 69
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 30 of 86 6.6 Community Benefit Measuring Success To maximise the benefits of a potential hydrogen economy, aligned with four key themes, we have identified several KPIs, and metrics that could be utilised to measure success of any community benefit intervention, aligned to reflect the Scottish Government’s Community Wellbeing Model. This is supported by a high-level list of potential initiatives that would help deliver the council’s hydrogen community benefits objectives. Table 6.4: Initiatives and Metrics for Measuring Success Theme Potential Initiatives Metrics 1 Labour Market ● Develop bespoke Employment and Skills Plan (ESP) for all hydrogen related projects in Moray The ESP should identify employment and training opportunities, including establishing and setting out key KPIs, targets and focus areas for skills development. Use the ESP to map out the pipeline of potential opportunities to ensure stakeholders, businesses and education providers have sufficient capacity, skill, and resource to capture the benefits of hydrogen in Moray. ● Ring fenced employment for residents Consider ring-fencing a percentage of potential employment opportunities resulting from a hydrogen economy. Set a defined target and KPIs, e.g. 20% local people employed per contract, with a stretch target of 30% - 50%, and embed this commitment into the supply chain and other contractual agreements. ● Reduced levels of unemployment ● Improved employment rates ● Increased proportion of those employed in hydrogen related sector ● Wage growth due to higher paid employment opportunities associated with hydrogen technology. ● The number of full-time equivalent (FTE) employment opportunities created for those who were made redundant due to COVID-19. ● A defined target for ring-fencing jobs related to hydrogen economy and development. 2 Training and Skills ● STEM School Engagement Connect with local schools to deliver STEM workshops, events, talks and industry engagement days to inspire the next generation about careers in the hydrogen sector. To ensure there is consistent and sustainable development of local skills and knowledge around hydrogen, local project teams can look to deliver engagement sessions (e.g., industry insight days, careers talk, project talks, mentoring, CV advice, mock interviews) focused on building awareness, providing an opportunity to attract more people to hydrogen careers. ● Apprenticeships and Industry Placements Work with local training and educational providers, including UHI Moray, to develop bespoke apprenticeship programmes, aligned with the hydrogen based high-level specialist skills required for the development of a hydrogen economy in Moray. Set targets and KPIs to ensure apprenticeships and industry placements are delivered. Opportunities should be promoted and support young people, those furthest from the labour market, from disadvantaged backgrounds or from underrepresented groups. ● Work Placements Develop a bespoke work placement programme with defined targets. Identify relevant delivery partners and educational institutions to deliver programme. Focus on hydrogen skill development, promoted to young people, those furthest from the labour market, from disadvantaged backgrounds or from underrepresented groups. ● Improved business benefits ● Increased training investment for local people ● Increased apprenticeships, internships, and graduate opportunities in the decarbonisation space ● The number of apprenticeship opportunities (Level 2, 3, and 4+) created or retained. ● The number of training opportunities (Level 2, 3, and 4+) created or retained. ● The number of people-hours of learning interventions delivered. ● Work placements for local people to boost skills Page 70
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 31 of 86 Theme Potential Initiatives Metrics ● Improved Training Provisions Work with local education providers, universities, and colleges, including UHI Moray, to identify gaps in local skills and educational provision ahead of ahead of a development of a hydrogen economy create pipeline of relevant training and educational courses. Utilise industry expertise to co-design hydrogen training programmes and circulation to ensure stakeholders have access to adequate and best-practice training to capture opportunities presented by the hydrogen industry. 3 Local Economy ● Local Business Engagement Explore developing a series of general engagements with local businesses to increase local awareness of hydrogen technologies and associated business opportunities for organisations willing to engage. This will help build early awareness and provide the local supply chain opportunities to upskill and build capacity. ● Meet the Buyer Events Host regular Meet the Buyer Events as networking opportunities for local businesses and SMEs to ensure opportunities for wider supply chain involvement are promoted to ensure businesses are aware of upcoming opportunities and have sufficient time to prepare to capture the opportunities presented by hydrogen. ● Supply Chain Capacity Building Develop co-designed local supply chain capacity building sessions with local businesses to identify skills gaps, raise awareness of opportunities and support collaboration across the local economy, supporting market diversification. ● Regional and National Partnerships Explore regional and national programmes across the hydrogen supply chain to support more efficient delivery and increase value for money. This may also give communities and businesses greater access to industry networks and best practice from other schemes, helping to better inform local skills, share best practice and knowledge development to support an emerging hydrogen economy in Moray. ● Higher levels of economic activity ● Higher levels of employment ● Higher levels of median household income ● Increased external investment into Moray ● Increased green employment and supply chain opportunities ● Improved local market diversification and economic development 4 Health and Wellbeing ● Community Development Fund Work with local community and organisations to explore establishment of a dedicated local community fund, to ensure profits or benefits of a hydrogen economy directly feed back into the local region or community projects, much like a social enterprise model18. This could facilitate a community development group to support and benefit from the overarching hydrogen investment. ● Hydrogen fuelled Public Transport ● Revenue generation for local community-led initiatives ● Investment in local businesses and transport ● Improved sense of community and social cohesion ● The number of people-hours spent supporting local community integration, such as volunteering and other community-led initiatives. ● The number of new wellbeing initiatives established. 18 In the Netherlands, social enterprises (companies with a primarily social mission) are pioneering the transition to a new economy, playing a crucial role in the transition of the business community towards creating a more sustainable economy with social benefits. Various examples from the Dutch social enterprise sector illustrate these activities, such as Tony’s Chocolonely, Fairphone and Frank About Tea. https://www.social-enterprise.nl/english https://business-spirit.news/news/dutch-social-enterprises-have-a-strong-influence-on-building-a-new-economy Page 71
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 32 of 86 Theme Potential Initiatives Metrics Improved accessibility and public transport provisions across Moray could support better access to employment hubs and other community assets that are essential to supporting a sense of community. Explore utilising hydrogen technology to develop a network of hydrogen bus shuttle routes for stakeholders to improve accessibility and access to opportunities. ● Green hydrogen for food production The use of green hydrogen in food production, such as hydroponic farming, can reduce the use of harmful pesticides and improve the health and wellbeing of both consumers and workers. ● Hydrogen for heating in homes and buildings In the long term, the use of hydrogen as a low- carbon heating source in homes and buildings can improve indoor air quality and reduce the risk of respiratory illnesses associated with traditional fossil fuel heating systems. Whilst a decision on the use of hydrogen for heating domestic properties is still to be made by the UK Government, this could be explored, particularly as an option for off-grid properties reliant on fuel oils or where other renewable energy options are not available. Source: Mott MacDonald Page 72
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 33 of 86 7 Road Refuelling Site Selection This section outlines the site selection process which uses the findings of a quantitative multi- criteria assessment and the transport demand and social value analysis to recommend a suitable location for Moray’s first HRS. This exercise will consider the five broad ‘hubs’ across the local authority area; Aberlour, Buckie, Elgin, Keith and Lossiemouth. 7.1 Assessment Methodology This evaluation aims to identify the most suitable location of the first of a series of future HRS locations using the following elements: ● A qualitative multi-criteria assessment considering factors such as land, power, water, wastewater, road access, transport demand and social value. ● Land – Available suitable land at site for building a refuelling facility. ● Power, Water, Wastewater – Proximity Utilities required for a refuelling facility. ● Road Access – Ease of access for large vehicles, which are required for operations and potentially users. ● Transport Demand – Immediate transport (focus on PSV, HGV and LGV) demand. ● Social Value – Social value to the area of developing a refuelling facility. The multi-criteria assessment was developed in the form of a scoring matrix, with each of the prospect sites evaluated ranking from three to one (i.e., ‘’best’ to ‘worst’) as seen in Section 7.3. Each criterion was allocated a weighting to reflect its considered impact on the suitability of a site location as outlined in Sections 7.2.1 to 7.2.7. An initial screening of each of the 5 selected locations was carried out. Sites from each location were identified via desktop research, considering available space and proximity to potential offtakers and main roads. These sites were presented to Moray Council via a Teams call. The council identified sites that were deemed to be unsuitable due to several issues that the Council had pre-existing knowledge of e.g. flood risk etc. The remaining sites compiled the initial prospects which are outlined below: ● Elgin – Ashgrove Road – A96 Travelodge Area – A96 Industrial Area – A941 adjacent to Culzean Avenue – A941 adjacent to Linkwood Road – Boroughbriggs Road/North Street ● Lossiemouth – RAF Lossiemouth (“outside the wire” location) ● Aberlour – A95 opposite Walker’s Head Office – A95 SW Aberlour ● Keith Page 73
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 34 of 86 – Blackhillock Substation – A96 South Keith ● Buckie – Buckie Harbour 1 – Buckie Harbour 2 – A942 Please refer to Appendices B to B.5 for a full overview of the prospect locations and sites. 7.2 Multi-Criteria Assessment 7.2.1 The Land The site prospects were scored from three to one, i.e., from ‘’best’’ to ‘’worst’’ based on the availability of land for constructing a hydrogen refuelling facility as follows: ● 3 - 3000m2 or more of available land for a hydrogen refuelling facility. ● 2 - Between 2000 and 3000m2 of available land for a hydrogen refuelling facility. ● 1 - 2000m2 or smaller of available land for hydrogen refuelling facility. The size of the plot is a significant factor although as landowner engagement and geotechnical properties of the land had not been considered, therefore the land criterion was allocated a high weighting of 20%. 7.2.2 Power The site prospects were scored from three to one, i.e., from ‘’best’’ to ‘’worst’’ based on the distance to the nearest suitable power supply option (substation/high voltage cable): ● 3 – Nearest suitable power supply option is within 100m of site location. ● 2 – Nearest suitable power supply option is between 100-500m of site location. ● 1 – Nearest suitable power supply option is further than 500m of site location. As a hydrogen refuelling facility without on-site production does not have significant power demands, the power criterion was allocated a low weighting of 5%. 7.2.3 Water The site prospects were scored from three to one, i.e., from ‘’best’’ to ‘’worst’’ based on the distance to the nearest water supply option (water distribution pipe): ● 3 – Nearest water supply option is within 100m of site location. ● 2 – Nearest water supply option is between 100-500m of site location. ● 1 – Nearest water supply option is further than 500m of site location. Water supply is an important consideration in the selection of a suitable site location, but it was not considered as critical to the feasibility and cost of the project, therefore the water supply criterion was allocated a low weighting of 5%. 7.2.4 Wastewater The site prospects were scored from three to one, i.e., from ‘’best’’ to ‘’worst’’ based on the distance to the nearest wastewater main (gravity pipe): Page 74
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 35 of 86 ● 3 – Nearest wastewater main is within 100m of site location. ● 2 – Nearest wastewater main is between 100-500m of site location. ● 1 – Nearest wastewater main is further than 500m of site location. Due to the relatively low anticipated volumes of wastewater from the hydrogen refuelling facility, the wastewater criterion was allocated a low weighting of 5%. 7.2.5 Road Access The site prospects were scored three to one, i.e., from ‘’best’’ to ‘’worst’ based on the proximity and access to a ‘main’ road (A-road): ● 3 – The site is located on or close (<100m) to a main road with no restrictions for large vehicles. ● 2 – The site is reachable from a main road via several smaller but still accessible roads. ● 1 – The site has restricted access for large vehicles. Road access was a significant factor to consider as large vehicles will frequently be using the facility. Hydrogen is likely to be delivered via tube trailer trucks and some potential users (HGVs, buses etc.) are large vehicles, therefore the road access criterion was allocated a high weighting of 20%. 7.2.6 Transport Demand Each of the 5 ‘hubs’ were allocated a score from three to one, i.e., from ‘’best’’ to ‘’worst’ on the results of the transport demand analysis on section 3. The assessment involved analysing traffic movements across Moray, as well as the proximity of each potential location to fleet depots and other stakeholder locations to produce a ranked preference for each of the areas selected as potential HRS locations. HGV flows, LGV flows, car and taxi flows, PSV flows, as well as stakeholder proximity analysis were considered. The following scores were allocated: ● 3 – Elgin and Aberlour were allocated a 3 as Elgin scored highly in HGV, LGV and PSV flows and Aberlour has a high concentration of potential stakeholders nearby. ● 2 – No areas were allocated a score of 2. ● 1 – Buckie, Keith, and Lossiemouth, were allocated a 1. Buckie and Keith both scored poorly when considering both traffic metrics and stakeholder proximity. Lossiemouth scored relatively highly in traffic metrics although upon engaging with the RAF, the organisation stated that their hydrogen vehicles using the refuelling facility would operate only within the confines of the base; however, the facility could be shared with others if it was located “outside the wire”. Transport demand is an important factor; therefore, this criterion was allocated a high weighting of 25%. 7.2.7 Social Value Each of the 5 ‘hubs’ were allocated a score from three to one, i.e., from ‘’best’’ to ‘’worst’ based on the social value assessment scoring in Section 6. The assessment determined and scored each of the 5 hubs’ need for socio-economic and community benefit intervention. It considered the labour market and local area, skills and training, the local economy, and health and wellbeing. Based on the scoring out of 20, the following scores were allocated: ● 3 – Scored more than 15: Buckie. ● 2 – Scored between 10 and 15: Elgin, Aberlour, and Keith. Page 75
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 36 of 86 ● 1 – Scored less than 10: Lossiemouth. As outlined in the social value section, a hydrogen refuelling station can be the first step in developing a hydrogen economy. If hydrogen continues to be adopted, this economy will develop further and provide even more benefits to the local area. Therefore, social value has been allocated a high weighting 20%. Page 76
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 37 of 86 7.3 Scoring Results Table 7.1 shows the results of the scoring process, including each prospect’s weighted total. For ease of comparison, an average of each criterion and weighted total has also been provided. Table 7.1: Final Scoring Matrix with Criteria Weightings Site Number Area/Site Land Power Water Wastewater Road Access Transport Demand Social Value Weighted Total Weighting 20% 5% 5% 5% 20% 25% 20% 100% 1 Elgin: Ashgrove Road 2 2 3 3 2 3 2 2.35 2 Elgin: A96 Travelodge Area 3 1 3 3 3 3 2 2.7 3 Elgin: Industrial Area 2 2 3 3 2 3 2 2.35 4 Elgin: A941 adjacent to Culzean Avenue 3 3 3 3 3 3 2 2.8 5 Elgin: A941 adjacent to Linkwood Road 3 2 3 3 2 3 2 2.55 6 Elgin: Boroughbriggs Road/North Street Carpark 1 3 3 3 2 3 2 2.2 7 Lossiemouth: RAF 3 3 2 1 2 1 1 1.75 8 Aberlour: A95 opposite Walker's Head Office 1 2 2 2 3 3 2 2.25 9 Aberlour: A95 SW Aberlour 3 3 3 3 3 3 2 2.8 10 Keith: Blackhillock Substation 3 3 3 1 1 1 2 1.8 11 Keith: A96 South Keith 3 3 2 2 3 1 2 2.2 12 Buckie: Buckie Harbour 1 2 3 3 3 2 1 3 2.1 13 Buckie: Buckie Harbour 2 1 3 3 3 1 1 3 1.7 14 Buckie: A942 3 3 3 2 3 1 3 2.45 Average 2.36 2.50 2.79 2.50 2.29 2.14 2.14 2.28 Source: MML Analysis Page 77
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 38 of 86 Generally, sites in Elgin and Aberlour scored highly. The sites in these towns all achieved an above average weighted total, except for one site in Elgin, Boroughbriggs/North Street Carpark, which scored 2.2. This is likely due to these sites scoring a three in transport demand, which has a high weighting of 25%. Sites in Buckie and Keith scored poorly, although the Buckie A942 site scored above average. Again, this is likely to the transport demand score of one. The RAF Lossiemouth site was the second lowest scoring site, which scored low in transport demand and social value, the only site to score one in both. There were a range of scores for land, although only three sites scored one and the average was still relatively high, which was 2.36. All the sites generally scored highly in the utilities’ criteria (power, water, and wastewater). These criteria had the three highest averages of 2.5, 2.79 and 2.5 respectively. With respects to the water criterion, no sites scored 1, i.e., ‘’worst’’ and therefore should not be an issue for a refuelling situation close to a town. Most sites had good road access and scored highly, however two sites scored one, Blackhillock Substation and Buckie Harbour 2. 7.4 Site Selection Shortlist & Final Site Recommendation Table 7.2 shows the site prospects ranked only by their weighted totals. Table 7.2: Site Prospects Ranked by Weighted Total Score Rank Site Number Area/Site Weighted Total 1 4 Elgin: A941 adjacent to Culzean Avenue 2.8 2 9 Aberlour: A95 SW Aberlour 2.8 3 2 Elgin: A96 Travelodge Area 2.7 4 5 Elgin: A941 adjacent to Linkwood Road 2.55 5 14 Buckie: A942 2.45 6 1 Elgin: Ashgrove Road 2.35 7 3 Elgin: Industrial Area 2.35 8 8 Aberlour: A95 opposite Walker's Head Office 2.25 9 6 Elgin: Boroughbriggs Road/North Street 2.2 10 11 Keith: A96 South Keith 2.2 11 12 Buckie: Buckie Harbour 1 2.1 12 10 Keith: Blackhillock Substation 1.8 13 7 Lossiemouth: RAF 1.75 14 13 Buckie: Buckie Harbour 2 1.7 Source: MML Analysis As shown in the table, the three highest scoring sites at the end of this stage of the assessment were as follows: ● Site 4 - Elgin: A941 adjacent to Culzean Avene ● Site 9 - Aberlour: A95 SW Aberlour ● Site 2 - Elgin: A96 Travelodge Area Table 7.3 shows the designation for each of the site prospects, if applicable, under the Moray Local Development Plan 2020 as well as further feedback subsequently provided by Moray Council on the availability of the site and any other constraints to be considered. Page 78
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 39 of 86 Table 7.3: Moray Local Development Plan Status and Moray Council Feedback Rank Site Number Area/Site Moray Local Development Plan 2020 Moray Council Comments 1 4 Elgin: A941 adjacent to Culzean Avenue LONG2 Elgin South Designated as long-term housing site Not suitable due to strategic housing designation and close proximity to existing residential properties 2 9 Aberlour: A95 SW Aberlour R2 Speyview Designated for 60 houses and 1ha of industrial land Not suitable due to strategic housing designation. Also close to existing residential properties. Site also forms part of Council’s Strategic Housing Investment Programme (SHIP) and is subject to a live planning application (23/00494/APP) 3 2 Elgin: A96 Travelodge Area I7 Barmuckity Business Park Designated as industrial estate Acceptable site in principle Consideration would need to be given to the overhead power line and required clearances 4 5 Elgin: A941 adjacent to Linkwood Road OPP1 Flemings Sawmill, Linkwood Road Designated for mixed uses including commercial and/or industrial Not suitable. Adjacent to Gleaner Milnefield (Hazardous Site) Potential for contamination issues due to former use as sawmill Known surface water flooding and transportation issues on site and immediate area. Site has potential to play significant role in addressing these Potential masterpan for this area through levelling up fund 5 14 Buckie: A942 MU High Street (W) Designated for mixed uses including residential and/or class 2 & 4 users Not suitable. Potential issues due to proximity to two adjacent petrol stations 6 1 Elgin: Ashgrove Road OPP4 Ashgrove Road Designated for mixed uses including housing, industrial and/or commercial uses Acceptable site in principle Potential for contamination issues due to former use as railway and gas works 7 3 Elgin: Industrial Area I6 Linkwood East Industrial Estate Not suitable – currently occupied by car dealership 8 8 Aberlour: A95 opposite Walker's Head Office N/A Not suitable – potential road safety issue due to location opposite junction Prime Agricultural Land 9 6 Elgin: Boroughbriggs Road/North Street OPP8 Lossie Green Designated for mixed uses including leisure, office and/or retail Not suitable – potential ownership issue (Public Trust/Common Good) Site plays significant strategic role in the Elgin City Centre Masterplan and Moray Growth Deal (Cultural Quarter project) 10 11 Keith: A96 South Keith ENV6 Denwell Road Acceptable site in principle Page 79
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 40 of 86 Rank Site Number Area/Site Moray Local Development Plan 2020 Moray Council Comments Potential ownership issue (Common Good to the north of area) 11 12 Buckie: Buckie Harbour 1 N/A Acceptable site in principle Potential for contamination issues due to former uses Consideration will need to be given to Buckie Harbour Masterplan (in development) 12 10 Keith: Blackhillock Substation N/A Acceptable site in principle Links to the Keith Green Energy & Infrastructure Frameworks 13 7 Lossiemouth: RAF N/A Not suitable – rural location away from main routes in area 14 13 Buckie: Buckie Harbour 2 OPP4 Bank Street / I5 Harbour Area Acceptable site in principle Consideration will need to be given to Buckie Harbour Masterplan (in development) Source: Moray Local Development Plan and Moray Council As outlined in the table above, Site 4 (Elgin: A941 adjacent to Culzean Avenue) and Site 9 (Aberlour: A95 SW Aberlour) have been designated as land for housing development in the Moray Local Development Plan and are considered unsuitable for construction of a hydrogen refuelling station. The three highest scoring site prospects considered acceptable in principle are as follows: ● Site 2 - Elgin: A96 Travelodge Area ● Site 1 - Elgin: Ashgrove Road ● Site 11 - Keith: A96 South Keith As the site prospects in Keith generally scored poorly, with both Site 11 and Site 10 scoring below the average weighted total, whilst site prospects in Aberlour scored higher due to the increased transport demand, it is recommended that, instead of shortlisting Site 11, alternative site locations in Aberlour are explored in the next stage instead of shortlisting Site 11. Site 2 and Site 1 are described in further detail in the sections below: 7.4.1.1 Location 2 – Elgin: A96 Travelodge Area The Elgin: A96 Travelodge site is the highest scoring site once those considered not in line with the Moray Local Development Plan or unsuitable for other reasons had been ruled out. It scored 3 in land, water, wastewater, road access, and transport demand, a 2 in social value and 1 in power. The site achieved a weighted total of 2.7. The proposed site is situated in a ‘service station’ style break area east of Elgin on the A96. It is understood that there are multiple plots that are not currently being used. The selected plot can be seen in Figure 7.1 below. Page 80
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 41 of 86 Figure 7.1: Elgin: A96 Travelodge Area Site Location Source: ArcGIS Figure 7.1Error! Reference source not found. shows the proposed site area, and the construction of the rest of the businesses at the service stop. The ArcGIS satellite image was taken in 2021, hence the other businesses yet to be built. Today, the Travelodge hotel, Shell Petrol station, Starbucks and several smaller commercial buildings are built and are operating. The highlighted area for the proposed site is larger than what is required for a hydrogen refuelling facility without on-site production. For utilities, this site scored 3 for water and wastewater, however scored 1 for power. The several businesses close by are currently supplied by infrastructure that can be utilised for the refuelling facility. This can be seen in the following figures. Figure 7.2: Elgin: A96 Travelodge Area Power Supply Page 81
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 42 of 86 Source: ArcGIS The nearest connection to a HV cable would be around 400m east of site further along the A96. This can be seen in Figure 7.2. However, this power distribution data may be out of date as the service stop could have had an extension since it is recently built. It is recommended further research and stakeholder engagement is carried out to understand the available power infrastructure in the area. Figure 7.3: Elgin: A96 Travelodge Area Water Distribution Source: ArcGIS Page 82
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 43 of 86 Figure 7.4: Elgin: A96 Travelodge Area Wastewater Discharge Source: ArcGIS Figure 7.3 and Figure 7.4 show the water and wastewater mains in the proposed site and the surrounding service stop area. It is a comprehensive network covering all the plots and should not be an issue for this site. As the site is located adjacent to the A96 it scored 3 in road access as large vehicles will not have any restrictions accessing the facility. As this site is in Elgin, it scored 3 and 2 in transport demand and social value respectively. Elgin scored highly in transport demand as it has high heavy-goods transport flows and many potential industrial users in the area. This site also adjacent to the A96, the main travel route between Aberdeen and Inverness. Elgin scored 2 in social value as it is largest town and commercial centre in Moray, and therefore is not in high need of intervention. Please see sections 7.2.6 and 7.2.7 and for further detail into why these scores were allocated. 7.4.1.2 Location 2: Elgin Ashgrove Road Elgin Ashgrove Road was the 6th highest scoring site in the overall scoring matrix and 2nd of those considered suitable by Moray Council. It scored 3 in the water, wastewater and transport demand criteria and 2 in the remaining criteria, with a final weighted score of 2.35 which is slightly above the average of 2.28. The site is located in central Elgin on Ashgrove Road next to the Howden’s Kitchen Furniture shop. It was identified as it is a large brownfield plot of land which appears to be unused and is located near the A96 and several industrial estates with potential commercial users as well as the Moray Council Ashgrove Depot. The A96 is the main travel route between Elgin and Aberdeen, as outlined Section 3. Page 83
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 44 of 86 Figure 7.5: Elgin: Ashgrove Road Site Source: ArcGIS There is up to 6700 m3 of available space on this plot which is larger than required and therefore allows flexibility in the position and layout of a hydrogen refuelling station. Elgin: Ashgrove Road scored 2 for the Power criterion as the available data does not indicate any immediately adjacent power supply options but there are HV power cables and substations within 500m of the site as shown in Figure 7.6. Figure 7.6: Elgin: Ashgrove Road – Power Source: ArcGIS The site scored 3 for both the Water and Wastewater criteria given the access to the Scottish Water water distribution and wastewater networks on Ashgrove Road immediately adjacent to the site location. This is shown in Figure 7.7. Page 84
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 45 of 86 Figure 7.7: Elgin: Ashgrove Road Water Supply & Wastewater Discharge Source: ArcGIS Although the site is located in close proximity to the A96, it has been scored 2 for road access as it would need to be accessed via Ashgrove Road which is still considered acceptable for large vehicles but less preferable than access directly from the A96. As with the Elgin: A96 Travelodge Area site, this site also scored 3 and 2 in transport demand and social value respectively as Elgin is located on the A96, has a high heavy-goods transport flow and numerous potential industrial users in the area and is not considered to be in high need of intervention in relation to social value. Please refer to sections 7.2.6 and 7.2.7 for further detail on allocation of these scores for Elgin. 7.4.2 Final Site Recommendation At this stage of site selection process, the current recommendation is for a hydrogen refuelling facility to be constructed at Location 1 (Elgin: A96 Travelodge area), subject to assessment of whether the required clearances can be achieved underneath the overhead power line. There is a large plot of land currently not being used, which is larger than required for a refuelling facility without on-site production. There is easy access to the required power, water, and wastewater utilities. In addition, Elgin also scored highly in transport demand and the proposed plot is on a main travel route between Elgin and the South, A941. It also achieved an average social value score. Although this is the current recommendation, further investigation into land ownership, stakeholder engagement and site visits may highlight a more suitable site. This proposed site is also located close to residential estates which may require additional permissions and approvals. The Elgin: Ashgrove Road site should be retained as a backup option in Elgin should the A96 Travelodge Area site be found to be unavailable or unsuitable during further investigation. Additionally, as both sites in Aberlour have been found unsuitable based on the Moray Local Development Plan but generally scored highly due to the transport demand in Aberlour, it is Page 85
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 46 of 86 recommended that alternative site options in line with the Moray Local Development Plan within Aberlour are explored during the next stage and compared to the sites above before any final decision is made on site selection. It should also be noted that the new Moray Local Development Plan is currently being developed and is expected to be adopted in 2027 and it is recommended that future work also considers how this hydrogen strategy could feed into the development of the new Moray Local Development Plan. Page 86
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 47 of 86 8 Road Refuelling 8.1 Overview Hydrogen Refuelling Stations are provided to dispense hydrogen for transport use. The hydrogen supply pressure for large vehicles such as refuse trucks, buses, and HGVs is typically 350 bar, since larger vehicles such as buses and trains tend to have more available storage space, while cars and smaller commercial vehicles have adopted the 700-bar standard. A Hydrogen refuelling station typically consists of the following main components: ● MP hydrogen storage tank: ● Hydrogen HP gas compressors, ● High pressure hydrogen storage tanks, and ● Hydrogen dispenser. Hydrogen refuelling station equipment is now widely available from many suppliers within the UK and Europe for hydrogen cars, busses, and HGVs. Hydrogen refuelling stations can store and dispense hydrogen in the form of either liquid or gas. Refer to Figure 8.1: Typical Hydrogen Refuelling System for an example of main equipment and process for a typical gas HRS. While liquid hydrogen can reduce storage footprint requirements, it requires an intensive cooling system which can be more energy intensive compared to hydrogen gas. A hydrogen refuelling station that can produce 1000 to 1125kg of hydrogen a day is suitable for operating approximately 30 HGVs per day. Figure 8.1: Typical Hydrogen Refuelling System Source: Mott MacDonald 8.1.1 Storage Within Moray, it is assumed that local hydrogen will be bulk stored as pressurised gas (separate liquid hydrogen storage may be required depending on identified liquid hydrogen consumers), so pressurized storage will be required on site. Page 87
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 48 of 86 Compressed hydrogen storage options include: ● In horizontal or vertical cylindrical tanks (50-80bar) with capacities from 1,300m3 to 4,500 m3 (diameters of up to 2.8m and lengths from 7.3m to 19m). ● Spherical vessels with capacities of about 2,000m3, pressurised to about 185bar. ● Tubular high-pressure storage 50 to 500bar. These are the most common high-pressure vessels today and can be carried on trailers for flexible low-demand transportation. One tube trailer can deliver approximately 280 kg of hydrogen. ● Hydrogen transmission pipelines can also be used as storage by increasing the pressure inside the pipeline (termed linepack). The storage capacity depends on the size and strength of the pipeline, although this will only be realised if there is a scale transition to a hydrogen economy. 8.1.2 Layout & Footprint The land footprint requirements are influenced by the traffic intake, i.e., refuelling rates and size of the hydrogen system. A typical HRS, with on-site generation of hydrogen, is the HyBont Green Hydrogen Project19 in Bridgend. This is shown in more detail in Figure 8.2. This facility has the capacity to produce 1200kg/day and has 3 goods vehicle dispensers. Figure 8.2: Typical Hydrogen Refuelling Station Layout Source: HyBont This example layout includes on site production. If this was not required this will reduce the necessary footprint. However, if hydrogen is transported tube trailers then greater separation distances will be required to account for the tube trailers. In addition, this example layout is not 19 HyBont Green Hydrogen Project, https://www.hybont.co.uk/index.html, Accessed on 6 February 2023 Page 88
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 49 of 86 directly joined to a main road, you need to access using the side roads leading to the facility. This will significantly increase the footprint. Excluding the production components and side roads, the estimated footprint of the layout presented in Figure 8.3, is 1500m2. Including all the elements the footprint is approximately 10,000m2. The example hydrogen site, shown in Figure 8.3, has its pumping area directly parallel to the road, unlike the previous example. It has the capacity to capacity to produce 360kg of hydrogen daily via 1 dispenser. Figure 8.3: Aberdeen BOC Hydrogen Refuelling Station Source: ArcGIS Although this site also has hydrogen production on-site, as it has reduced footprint being parallel to the road, the estimated footprint of this layout is 1150m2. A typical HRS, with the required separation distances to account for tube trailers, has a footprint of approximately 2000m2. Page 89
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 50 of 86 9 Maritime Refuelling & Footprint As part of the Phase 2 scope to further develop the Moray Hydrogen Strategy and delivery plan for a hydrogen economy, this section focuses on the maritime sector hydrogen refuelling infrastructure. The Moray hydrogen and maritime economy can benefit from hydrogen fuelled vessels, as pure hydrogen is a key option for short distance ships and vessels. 20 Electrolytic hydrogen can power Crew Transport Vessels from Buckie Harbour to nearby OWFs to enable technicians to carry out required maintenance work. To understand the feasibility of such endeavour, a high-level study of the necessary bunkering infrastructure and land footprint was developed. 9.1 Buckie Harbour Buckie Harbour is the main commercial harbour in Moray and could act as an HRS for the maritime sector. Buckie Harbour is the base for the Operational and Maintenance teams for a number of the Moray Firth Off-Shore Wind farms and CTVs operate from Buckie Harbour. Buckie Harbour is also the main fishing harbour in Moray. The CTVs would be used to transport technicians to nearby offshore windfarms to be developed in the Outer Moray Firth area such as the 950 MW Moray East Offshore Windfarm 21 as seen Figure 9.1 below. In addition, the fishing industry along with other local industries (e.g. the Boormalt Maltings) have a number of HGV movements that would potentially support an HRS at this location. As outlined in Section 7, there are two site locations (Sites 12 and 13) currently being considered at Buckie Harbour for a Hydrogen Refuelling Station. Although these are both acceptable sites in principle, subject to the Buckie Harbour Masterplan which is currently in development, they both scored relatively low in comparison to alternatives, particularly in Elgin and Aberlour. However, Buckie Harbour has expressed an interest in an HRS located at the harbour for maritime refuelling, it is therefore recommended that the option to construction an HRS at Buckie Harbour for maritime refuelling in addition to an HRS for HGVs located in Elgin or Aberlour is explored further during the next stage. It is also recommended that this future work also explores options for hydrogen export from Buckie. 20 MML 21 Moray Offshore Wind Farm (East) Ltd., 2020 Page 90
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 51 of 86 Figure 9.1: Scotland North-East Coast Source: Google Earth Pro Using Google Earth Pro the distance between the harbour and the Moray Firth region was estimated to be approximately 57km or 114km for a roundtrip. In 2022, Cramer H., et. al., has conducted a study on the hydrogen usage of a CTV fleet for offshore maintenance. Based on the data presented in this study, the average ratio of fuel to distance has been estimated to be approximately 1.7kg of H2 per km. It is noted that weather effects have not been included in the estimation of hydrogen consumption. Table 9.1: Average distance sailed and estimative hydrogen consumption for the year of 2020 for Vessels22 Month Distance (km) Hydrogen (kg) Ratio kg/km January 410,000 1,250,000 1,6 February 410,000 1,250,000 1,6 March 405,000 1,250,000 1,7 April 610,000 2,550,000 2,3 May 180,000 625,000 1,9 June 410,000 1,850,000 2,4 July 350,000 1,250,000 1,9 August 400,000 1,650,000 2,2 September 190,000 625,000 1,8 October 150,000 300,000 1,1 November 160,000 300,000 1,0 December 150,000 300,000 1,1 22 Cramer et.al., 2022 & MML Analysis Page 91
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 52 of 86 The overall roundtrip of a CTV would therefore require 194kg of H2. An 80% for emergency purposes is assumed to needed, 155kg of H2 and thus the total demand per CTV is 345kg of H2. Assuming two CTVs leave Buckie Harbour bi-weekly for maintenance and repair works, the total demand of the Moray HRS would be 1395kg of hydrogen fuel. 9.2 Infrastructure Requirements The working assumption is that electrolytic hydrogen is going to be transported via tube trailers from a nearby green hydrogen production facility. Therefore, the main infrastructure requirements for Buckie Harbour are listed below and represented in: ● Hydrogen Unloading connection point(s) ● Hydrogen HP Storage Tank(s) ● Hydrogen Dispenser ● Supporting Equipment (Air Coolers etc.) Figure 9.2: Hydrogen Refuelling Station Required Infrastructure Source: Mott MacDonald Tube trailers would transport the hydrogen to the Buckie Harbour Area, where they would unload the fuel into HP 350barg storage and then dispensed onto the CTV. 9.3 High Pressure Storage The green hydrogen will be transported via tube trailers with operating pressures ranging from 30 to 500barg. This hydrogen would be then unloaded into storage tanks. High-pressure storage allows for faster refuelling rates 23 as well as higher fuel energetic density 24. A typical high pressure storage system is made up of a tube rack storage, as seen Figure 9.3 often 0.5m in diameter and 10m long25 i.e., a volume of 1.96m3 and surface area of 16m2. 23 Sadi, M., 2019 https://doi.org/10.1016/j.ijhydene.2019.05.023 24 Xiao, J. 2016 & Liu, Y.L., 2010 https://doi.org/10.1016/j.ijhydene.2016.06.084 25 Hyde, 2019 feasibility-of-hydrogen-bunkering-final-080419.pdf (northsearegion.eu) Page 92
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 53 of 86 Figure 9.3: Hydrogen Tube Rack High Pressure Storage Source: Google Images Gaseous hydrogen would imply storage of high-pressure flammable gas on the ship. Moreover, during the bunkering process, hydrogen is being compressed into storage cylinders. During this adiabatic compression process, heat is being resealed and thus increasing tank temperature. This is problematic as most storage vessels have maximum design temperature ranging from 70 to 85°C 26. To mitigate a possible storage tank failure, bunkering requires slow and chilled operation27. The SAE J2601 Protocol for automotive appliances specifies that hydrogen gas for refuelling purposes should be cooled down to -40°C with a fuelling rate of approximately 1kg of hydrogen per minute28. 9.4 Hydrogen Dispensers As per Hyde, 2019 dispensers are critical in the case of maritime refuelling, as the vessel is non-stationary, but in continuous motion due to tides and swells. The 350barg filling nozzle should be attached to by rigid arm via a retractable hose to allow for movement and ship height differences considerations. Safety measurements, like providing the system with a ‘’break-away coupling’’ are necessary should the vessel moves further the maximum hose length, to prevent the leak of hydrogen gas. A notable mention is the heat release as a result of adiabatic compression must be monitored when refuelling, and therefore dispenser nozzles should be equipped with appropriate instruments to monitor the flow of hydrogen temperature. Conditioning and cooling of the hydrogen prior to refuelling may be required. 9.5 Bunkering In maritime bunkering, the refuelling operation can be performed at either 350barg or 700barg depending on the necessary volumetric energy density. Multiple factors are going to affect the bunkering system, such as the ones below: ● Type of bunkering method: pressure balancing, compression onto ship 26 Bourgeois et.al., 2015 doi:10.1016/j.ijhydene.2015.01.096 27 Bourgeois et.al., 2015 doi:10.1016/j.ijhydene.2015.01.096 28 Reddi, K., et.al., 2017 https://doi.org/10.1016/j.ijhydene.2017.04.233 Page 93
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 54 of 86 ● Ship’s target pressure ● Bunkering times ● Hydrogen Tank Capacity and Maximum Pressure Pressure balancing implies CTV refuelling via differential pressure. This means the on-land storage operating pressure is higher than the ship’s target pressure, allowing the gaseous fuel to flow through the path of least resistance. A complication of this system is, however, the scale of land-based storage necessary operating at a pressure of at least 500barg29. The second bunkering method implies compressing the hydrogen low pressure buffer storage to the target ship pressure. For the purpose of this report, the working assumption is that high pressure 350barg storage will be used, and therefore no compressors are needed. The working assumption is that the ship target pressure is also 350barg, based on the design of a hydrogen fuel cell ferry to be designed by ITM. 9.6 Footprint Assuming ideal gas conditions, the volume required to store 1395kg of hydrogen is 49m3 or 25 HP storage tubes. Assuming hydrogen delivery times are going to be once a week the HP storage must hold approximately 49m3 of hydrogen, i.e., 25 tubes will be needed. If grouped on a rack as in Figure 9.3 the tube storage rack would have an approximate area of 402m2. Consideration of extra storage for times of low productivity due to whether to be further developed on. A standard 18 tube hydrogen tube trailer has dimensions of 7.3m x 2.1m x 2.1m30. Based on this, the tube trailer unloading bay should allow enough space for safe access. To allow for this, it is assumed the unloading bay will have dimensions of 8.3m x 3.1m or an area of 26m2. As the required number of HP tubes is 25 and a standard tube trailer can load 18 an additional 7 HP tubes must be provided. It is therefore assumed that two unloading bays will be necessary. Should the facility expand in the foreseeable future, the addition of further 2 unloading bays would imply a total area of 103m2. The dispensers are influenced by the ship movements, hose limits and connection point on ship and type of connection (automatic or manual). For the scope of this study, the working assumption is that two dispensers (1 for redundancy) will be manual and operating at 350barg. The NEL hydrogen dispenser31 for automotive applications has dimensions of 0.5m x 0.7m x 2.5m however as the dispenser is not going to be automatic this can act as basis for the bunkering study. Therefore, 2 dispensers would require 0.7m2. The estimated overall HRS footprint to include storage, unloading bays and dispensers and allowance for expansion is approximately 506m2. 29 Hyde, K., 2019 feasibility-of-hydrogen-bunkering-final-080419.pdf (northsearegion.eu) 30 Weldship, 2013 Standard Tube Trailers | Product Specifications | Weldship Corporation 31 NEL,2023), Hydrogen Dispenser | Nel Hydrogen Page 94
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 55 of 86 10 Conclusion 10.1 Overview of Findings This report has completed an extensive appraisal on the feasibility of development of a hydrogen hub in the Moray region to support a local hydrogen economy. A vast array of criteria were engaged in this assessment, such traffic flows and patterns, stakeholder engagement and proximity, as well as social outcomes including local community benefits. Moreover, an investigation into necessary infrastructure and footprint requirements for a HRS for both road and maritime end-users was conducted, in order to help pinpoint the location with the highest potential for Moray’s first HRS. In terms of future hydrogen demand, the locations closer to higher traffic flows and high density of whisky distilleries, such as Elgin or Aberlour have scored higher than the rest of the evaluated possible sites. There is a strong desire to implement a hydrogen economy, since some transport logistics companies, which count distilleries as clients, within Aberlour are investing in hydrogen fuelled vehicles. Therefore, Elgin and Aberlour are two key strategic sites for a future hydrogen hub based on foreseeable future demand. Another important factor considered in the site selection analysis is the available plot lands and their proximity to utilities such as power, water and wastewater facilities. Although it scored the highest in the quantitative assessment, the Elgin A491 Culzean Avenue site was subsequently ruled out as it is not in line with the Moray Local Development Plan. The highest scoring site considered viable is therefore the Elgin: A96 Travelodge Area. However, it is recommended that alternative site options in line with the Moray Local Development Plan within Aberlour are explored during the next stage and compared before any final decision is made on site selection. Notwithstanding the factors above, the social outcome assessment has revealed that the high need for socio-economic intervention in places such as Buckie, Aberlour and Keith could be addressed by deploying pilot hydrogen, end-use or storage projects within the area. It is noted that the highest levels of unemployment and deprivation were observed in Buckie and as such the effects of a community benefit strategy would be favourable. Due to Buckie’s strategic location on the Scottish North-East coast, it has high potential to serve as an HRS for crew transport vessels transferring technicians to nearby offshore windfarms for maintenance and technical surveillance and so benefit from a maritime hydrogen refuelling facility. However, from a purely traffic demand standpoint of view, Elgin and Aberlour provide more advantageous prospects than Buckie. Therefore, Elgin and Aberlour should be considered as potential HRS location for road haulage end-users and Buckie should be considered as potential HRS for maritime end-users. Further stages of the project should consider the feasibility of a dual-purpose HRS for supporting fuel transition of both transport means. To conclude, although not an exhaustive study on the qualitative and quantitative criteria set, this report has provided greater context and detail on the matter of technical feasibility of a HRS and ‘’hydrogen hub’’ development in Moray but also on how to retain the benefits of hydrogen energy investment for the people and communities. Page 95
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 56 of 86 11 Recommendations 11.1 Next Steps 11.1.1 Road & Maritime Hydrogen Refuelling There are several actions that can further analyse and highlight additional suitable sites for a hydrogen refuelling facility in Moray. It is recommended to conduct: ● Additional stakeholder engagement to understand the land ownership of each site and the process of obtaining this land. ● Workshops with local potential users in Moray to understand their priorities for the location of a refuelling site. This could also further identify where short-term demand for hydrogen refuelling may be coming from. ● Workshops with nearby offshore windfarms to pinpoint their priorities for CTV fleet fuel transition and location for a refuelling site. This could also further identify where and how much short-term demand for hydrogen refuelling may be coming from. ● Site visits to identify any issues that could not be highlighted from satellite imagery and desktop assessment. ● Economic assessment of each of the shortlisted sites. The quantitative assessment used in this study only considered distances to possible utility connections and did not take in account the cost of construction. This would provide an additional criterion to compare the sites. ● Continue to engage with suppliers to understand what each offer and the structure of each agreement. This will also aid Moray’s council decision on their level of involvement during operation. Some suppliers may offer different levels involvement, for example, a supplier might wish to construct a hydrogen refuelling station, and provide the production, transportation, and maintenance. ● Further analysis on potential demand for maritime hydrogen in Buckie as it scored higher in Social Value than any of the other locations. The social value analysis highlighted the potential benefits to the area a project of this nature would have so this may be a missed opportunity. ● Qualitative and quantitative investigation of a dual end-user HRS at Buckie Harbour to support the local fuel transition of both road and maritime applications. To support the council, maximise the leverage of a hydrogen economy in Moray, we recommend: ● Involving local communities and Stakeholder Engagement – Involve the wider community in driving community benefits through robust collaborative stakeholder mapping and engagement to fully understand the local needs, aspirations, and concerns to develop community benefit interventions that support local residents. We note this is underway through the Moray Hydrogen Stakeholder Network with several online and in-person events having taken place. ● Social Value and Community Benefit Policy and Strategy – Develop a social value and community benefit policy and strategy for each location. This will enable the council to effectively capture and integrate community benefits into the delivery of projects and associated opportunities related to a hydrogen economy. Define clear and measurable community benefit goals that align with council’s mission, values, and objectives. Page 96
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 57 of 86 ● Develop Social Value and Community Benefit Action Plan – Develop a Social Value Action Plan that includes targets and Key Performance Indicators (KPIs) aligned with community local need. Refer to Table 6.4 for examples of potential initiatives and metrics for measuring performance. Measure progress towards these targets on a regular basis, such as quarterly or annually. This will help ensure that the initiatives are effectively contributing to social value and achieving the desired outcomes. Page 97
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 58 of 86 A. Stakeholder List Table A.1: List of Stakeholders Contacted as part of the Stakeholder Engagement Exercise Organisation Industry/Sector Baxters Food & Drink Boeing Defence Buckie Maltings Food & Drink Caledonia Offshore Windfarm Energy (Renewables) Carntyne Transport* Transport & Logistics Emergency Services - Ambulance Service Emergency Services Emergency Services - Fire Emergency Services Emergency Services - Police Emergency Services Forestry Scotland Forestry Gleaner Oil & Gas Energy (Oil & Gas) James Jones - Timber Forestry Kinloss Barracks* Defence McPherson's of Aberlour Transport & Logistics Moray Council* Public Body (Local Authority) NHS Grampian* Health RAF Lossiemouth* Defence Scottish Water* Utilities Stagecoach North Scotland Transport & Logistics The Forsyth Group* Transport & Logistics Transport Scotland Public Body (Transport Authority) Walkers Shortbread Food & Drink *Engaged with as part of the stakeholder engagement exercise Page 98
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 59 of 86 B. Site Selection Prospects B.1 Elgin The six site prospects in the Elgin location are depicted below. Figure B.1: Elgin Site Prospects Source: ArcGIS B.1.1 Site 1: Ashgrove Road The Ashgrove Road site is located in central Elgin. It was identified as it is a large plot of land near the A96 and several industrial estates and therefore potential commercial users. The A96 is main travel route between Elgin and Aberdeen, as outlined Section 3. Figure B.2: Ashgrove Road Site Source: ArcGIS Page 99
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 60 of 86 B.1.2 Site 2: A96 Travelodge Area The A96 Travelodge site is located east of Elgin, off the final roundabout of the A96 before you enter the town. There are several businesses making up a service style break area and a small business park. There are multiple plots of land where a refuelling station could be built. Figure B.3: A96 Travelodge Site Source: ArcGIS B.1.3 Site 3: A96 Industrial Area Figure B.4: A96 Industrial Area Site Source: ArcGIS Page 100
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 61 of 86 Similarly, to the previous site, this prospect is located east of Elgin close the A96 as you enter the town. It is a plot of land located on Riverside Road close to several businesses including car dealerships and food outlets. B.1.4 Site 4: A941 adjacent to Culzean Avenue This site is in south Elgin on the A941 as you enter the residential area, New Elgin. The site is a large plot of land on the main road connecting Elgin to south Scotland. Figure B.5: A941 Culzean Avenue Site Source: ArcGIS B.1.5 Site 5: A941 adjacent to Linkwood Road This prospect is located along the A941 although in central Elgin. This is a large plot of land with several business and residential estates nearby, including Elgin Train Station. Figure B.6: A941 Linkwood Road Site Source: ArcGIS Page 101
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 62 of 86 B.1.6 Site 6: Boroughbriggs Road/North Street Carpark This site was identified in a call with the council during a discussion regarding potentially restructuring the carpark located in central Elgin. There are several commercial users nearby and is close to the A96. Figure B.7: Elgin Boroughbriggs Road Carpark Site Source: ArcGIS B.2 Lossiemouth The site prospect in the Lossiemouth location is depicted below. Figure B.8: Lossiemouth Site Prospects Source: ArcGIS Page 102
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 63 of 86 B.2.1 Site 7: RAF Lossiemouth A potential location at RAF Lossiemouth (outside the wire) was also identified as there is likely to be a plot of land available and the MoD understood to be planning to install 6 to 8 MW of solar electricity generation at the site. There is the option to extend the size of the solar farm or for MoD to allow part of the land to be used for a hydrogen refuelling station or pilot hydrogen hub. Further discussion is required. Figure B.9: RAF Lossiemouth Site Source: ArcGIS B.3 Aberlour The site prospects in the Aberlour location are depicted below. Figure B.10: Aberlour Site Prospects Source: ArcGIS Page 103
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 64 of 86 B.3.1 Site 8: A95 opposite Walker’s Head Office This site is located north of Aberlour along the A95. Notably, it is opposite Walker’s shortbread’s head office and factory. There are also several distilleries in the vicinity of Aberlour. Figure B.11: A95 Walker’s Site Source: ArcGIS B.3.2 Site 9: A95 SW Aberlour This site is a large plot of land southwest of Aberlour also along the A95. It was identified as and additional option in Aberlour as several distilleries are close by. Figure B.12: A95 SW Aberlour Site Source: ArcGIS Page 104
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 65 of 86 B.4 Blackhillock (Keith) The site prospects in the Blackhillock Keith location are depicted below. Figure B.13: Keith Site Prospects Source: ArcGIS B.4.1 Site 10: Blackhillock Substation This site is located south of Keith near the Blackhillock substation. It was identified due to its proximity to available utilities, as the Blackhillock substation if the largest substation in the UK and is the connection point for the Beatrice and planned Moray West offshore wind farms. Figure B.14: Blackhillock Site Source: ArcGIS Page 105
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 66 of 86 B.4.2 Site 11: A96 South Keith This site was selected as it is an additional site located close to the Blackhillock substation. However, this site is closer to Keith town centre and additionally it is located along the A96. Figure B.15: A96 South Keith Site Source: ArcGIS B.5 Buckie Harbour The site prospects in the Buckie Harbour location are depicted below. Figure B.16: Buckie Site Prospects Source: ArcGIS Page 106
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 67 of 86 B.5.1 Site 12: Buckie Harbour 1 This site the first of two locations identified at Buckie Harbour. This prospect is the largest open plot of land near to the harbour businesses and jetties. Figure B.17: Buckie Harbour 1 Site Source: ArcGIS B.5.2 Site 13: Buckie Harbour 2 This is the second potential site in Buckie Harbour. It is a small plot of land located west of the harbour at the top of the A942. Figure B.18: Buckie Harbour 2 Site Source: ArcGIS B.5.3 Site 14: Buckie A942 This site is located south of Buckie along the A942, the main route into Buckie. It is a large plot of land next to the Tesco Superstore and Petrol Station. Page 107
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 68 of 86 Figure B.19: Buckie A942 Site Source: ArcGIS Page 108
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 69 of 86 C. Elgin Location Profile C.1 Labour Market and Local Area Elgin, the largest town, and commercial centre for Moray, has an estimated population of 23,582 (2023).32 In the 2011 census, 4% of the population was identified as unemployed, while 27.2% were economically inactive. 33 Figures from 2022 show that the unemployment rate in Elgin has increased to 6.49% (Dec 2022).34 Data from the 2011 census displayed that 33.3% of the population were employed in managerial or professional occupations, lower than the Scottish average (37.8%) working within these top 3 highest income occupation groupings. There was also a higher proportion of people working in the lowest income grouping - ‘Elementary occupations’ – 13.8% compared to 12.8% in Moray and 11.6% in Scotland. However, the third highest income group ‘Associate Professional and Technical occupations’ employed 14.9% of people in Elgin compared to Moray (14.7%) and Scotland (12.6%), 35 As outlined in Figure C.20 the level of deprivation is varied across Elgin. In the Scottish Index of Multiple Deprivation 2020, which measures income, employment, health, education and skills, housing, geographic access and crime, large parts of West Elgin were ranked as having little or no deprivation, scoring well in income, employment, education, health, and housing. Three areas in Elgin (in dark blue) were part of the least deprived 10% of data zones. In comparison, 3 areas in Elgin East were ranked in the 20% most deprived data zones in Scotland. Heldon West, Fogwatt to Inchberry was ranked number 560 of Scottish data zones (1 being most deprived) making it part of the most deprived 10% of Scotland. New Elgin East, ranked number 1298, and Elgin Cathedral to Ashgrove and Pinefield, ranked number 1067, were positioned in the most deprived 20%. These 3 areas scored poorly in education/skills, income, employment, and health.36 As a result of such statistics, the Moray Community Partnership have identified New Elgin East as an area to focus the improvement of outcomes in factors including employment, crime, and education in the Local Outcomes Improvement Plan V.2 (released in Sept 2021).37 32 Elgin Population 2023 (worldpopulationreview.com) 33 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) 34 Elgin, IL Unemployment Rate (ycharts.com) 35 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) 36 SIMD (Scottish Index of Multiple Deprivation) 37 Local Outcomes Improvement Plan Sept 2021, LOIP (yourmoray.org.uk) Page 109
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 70 of 86 Figure C.20: Map outlining levels of deprivation in Elgin Source: Scottish Index of Multiple Deprivation38 C.2 Skills and Training Elgin has a total of 8 primary schools, 2 secondary schools and 1 college, UHI Moray – the only further education college in Moray. In the 2011 census, 26.6% of Elgin’s population (aged 16 and over) reported having no qualifications, slightly lower than the proportion in Moray (26.7%) and Scotland (26.8%). 27.4% of Elgin’s population reported a standard grade or equivalent as their highest qualification attained and 14.6% a higher grade or equivalent. However, there was a lower rate of people who attained a degree or higher degree (20.9%) compared to Moray (22.7%) and Scotland (26.1%). Although Elgin reported a higher proportion of people in skilled trades occupations (14.4%) compared to Scotland (12.5%), this was lower than the Moray average of 16.6%.39 C.3 Local Economy As displayed in the 2011 census, the industry with the highest level of employment is wholesale and retail trade and motor repairs (17.6%). Health and social work are the second largest employer by industry (13.7%), followed by public administration and defence (12.6%).40 The high proportion of workers in public administration and defence can be attributed to the proximity of RAF Lossiemouth to the town. A significant proportion of people in Elgin are also employed in the manufacturing industry (11.8%) compared to Scotland (8%), however this is lower than the proportion of people employed in manufacturing in wider Moray (12.1%). Elgin is a key manufacturing site for consumer products - Elgin is the main site of textile manufacturers Johnstons of Elgin, the UK’s largest producer of luxury cashmere and fine woollens. Whisky is also an important component 38 SIMD (Scottish Index of Multiple Deprivation) 39 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) 40 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) Page 110
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 71 of 86 of the wider local economy with Glen Moray distillery, Miltonduff distillery and BenRiach distillery all within 6 miles of Elgin. The creation of a cultural quarter in Elgin forms a key strategic project in Moray’s economic strategy 2022-2032. The cultural quarter aims to support economic growth and cultural expansion by creating a heritage attraction, rebranding of the town hall, and the provision of a new hotel. The increased activity driven by this will provide greater opportunities for small businesses and social enterprises, while attracting further tourism to the area. C.4 Health and Wellbeing Elgin has a range of green spaces and community facilities that can help support positive health and wellbeing for local communities. There is an estimated 31 hectares of greenspace per 1000 people, significantly higher than the national average of 24 hectares of greenspace in urban areas. 41Green spaces include 14 parks, gardens, and playing fields like Cooper Park, which have community facilities such as a tennis court and bowling green. Elgin also has a Sports and Community Centre. In the 2011 census, 85% of Elgin’s population stated that their health was either ‘very good’ or ‘good’, while 17.2% considered themselves limited by a long-term health condition or disability. In the 2011 census, 3.8% of Elgin residents reported having a mental health condition. Rates of depression significantly increased in Elgin between 2013/2014 and 2015/2016, increasing by 2.9% to 5.4 per 100 patients.42 Although rates of depression from the 2011 census were lower in Elgin compared to Moray (5.8) and Scotland (6.8), rates increased at a faster rate compared to Moray (1.6%) and Scotland (1.0%).43 When comparing health statistics across Elgin, New Elgin East scored poorly compared to other areas in Elgin and the rest of Scotland. 41 The Second State of Scotland's Greenspace Report - greenspace scotland - Jan 2012.pdf (nature.scot) 42 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) 43 Area Profile 2017 - ELGIN, CENTRAL WEST v4 (yourmoray.org.uk) Page 111
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 72 of 86 D. Lossiemouth Location Profile D.1 Labour Market and Local Area Lossiemouth has an estimated population of 6,873.44 The last figures published regarding unemployment in Lossiemouth were in the 2011 national census, where 4.3% of the population were identified as unemployed. 45 In the 2011 census, 43.6% of people reported working in managerial or professional occupations, higher than other site areas in Moray, and the Scottish average. 29% of people employed in Lossiemouth, reported working in the ‘Associate Professional and Technical’ occupations grouping, nearly double the rate of Moray (14.7%). This also formed the largest occupation grouping in Lossiemouth, followed by ‘Skilled trades occupations’ – 12.8%. 46 Significant members of these skilled occupations are expected to be working within technical roles in the RAF Lossiemouth base, which employs an estimated 3,500 employees (further detail in Section 3). The Local Outcomes Improvement Plan V2, has identified that the population of Lossiemouth is expected to grow over the next 10 years with the potential for an additional 3,000 to 4,000 military personnel and their families relocating to Lossiemouth, driving up employment figures in the defence sector and professional technical occupation groups.47 The Scottish Index of Multiple Deprivation 2020 highlighted that most areas in Lossiemouth were in 50% of the least deprived data zones in Scotland. Two areas in Lossiemouth (in dark blue, in Figure D.21 ) were part of the least deprived 10% of data zones in Scotland, ranking in the 8th to 10th decile for income, employment and health deprivation. 44 Lossiemouth - Wikipedia 45 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 46 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 47 LOIP (yourmoray.org.uk) Page 112
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 73 of 86 Figure D.21: Map outlining levels of deprivation in Lossiemouth Source: Scottish Index of Multiple Deprivation 48 D.2 Skills and Training There are 2 primary schools, and one secondary school in Lossiemouth. In the 2011 census, 21.9% of Lossiemouth’s population (aged 16 and over) reported having no qualifications, significantly lower than Moray (26.7%) and Scotland (26.8%). 27.3% reported a standard grade or equivalent as their highest qualification attained, and 17.9% a higher grade or equivalent. 21.5% reported attaining a degree or higher degree, lower than the average rate in Moray (22.7%) and significantly lower than the Scotland average (26.1%).49 Compared to the Scottish average (12.5%), Lossiemouth has a similar proportion of people working in skilled trades (12.8%). RAF Lossiemouth also provides significant opportunities for training and skill development in the defence sector. In September 2020, there were 223 active apprenticeships in engineering and survival equipment at the base. Recent investment in March 2023 will also create 7 new trainee positions in engineering and construction. 50 D.3 Local Economy The industry with the highest level of employment in Lossiemouth by far is public administration and defence; compulsory social security (employing 30.7% of the local population in 2011) driven by the presence of the RAF base in Lossiemouth.51 The local economy of Lossiemouth is heavily dependent on the RAF. In a 2010 appraisal, the RAF station in Lossiemouth employed 3,370 full-time employees, equal to around 11% of jobs in Moray’s economy. In early 2022, there were around 3,500 jobs based at the site.52 RAF Lossiemouth is continuing to grow which 48 SIMD (Scottish Index of Multiple Deprivation) 49 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 50 £83 million investment at RAF Lossiemouth creates more than 100 UK jobs - GOV.UK (www.gov.uk) 51 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 52 Microsoft Word - RAF EIA Exec Summary (Aug 10)[1].doc (hie.co.uk) Page 113
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 74 of 86 will further increase the number of employees employed in public administration and defence. In March 2023, the base secured a £83 million investment from the UK government to build a new facility, which has created more than 125 local jobs, and increased opportunities for involvement from the local supply chain.53 The second and third industry with the highest level of employment as identified in the 2011 census is Human health and social work activities (11.9%), and Wholesale and retail trade; repair of motor vehicles and motorcycles (11.8%).54 D.4 Health and Wellbeing There is an estimated 44 hectares of greenspace per 1000 people, including 2 parks – Station Park Lossiemouth, Coulardbank Park Lossiemouth. This is significantly higher than the average for Scottish urban areas (24 hectares per 1000 people). There is also a sports and community centre in the town. Lossiemouth is on the Moray coast so has several beaches available to the local community. The range of outdoor spaces available to the community for recreation activities is likely to have a positive impact on community health and wellbeing. This is reflected in data from the 2011 census where 86.1% of Lossiemouth’s population stated that their health was either ‘very good’ or ‘good’, while 16.1% considered themselves limited by a long-term health condition or a disability – more positive statistics compared to the other sites. This is also supported by mental health statistics, with 3% of the population reporting a mental health condition compared to the Scottish average of 4%. 55 53 £83 million investment at RAF Lossiemouth creates more than 100 UK jobs - GOV.UK (www.gov.uk) 54 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) 55 Area Profile 2016 - LOSSIEMOUTH - Draft2 (yourmoray.org.uk) Page 114
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 75 of 86 E. Aberlour Location Profile E.1 Labour Market and Local Area Charlestown of Aberlour (Aberlour), has an estimated population of 1,020.56 The last figures published regarding unemployment in Aberlour was in the 2011 national census, where 2.3% of the population was identified as unemployed. Based on data from the 2011 census, 31.9% of the population in Aberlour reported working in the managerial and professional occupation groupings, a significant figure for a town with a working age population of 423. In the Scottish Index of Multiple Deprivation 2020, all areas in the town were ranked in the least deprived 30 and 40% of data zones in Scotland. Figure E.1. Map outlining levels of deprivation in Aberlour Source: Scottish Index of Multiple Deprivation57 E.2 Skills and Training The town has 1 primary school and 1 secondary school. In the 2011 census, 35.7% of Aberlour’s population (aged 16 and over) were ranked as having no qualifications, 23.5% have a standard grade or equivalent, 11.6% a higher grade or equivalent. and 21.8% a degree or higher degree. The higher proportion of people with a degree or higher degree qualification is consistent with the occupational spread, which has a high proportion of people in managerial and professional occupations, as reflected in Section 3. However, compared to the rest of Moray and Scotland, Aberlour has a lower proportion of 16–17-year-olds in education. 16.3% of Aberlour’s population also reported working in skilled trades occupations.58 56 Aberlour (Moray, Scotland, United Kingdom) - Population Statistics, Charts, Map, Location, Weather and Web Information (citypopulation.de) 57 SIMD (Scottish Index of Multiple Deprivation) 58 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) Page 115
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 76 of 86 E.3 Local Economy The industry with the highest level of employment was manufacturing (35%), with the food manufacturers Walkers and the whisky distilleries employing the bulk of employees in this industry.59 Human health and social work activities followed this (11.1%), and wholesale and retail trade (9.2%). E.4 Health and Wellbeing There is one park in Aberlour – Alice Littler Park – which has a putting green and some tea rooms for community use. There are also a range of community facilities including Speyside Community Centre, a rollerblade park, youth club, and Fleming Hall – which hosts a range of community activities and classes. Data from the 2011 census suggest that there are significant health issues in Aberlour. 81.5% of the population stated that their health was ‘very good’ or ‘good’, while 32.4% of the population considered themselves limited by a disability or long-term health condition – well above the rate of the other 4 towns. The most defined conditions reported were deafness or partial hearing loss (9.7%), followed by physical disability (9.3%) and mental health conditions (3%). While higher than the Scottish baseline, the obesity rate in Aberlour is consistent with the rates across the other site areas (10.26 per 100 patients).60 59 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) 60 Finalised Area Profile 2015 - ABERLOUR (yourmoray.org.uk) Page 116
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 77 of 86 F. Blackhillock (Keith) Location Profile F.1 Labour Market and Local Area Keith, the closest town to Blackhillock has an estimated population of 4,570.61 The latest published figures published regarding unemployment in Keith were in the 2011 national census, where 3.4% of the population was identified as unemployed.62 The spread of occupations in Keith’s labour market displays some similarities with that of Buckie. In the 2011 census, Keith reported a lower proportion of people working in the top 3 highest paying occupation groups (managerial and professional occupations) – 20.6%, and a higher proportion of people working in elementary occupations (15.5%) compared to Moray and Scotland. Like Buckie, skilled labour in Keith is particularly high with 20.3% of people working in skilled trades occupations compared to 12.5% in Scotland. In the Scottish Index of Multiple Deprivation 2020, Southern Keith had a higher level of deprivation with Southeast Keith being ranked number 1921 of deprived data zones – forming part of the most deprived 30% of Scotland data zones. The measures impacting this including high crime and poor education/skills. Figure F.22: Map outlining levels of deprivation in Keith Source: Scottish Index of Multiple Deprivation63 61 Keith (Moray, Scotland, United Kingdom) - Population Statistics, Charts, Map, Location, Weather and Web Information (citypopulation.de) 62 FINALISED - KEITH (yourmoray.org.uk) 63 SIMD (Scottish Index of Multiple Deprivation) Page 117
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 78 of 86 F.2 Skills and Training Keith has 2 primary schools and 1 secondary school. In the 2011 census, 37.2% of Keith’s population (aged 16 and over) were reported as having no qualifications, 28.1% have a standard grade or equivalent, 13.2% a higher grade or equivalent. and 14.2% a degree or higher degree. Compared to the rest of Moray and Scotland, Keith has a much higher proportion of households where no one holds a national level qualification above level 2 (SCE Higher or similar).64 However as identified in Section 6.5 there are a large proportion of people who work in skilled trade work which is unlikely to require formal educational training but on the job training and development. F.3 Local Economy In the 2011 census, the industry with the highest level of employment was wholesale and retail trade, motor repairs (19.3%), followed by manufacturing (17.7%), and construction (13.2%). There is a builders’ merchant in Keith; however, previous reports have suggested that majority of those employed in the construction sector here are likely to be working for large Elgin-based building companies such as Robertson Group or Springfield. The major manufacturers in Keith are the 4 whisky distilleries located there.65 F.4 Health and Wellbeing Keith has a high proportion of green spaces (37 hectares per 1000 people) compared to most of the site areas – beaten only by Lossiemouth. There are 4 parks in Keith, some with community facilities including football and cricket pitches, and tennis courts. In the 2011 census, 82.4% of the population stated that their health was ‘very good’ or ‘good’ while 20% of the population considered themselves limited by a disability or long-term health condition. Furthermore, 3.6% of the population reported a mental health condition.66 F.5 Energy Masterplan The new Energy Masterplan for the Keith/Blackhillock area is being developed by Moray Council. Consideration should be given to hydrogen as part of the masterplan. As part of Phase 2 of the Moray Hydrogen Strategy, a meeting was held with the Moray Council team developing the masterplan to provide an overview of the strategy and what would need to be considered for a hydrogen hub or hydrogen refuelling station to assist in informing the masterplan. 64 FINALISED - KEITH (yourmoray.org.uk) 65 FINALISED - KEITH (yourmoray.org.uk) 66 FINALISED - KEITH (yourmoray.org.uk) Page 118
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 79 of 86 G. Buckie Harbour Location Profile G.1 Labour Market and Local Area Buckie has an estimated population of 8,541.67 The latest published figures published regarding unemployment in Buckie was in the 2011 national census, where 9.7% of the population were identified as unemployed. 68 Results from the 2011 census displayed that there are significantly lower proportions (21%) of people working in the top 3 highest paying occupation groups (managerial and professional occupations) compared to Moray (33.7%) and Scotland (37.8%). There are also more low skill jobs in Buckie with 14.8% of the employed population working in elementary occupations, compared to 12.8% in Moray and 11.6% in Scotland. Buckie however has a higher proportion of people working in skilled trades occupations (18.7%) – the largest occupation group – compared to Moray (16.6%) and Scotland (12.5%). It also has a significantly higher proportion of process, plant, and machine operatives (16.8%) against Moray (10.4%) and Scotland (7.7%). These occupation groups could be effectively upskilled to deploy their skills for utilisation in a hydrogen economy.69 In the Scottish Index of Multiple Deprivation 2020, central Buckie was identified as having lower levels of deprivation compared with East and West Buckie. An area in Buckie Central East was ranked number 1852nd of most deprived – putting it within the 30% most deprived data zones in Scotland, particularly in terms of income, education, and employment deprivation.70 67 Layout 1 (moray.gov.uk) 68 buckieplusprofileplus2014.pdf (hie.co.uk) 69 Area Profile 2016 - Buckie-Draft (yourmoray.org.uk) 70 SIMD (Scottish Index of Multiple Deprivation) Page 119
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 80 of 86 Figure G.23: Map outlining levels of deprivation in Buckie Source: Scottish Index of Multiple Deprivation71 Due to the high level of deprivation identified here, the Moray Community Partnership have identified Buckie Central East as an area to improve outcomes around ‘building a better future for our children and young people in Moray’ as part of Moray’s 10 Year Plan, particularly focusing on attainment, increased employability, and a greater voice in community affairs. 72 G.2 Skills and Training There are 3 primary schools and 1 secondary school in Buckie (Buckie High School). In the 2011 census, 34% of Buckie’s population (aged 16 and over) reported having no qualifications, 28.9% have a standard grade or equivalent as their highest qualification, 13% a higher grade or equivalent. and 15.4% a degree or higher degree.73 Through community engagement as part of the Local Outcome Improvement Plan for Buckie Central East, students at Buckie High School were concerned about teacher and subject availability. This reflects results from engagement with the wider community where only 55% of respondents said they were able to take the subjects they wanted to at school, while 65% said they needed more support at school.74This suggests that opportunities to better enhance education and skills for some Buckie students are lacking. As part of Buckie’s local development plans, council has identified an area to the southwest of Buckie as a long-term growth area. This area will include community facilities and be the potential location for a new school campus, increasing venues for advancing skills and training for young people in Buckie.75 71 SIMD (Scottish Index of Multiple Deprivation) 72 Local Outcomes Improvement Plan Sept 2021, LOIP (yourmoray.org.uk) 73 buckieplusprofileplus2014.pdf (hie.co.uk) 74 file128000.pdf (yourmoray.org.uk) 75 Layout 1 (moray.gov.uk) Page 120
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 81 of 86 G.3 Local Economy In the 2011 census, the industry with the highest level of employment was wholesale and retail trade, motor repairs (15.7%) followed by manufacturing (14%) and Human health and social work activities (12.3%).76 Compared to the rest of Scotland and the Highlands and Islands, Buckie has a higher share of employment in mining, quarrying, utilities, and manufacturing (9.6%). This is driven up by the impact of the oil and gas industry, with oil and gas companies Regency Oils, Aztec Oils Northern, and Forsyths located in the local area. In the Local Outcome Improvement Plan for Buckie Central East – an initiative of Moray’s Community Planning Partnership, several barriers to employment were identified through engagement with local communities. These were: limited transport options, childcare, lack of skills, and mental health. As part of this, respondents identified employment as a concern with many saying that there is a lack of well-paid jobs in Buckie, and a lack of transport options limits people from finding employment, accessing training opportunities, and reaching other essential opportunities.77 Some of these existing challenges are highlighted within the Buckie Harbour Masterplan that sets out the objective to boost local business and economic growth that supports inward investment to create a more economically vibrant community across Buckie through inclusive redevelopment.78 G.4 Health and Wellbeing There is an estimated 29 hectares of greenspace per 1000 population, including 3 local parks with community facilities including a football pitch and pavilion. Although higher than the average in Scottish urban areas (24 hectares), this is significantly lower when compared to Elgin and Lossiemouth, limiting community outlets for recreation. The Moray Council has plans to increase greenspace in Buckie through its local development plans, which aims to ‘protect and enhance the existing network of open and green spaces’, and ‘identify a network of new play areas and parks’. In the 2011 census, 83.6% of the population stated that their health was ‘very good’ or ‘good’ while 19.4% of the population considered themselves limited by a disability or long-term health condition.79Only 3% of the population reported having a mental health condition, the joint lowest with Lossiemouth compared to the other site areas. While higher than the Scottish baseline, the obesity rate in Buckie is consistent with the rates across the other site areas. In the Local Outcome Improvement Plan for Buckie Central East, although 86% of people in the local community were interested in what goes on in their community, only a quarter felt like they had a voice.80Limited perception of impact on wider community affairs could potentially have an impact on wellbeing through the decreased sense of community impact and belonging. 76 Area Profile 2016 - Buckie-Draft (yourmoray.org.uk) 77 file128000.pdf (yourmoray.org.uk) 78 http://www.moray.gov.uk/downloads/file98784.pdf 79 Area Profile 2016 - Buckie-Draft (yourmoray.org.uk) 80 file128000.pdf (yourmoray.org.uk) Page 121
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 82 of 86 H. Community Development Funds There have been 2 community support funds in the UK developed in collaboration with plans to create Hydrogen Villages/Communities in Whitby and Redcar. Further examples of community development funds from renewable energy projects are also included below to serve as an example of the type of support a hydrogen related fund could provide to communities. Table H.1: Community Development Funds Fund Provider Description Focus 1 Redcar Hydrogen Community Northern Gas Networks Provides financial support (between £500 - £5,000) to projects and community groups in the Redcar area. £20,000 was allocated to the Fund in 2022. Open to projects that address issues related to individual finances, homelessness, unemployment, local social issues, local environment, community spaces, support to physically impaired, mental health, education, and training. 2 Hydrogen Village Cadent Gas developed in collaboration with Cheshire West Voluntary Action (CWVA) Provides financial support (up to £2,000) to initiatives that make a positive difference to communities in Whitby and surrounding areas. £20,000 was allocated to the fund in 2022. Open to existing services or activities, and new projects that align with tackling the climate emergency, growing the local economy and new jobs, supporting young people, enabling adults to live longer happier lives. 3 Gordonbush Community Fund SSE Provides financial support to community and charitable projects supported by community groups, not for profits, and charities in Brora, Golspie, Helmsdale, and Rogart Council areas. £200,000 available per year. Open to projects that support charitable activities that develop an area’s assets or build the sustainability of local areas. 4 Binn Wind Turbine Community Fund Our Community Energy (OCE) by Green Cat Renewables Provides financial support to community projects in selected areas in Perth, Kinross, and Fife. Accepts grant applications up to £20,000. Open to projects that enhance local communities by promoting safe, cohesive communities, developing community assets, reducing inequalities, and supporting health and wellbeing. Page 122
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 83 of 86 I. Latest Hydrogen Research Several Scottish universities are currently undertaking research about hydrogen, to support the development of potential initiatives and rollout of a hydrogen economy, council may seek to develop partnerships with key institutions to help shape the rollout or ongoing development of Moray’s Hydrogen Economy. Table I.1: Scottish University-led Research University Research Focus 1 University of Strathclyde The Energy Systems Research Unit at Strathclyde is involved in research related to hydrogen production, storage, and transportation, as well as the development of fuel cell technologies. The university is also home to the UK's first Hydrogen Safety Engineering and Research Centre, which aims to improve safety standards in the hydrogen industry. 2 University of Edinburgh The University of Edinburgh's School of Chemistry is involved in research related to the production of hydrogen from renewable sources, such as solar and wind power. The university is also involved in research related to the development of fuel cell technologies for use in transport and other applications. 3 Heriot-Watt University Heriot-Watt University is involved in research related to the production of hydrogen from renewable sources, as well as the development of hydrogen storage technologies. The university is also involved in research related to the use of hydrogen in fuel cell vehicles and is working to develop new materials for use in fuel cell membranes. 4 University of Glasgow The University of Glasgow's School of Chemistry is involved in research related to the production of hydrogen from water using renewable energy sources. The university is also involved in research related to the use of hydrogen as a fuel in transport and other applications and is working to develop new catalysts for use in fuel cells. 5 Robert Gordon University Robert Gordon University is involved in research related to the use of hydrogen in the oil and gas industry, as well as the development of hydrogen storage technologies. The university is also involved in research related to the use of hydrogen in transport and is working to develop new fuel cell technologies for use in cars and buses. Page 123
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 84 of 86 J. Subsidies and Funding Across Scotland and more widely the UK, there are several subsidies and grant funding Moray Council could consider exploring further to support the ongoing development of a hydrogen economy. Table J.1: Subsidies and Funding Options Funding Scheme Provider Description Application Criteria 1 Hydrogen for Transport Programme UK Government The Hydrogen for Transport Programme provides funding for zero-emission fuel cell electric vehicles (FCEVs) and refuelling infrastructure. The funding is available to public and private sector organisations that are in England, Scotland, or Wales. The scheme is primarily aimed at fleet operators, vehicle manufacturers, and infrastructure providers. 2 Low Emission Bus Scheme UK Government The Low Emission Bus Scheme provides funding to help local authorities and bus operators switch to low or zero-emission buses. The funding is available to local authorities, bus operators and other public transport providers in England, Scotland, and Wales. The scheme is designed to support the purchase of low or zero-emission buses and infrastructure to support them. 3 Zero Emission Fleet Accelerator (ZEFA) UK Government ZEFA provides funding for the deployment of zero- emission vehicles and infrastructure in the UK. The funding is available to public and private sector organisations, including fleet operators and infrastructure providers. The scheme aims to support the uptake of zero-emission vehicles in fleets across the UK. 4 Green Distilleries Competition Scottish Government The Green Distilleries Competition is a funding scheme that aims to support the decarbonisation of the whisky and gin sectors in Scotland. The funding is available to Scottish distilleries that are looking to decarbonise their operations by using hydrogen and other low-carbon technologies. The scheme aims to support the development and 5deployment of new technologies and infrastructure. 5 Industrial Fuel Switching Competition UK Government The Industrial Fuel Switching Competition is a funding scheme that aims to support the decarbonisation of industry in the UK. The funding is available to UK-based industrial companies that are looking to switch from fossil fuels to low- carbon alternatives, such as hydrogen. The scheme aims to support the development and deployment of new technologies and infrastructure. 6 Scottish Zero Emission Bus Challenge Fund Transport Scotland The Scottish Zero Emission Bus Challenge Fund provides funding for the purchase of zero-emission buses and infrastructure in Scotland. The funding is available to Scottish local authorities, bus operators, and other public transport providers. The scheme aims to support the transition to zero-emission buses across Scotland. 7 Energy Investment Fund Scottish Government The Energy Investment Fund (EIF) provides funding for innovative energy projects in Scotland, including those involving hydrogen. The funding is available to Scottish businesses, communities, public sector organisations and third sector organisations. The scheme aims to support the development and deployment of innovative energy projects that will help to drive Scotland's transition to a low carbon economy. Page 124
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 85 of 86 Funding Scheme Provider Description Application Criteria 8 Low Carbon Infrastructure Transition Programme Scottish Government The Low Carbon Infrastructure Transition Programme (LCITP) provides funding for low carbon infrastructure projects in Scotland, including those involving hydrogen. The funding is available to Scottish businesses, communities, public sector organisations and third sector organisations. The scheme aims to support the development and deployment of low carbon infrastructure projects that will help to reduce Scotland's greenhouse gas emissions. 9 Community and Renewable Energy Scheme Local Energy Scotland The Community and Renewable Energy Scheme (CARES) provides funding for community-led renewable energy projects in Scotland, including those involving hydrogen. The funding is available to Scottish communities, public sector organisations and third sector organisations. The scheme aims to support the development and deployment of community-led renewable energy projects that will help to reduce Scotland's greenhouse gas emissions and support local economic development. Page 125
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Mott MacDonald | Confidential | Moray Hydrogen Strategy Phase 2 Report December 2023 Page 86 of 86 mottmac.com Page 126
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Documentation: MHS – Moray Hydrogen Strategy P2S – Moray Hydrogen Strategy Phase 2 Scoping FSS – Fuel Switching Strategy Action Document Status/Targets History Delivery Lead 1.1 Consider how Moray Council wish to take forward the development of a Hydrogen Economy within Moray MHS On hold At present there are a lack of resources and expertise for creating an arms-length company. Rather the role should be one of a supporting facilitator of development by others. This could be revisited if circumstances indicate that an arms-length company would be required. TMC 1.2 Continue to develop enhanced relationships with key partners and adjacent Councils. Establish a hydrogen steering group MHS Ongoing Steering group established with HIE, UHI Moray, Hydrogen experts, renewable energy developers, Moray Council. Links made with Aberdeen City Council and businesses in Aberdeen TMC 1.3 Establish a hydrogen stakeholder network in Moray MHS Ongoing Online network established including community and education groups as well as industry. Online events have been held and a two-day event in Elgin Hydrogen Steering Group 1.4 Investigate funding opportunities MHS Ongoing Funding for 2022-24 from Just Transition Fund successful. This is to create a Phase 2 scoping report and Moray Council Fuel Switching Strategy. Report on Just Transition Fund spending and future project opportunities to be reported to Council summer 2024 TMC 1.5 Promotion and knowledge development of Hydrogen within schools and through Moray. Create web resources, bring in additional resources to maximise funding opportunities, economic activity and investment MHS On hold On hold until resources allow this action to progress. TMC 1.6 PILOT: Hydrogen vehicles in Moray Council Fleet. Possibly involving both hydrogen fuel cell and dual fuel (H2ICE) vehicles service. This would require hydrogen to be produced outwith Moray for refuelling at TMC depot. Pilot would include training and converting appropriate depot facilities. FSS Pilot vehicles from 2025 when resources, funding, and vehicle availability allow the project to proceed. Fleet Hydrogen Fuel Switching Strategy to be integrated into Fleet Decarbonization Strategy and progressed when staff resources allow. TMC 1.7 PILOT: Engage with industry to support the roll out of refuelling facilities in Moray. This could involve the creation of hydrogen hubs which would produce and distribute hydrogen. P2S MHS From 2027 onwards Phase 2 scoping document created showing analysis of HGV movements and projected potential demand for hydrogen for vehicles and maritime vessels. Potential sites for a refuelling hub were analysed. The document aims to promote opportunities for developer involvement. The desirability of having production and distribution hubs will decrease if TMC Item 7 Page 127
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Documentation: MHS – Moray Hydrogen Strategy P2S – Moray Hydrogen Strategy Phase 2 Scoping FSS – Fuel Switching Strategy large scale production of hydrogen is developed in Moray – this would mean the sites would only be required to distribute hydrogen Aims: By early in medium term, there should be an aim to have developed a network of hydrogen refuelling stations. This will allow new HGVs and large-vehicle fleets to be hydrogen fuelled. For industry, the supply will need to be in place and proven to allow the financial commitment of a complete switch to hydrogen vehicles to occur. The significant increase in demand occurs during the medium term and there is the opportunity to utilise offshore wind power (e.g. Caledonia Wind Farm) to expand hydrogen production based on offshore wind power. In addition, it is the current SGN policy that the SGN gas network will be repurposed during this timeframe to provide heating for homes using hydrogen with delivery by pipeline. Therefore, towards the end of 2030s, there is a strong likelihood for hydrogen to be used for domestic heat alongside other energy sources. Aims: In this period, there should be consolidation of the hydrogen production facilities within Moray and identification of opportunities for the further expansion and growth of the hydrogen economy in Moray. From 2040 onwards as technologies improve and bring down costs, there is the potential for the development of smaller scale community projects (particularly for areas that are “offgrid”). As well as allowing energy to be created and used at source, it creates increased resilience within the energy network and offers the opportunity for communities to be self-sustaining. Page 128
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REPORT TO: ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: ELGIN BUSINESS IMPROVEMENT DISTRICT – RENEWAL BALLOT BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT AND FINANCE) 1. REASON FOR REPORT 1.1 To seek the Committee’s approval to support the re-ballot for the Elgin Business Improvement District (BID) 1.2 This report is submitted to Committee in terms of Section III (F) (2, 3, 4, and 28) of the Council's Scheme of Administration relating to exercising the statutory functions of the Council in relation to economic development, commercial development, assistance to business and tourism development. 2. RECOMMENDATION 2.1 It is recommended that the Committee agrees to: i) continue the support of the Elgin BID through undertaking the re- ballot; and ii) note a further report will be presented to Committee with full business plan details including the levy and any potential future financial implications for the Council. 3. BACKGROUND 3.1 A Business Improvement District (BID) is a business led initiative where businesses come together to provide additional services and initiatives which will improve the trading environment and benefit the local economy within a defined geographical area. 3.2 BIDs came into force in Scotland in 2007 as a result of primary legislation in Part 9 of the Planning etc. (Scotland) Act 2006 and other secondary legislation. This included UK parliamentary regulations needed to implement reserved aspects of the policy. Item 8 Page 129
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3.3 BIDs are developed and managed by the business sector with projects being partly funded through a compulsory levy, with the Elgin BID levy calculated on the non-domestic rates valuation. All tenants and, if applicable, property owners, who will be subject to the levy, will be invited to vote on whether a BID proposal will go ahead or not. The voting on a BID is governed by legislation, with the proposal only being able to go ahead if there is a minimum turnout of 25% of eligible voters and more than half of the businesses voting in favour; they must represent more than 50% of the rateable value of the businesses that vote. In Scotland the maximum duration of a BID is 5 years, after that it will have to secure another mandate. At present there are 33 BIDs in Scotland. 3.4 The first successful Elgin BID ballot took place in November 2009 with a turnout of 45% and 75.25% voting in favour, representing 72% in favour by rateable value. The renewal ballot in November 2014 had a turnout of 52.38% with 56.48% voting in favour, representing 66.53% in favour by rateable value and the renewal ballot in November 2019 had a turnout of 44.7% with 72.8% voting in favour, representing 73.76% in favour by rateable value. 3.5 The Elgin BID became operational on 1 February 2010 with the establishment of the City of Elgin BID Ltd comprising of a board of 14 directors representing a cross-section of businesses with 3 representatives of the public sectors within the BID area. The current board comprises 11 directors representing a cross-section of businesses with 2 representatives of the public sectors. 3.6 Building on the success of the previous and present City of Elgin BID, it is proposed to secure a further 5-year mandate through a re-ballot process. The request with highlights of what has been achieved during the present BID phase is detailed in APPENDIX I. 3.7 Surveys and consultation workshops with all stakeholders have commenced with more scheduled to take place over the coming months to establish the geographically defined area, priority themes, projects and services with associated costs for the next business plan and proposal. It is planned to present the business plan including levy details to Corporate Committee on 27 August 2024. Council must decide whether to veto the BID by 18 September 2024 - 70 days prior to the ballot date. 3.8 Key Dates and Ballot – Under the legislation, 98 days’ notice is required to the Scottish Government and Local Authority with the final BID business plan and proposal being submitted by 20 August 2024. It is proposed that the ballot procedure will be sub-contracted to the Electoral Reform Society, which has conducted the majority of BID ballots in the UK including the Elgin BID ballot in 2009, 2014 and 2019. The provisional dates are: • Publish notice of the ballot by 2 October 2024 • Ballot papers to be issued by 16 October 2024 • Final day for voting papers to be received by 27 November 2024 • Announcement of ballot results by 29 November 2024 Page 130
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4. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP)) The Elgin BID renewal ballot proposal will contribute to the corporate plan priority to promote economic development and growth as well as the LOIP priority of a growing and sustainable economy. (b) Policy and Legal The legislation which implements BIDs in Scotland are: • The Planning etc. (Scotland) Act 2006 • The Business Improvement Districts (Scotland) Regulations 2007 • The Business Improvement Districts (Ballot Arrangements) (Scotland) Regulations 2007 and • The Planning etc. (Scotland) Act 2006 (Business Improvement Districts Levy) Order 2007 • The Business Improvement Districts (Scotland) Amendment Regulations 2007 and • The Business Improvement Districts (Scotland) Amendment Regulations 2008 Under the legislation where the local authority is of the view that the BID proposal or renewal and preliminary procedures conflict with a policy formally adopted and published by the authority, the authority shall notify the BID proposer in writing explaining the nature of that conflict. A local authority can veto a detailed BID proposal if it conflicts with any of the above Acts or for reasons such as the proposed levy would create disproportionate or unreasonable financial burden amongst rate payers. However, an appeal against a veto will be decided by the Scottish Ministers. As in the present Elgin BID arrangements, any proposed improvement projects and services will be in addition to any existing provisions provided by Moray Council and Community Planning Partners. It is intended to continue the operational agreement between Moray Council and City of Elgin BID Company, which will be updated in consultation with Legal to reflect all changes. The purpose of the operating agreement is to establish the procedure for the setting, collection and remittance of the BID Levy; confirm the basis upon which the Council will be responsible for collecting the BID Levy; set out the enforcement mechanisms available for collection of the BID Levy; set out the procedures for accounting and transference of the BID Levy; provide for the monitoring and review of the collection of the BID Levy; confirm the manner in which the Council’s expenses incurred (if any) in collecting the BID Levy shall be paid and confirm the basis on which the BID Arrangements are to be delivered by the BID Company on behalf of the Council. Page 131
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(c) Financial implications For the proposed renewal ballot of the Elgin BID any development cost(s) such as surveys, printing and the ballot cost will be paid for by City of Elgin BID Ltd. Full details of the levy, including collection fees and any software costs associated with the administration of the levy by Taxation Team staff will be presented to committee in May 2024 The BID Levy amount paid by Moray Council is dependent on the number of properties that it occupies within the constituency of the City of Elgin BiD Ltd. To provide some context, at the commencement of 2023-24, the Council was due to pay annual BiD Levy totalling £16,246.00 (d) Risk Implications There are no risk implications arising from this report. (e) Staffing Implications Officers from Economic Growth and Regeneration shall continue to work with City of Elgin BID Ltd to maximise income from funding streams as they arise and assist in the development of the next Elgin BID proposal. The Taxation Services Team supports the invoicing and recovery of the BiD Levy. This requires the officers of that Team to work closely with the City of Elgin BiD Ltd., ensuring invoices and reminders are issued regularly and on schedule. The Taxation Team also maintains the BiD Levy database, updating it with changes to the properties liable to pay the BiD, and provides advice to the City of Elgin BiD Ltd. on maximizing the revenue to be obtained from the BiD Levy invoices. The support of all aspects of the invoicing, and where necessary recovery, of the BiD Levy and the maintenance of the invoicing database represents a significant workload for the Taxation Team. (f) Property Moray Council would be liable to pay a levy (yet to be finalised) for any property which lies within the Elgin BID area, should the re-ballot be successful. (g) Equalities/Socio Economic Impact There are no equalities/social economic impacts arising from this report. (h) Climate Change and Biodiversity Impacts Advocating Elgin City Centre and all it has to offer has the potential to increase footfall from a local and wider geographical area. Increased local footfall could result in a positive impact, with less carbon emissions through reduced travel. For travel from a wider geographical area, the promotion of sustainable travel can assist in mitigating the impact. (i) Consultations The Depute Chief Executive (Economy, Environment and Finance), the Head of Economic Growth and Development, the Head of Governance, Page 132
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Strategy and Performance, the Equal Opportunities Officer, the Chief Financial Officer, Taxation Manager and Lissa Rowan, Committee Services Officer have been consulted and comments received have been incorporated into the report. 5. CONCLUSION 5.1 The Elgin BID has proven to be a sustainable regeneration model for the City Centre. It is democratic, time bound, accountable and provides a clear mandate for actions. It relies on a strong, committed and solution orientated partnership with a clear vision and leadership. 5.2 The continued partnership working has enabled to attract additional investments into Elgin, which could not have been achieved by a single organisation. 5.3 A successful renewal ballot of the Elgin BID will enable implementation of further actions and priorities and ensures a vibrant future for the City Centre. Author of Report: June Burnett, Development Officer Background Papers: Ref: SPMAN-813460984-458 Page 133
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APPENDIX I Elgin Business Improvement District (Embrace Elgin) has been working for and with the Moray Council and the businesses in Elgin City Centre for the last 14 years. We are proud to have raised the profile of the Elgin business community, assisted new businesses to find properties & get established and promoted Elgin as a place to Embrace, Enjoy and Explore. In Autumn 2024 we wish to return to Renewal Ballot, allowing the BID membership to decide if the BID should continue for a fourth term. Consultations and surveys have already begun with the membership to gather their views, opinions and identify their priorities moving forward. Below, you will find a short “Snapshot” of what has been achieved in Phase 3, more detailed information can be found in the Annual Reports and Mid Term Review, all of which are available on the Embrace Elgin Website- https://www.embraceelgin.co.uk/information-bulletins-company- reports/ What Has Been Achieved • Gull Management Project o Our Gull Management Project has been ongoing since 2018. Alongside a variety of preventative measures to stop the gulls from nesting we have also undertaken egg & nest removal each year, we estimate around 1,200 eggs have been removed. This is 1,200 gulls that will not come back to nest each year when they reach mating age. o We have invested in two sonic devices in 2022 & 2023 with a further two being installed for gull season in 2024. These devices have been proving very successful, preventing gulls from nesting in the area and contributing to a more peaceful urban environment. • Elgin Gift Card Launched – Town Centre Gift Card being accepted by more than 80 business members, encouraging people to shop local- since 2018 this has equated to £96K which is locked into the local business community. • Food & Drink Guide created – featuring every business member who supplies a food offering (from sandwiches to steaks), this has been updated from a PDF to an interactive online map. • Business Map has been updated from a PDF to an online directory on our website which links to every business’s website or social media (where they have it). • Extensive Elgin marketing – through printed press, radio and & social media • Business Promotion – Via social media utilising a variety of platforms - free to all BID members. o A new addition in 2023 was the Embrace Elgin Magazine where BID members can advertise for free. The magazine goes to every residential & commercial property within Elgin as well as pick up points at Elgin Library, Tesco & UHI Moray. • Property Support o The BID office has continued to hold a number of vacant property keys on behalf of agents and landlords. We have led on a collaborative approach working with Moray Council’s departments when arranging viewings with potential tenants. Item 8 Page 135
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o Current available properties are listed on the Elgin BID website and highlighted on media platforms. When potential new businesses are in touch with the office, they are signposted to the available property page. • Grants – yearly grant is available to all BID members. Since 2020 we have awarded 64 businesses a grant equating to over £25k in grant funding (our grant is 50% up to £500). Grants can be applied for new signage, upgrading windows/doors, CCTV, gutter cleaning and more. • Promotion of Moray Council support – assisted with promoting and gaining business feedback on behalf of the Moray Council on their plans for the Elgin Town Centre regeneration. • Business Member Bulletin – Keeping all members updated with what is happening and activities they can get involved in • Mediation for members – Where businesses have a problem we are often called on for support and advice • Learning Suite has been developed to support business needs that will be ran over the course of a year which is free to their staff/volunteers. • Vacant Shop rate as of December 2023 was at 9.6%, this is still under the national average. • Moray Council COVID Grant & Town Centre Improvement Grant Support - A number of grants were made available from Scottish Government through the Moray Council during COVID to assist businesses. We supported a number of applicants either through helping fill out the paperwork or by chasing up applications. • Employment Opportunities- There is a dedicated page on our website where current employment opportunities in the town centre are listed. • Street Cleaning- We have employed two Street Ambassadors who on a weekly basis do litter picks of the town centre collecting on average 8-12 large bags of litter. This is in addition to the efforts of Moray Council's cleaning teams and the company we've hired for three mornings each week. This commitment to cleanliness is a testament to our dedication to keeping Elgin pristine. • Brightening Up Plainstones: In late Summer 2023, we embarked on a project to paint the lampposts and black tree benches around the Plainstones, adding a touch of vibrancy to this central hub of our community. The project will continue into 2024, ensuring that all benches receive a fresh coat of paint when stable weather conditions prevail. o Bright bunting and flower arrangements are also organised by and arranged by BID. o 2024 will also see the introduction of dwarf fruit trees to our town centre, not only helping to combat carbon emissions but the fruit will also help the community. Page 136
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REPORT TO: ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: INFORMATION REPORT: ENVIRONMENTAL STANDARDS SCOTLAND IMPROVEMENT REPORT BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT AND FINANCE) 1. REASON FOR REPORT 1.1 To inform the Committee of the Improvement Report by Environmental Standards Scotland into the effectiveness of the systems in place to support local authorities in their duty to contribute to the delivery of climate change targets. 1.2 This report is submitted to Committee in terms of Section III (F) (34) of the Council's Scheme of Administration relating to providing, developing and monitoring the Council’s Economic Development and Infrastructure Services. 2. BACKGROUND 2.1 On 6 December, Environmental Standards Scotland (ESS) published an improvement report to the Scottish Government, in respect of the investigation into the systems in place to support local authorities in the delivery of climate change targets. The Improvement Report is available here. 2.2 ESS was established under the UK Withdrawal from the European Union (Continuity) (Scotland) Act 2021 (“the Continuity Act”) to fill the environmental governance gap caused by the UK’s departure from the European Union. ESS is an independent body, accountable to the Scottish Parliament. The role of ESS is to ensure there is effective scrutiny of public authorities’ compliance with environmental law, alongside the effectiveness of environmental law and the way it is being implemented and applied in Scotland. ESS may investigate matters in response to concerns brought to its attention (known as representations), or on its own initiative. Page 137
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2.3 Public bodies have had a range of climate change duties since 2009 which aim to contribute to the delivery of net zero. ESS launched an investigation into a number of these duties, including the support and scrutiny provided by Scottish Ministers of how local authorities contribute to meeting climate change targets. 2.4 At a UK level, local authorities’ direct emissions account for between three to five percent of an area’s emissions. Of all UK emissions, 82 percent are estimated to be within the scope of influence of local authorities. Without adequate support and scrutiny, it would be difficult to achieve the net zero target. 2.5 Scotland has failed to achieve eight out of twelve of its targets, which will become increasingly difficult to meet in the 2020s. The consequences of not achieving climate targets are serious. It is crucial that local authorities demonstrate leadership by meeting their climate change responsibilities and that robust systems are in place to help realise this. In light of what was alleged within the representation and given the scale of emissions which local authorities are directly responsible for, or have levers to influence, ESS took the decision to launch an investigation into the effectiveness of the systems in place to support local authorities in their contribution to the delivery of climate change targets. 2.6 The purpose of this investigation was to consider: the duties placed on local authorities and Scottish Ministers in respect of the delivery of climate legislation; the support that is available to this end; and the reporting and monitoring of performance. 3. THE INVESTIGATION AND IMPROVEMENT REPORT 3.1 The following key points have been identified from ESS’ investigation: • there is inconsistency across the Public Bodies Climate Change Duties (PBCCD) reports. These are the annual carbon reports submitted by local authorities and public bodies to the Scottish Government. No definitive overview of how their activity has been calculated to achieve best effect. • the data maturity of emissions calculations is weak, and reported emissions data is unreliable. • there is no legal obligation on local authorities to report on Scope 3 emissions, which is the largest proportion of emissions. Scope 3 emissions are indirect emissions that occur in the upstream and downstream activities of an organisation, for example: emissions from wider supply chains; emissions from the use of local authority services; contracted out services; and investments. • clarity on the proportionate extent of Scope 3 emissions is missing. • there is no legal obligation for local authorities to produce climate plans. Page 138
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• although there is evidence to show that Scottish Ministers are co- operating with public bodies, Scottish Government guidance to public bodies is out of date, or non-statutory, and there is no single, comprehensive, up-to-date, accessible source for climate practitioners. • strategies for co-ordinating government policy with local authority plans is weak, and although support for co-ordination between local authorities is available and well-regarded, the reporting process does not fulfil its aim to encourage knowledge sharing between local authorities. • there is no evidence that public bodies’ climate change delivery is monitored against reported progress, evaluated or scrutinised, despite there being a legal mechanism to do so. 3.2 In view of the above, ESS made the following recommendations to Scottish Ministers: 1. Make climate, adaptation and sustainability plans at local authority level compulsory. 2. Ensure that the planned statutory guidance covers the full breadth of local authorities’ climate change responsibilities and includes the changes which will be required as a result of the recommendations contained within this report. 3. Introduce a separate reporting framework for local authorities. 4. Make the reporting of Scope 3 emissions mandatory for local authorities. 5. Identify or introduce an appropriate monitoring body and give the monitoring body the necessary powers, including the powers to: scrutinise compliance; follow-up on climate plans; and recommend improvements in climate activity. 3.3 In line with ESS’ Strategic Plan, ESS invited the Scottish Government to work with it to resolve the issues identified. The Scottish Government has agreed to put in place measures which implement recommendations 1, 2, 3 and 5. In respect to recommendation 4, where informal resolution has not been achieved, the improvement report has been laid in the Scottish Parliament under ESS’ statutory powers and Scottish Ministers must respond to this recommendation in the form of an improvement plan to the Scottish Parliament. 4. POSSIBLE IMPLICATIONS OF RECOMENDATIONS 4.1 The five recommendations from ESS may have the following implications as the Council progresses Climate Change works: 1. Make climate, adaptation and sustainability plans at local authority level compulsory. The Council already has a climate plan and officers are working on baselining adaptation works to enable the production of an adaptation plan. A Biodiversity Strategy is being developed which should Page 139
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cover a lot of what may go in a sustainability plan. In addition, NPF4 has significant requirements for climate change and biodiversity to be delivered through the planning system which will be incorporated in the updated Local Development Plan. At present the production of climate, adaptation, and sustainability plans are not compulsory and there is flexibility on what each Local Authority produces. If the production of plans is to be compulsory, this may require nationally approved methodologies or templates to help make these plans more uniform and ensure compliance with the legislation. 2. Ensure that the planned statutory guidance covers the full breadth of local authorities’ climate change responsibilities. Comprehensive statutory guidance on Climate Change legislation for Local Authorities is currently being created at a national level. Officers are contributing to the development of this guidance. 3. Introduce a separate reporting framework for local authorities. This means there will likely be different PBCCD forms for LAs and for other public bodies to complete annually. 4. Make the reporting of Scope 3 emissions mandatory for local authorities. This recommendation has not been accepted by Government Ministers at the present time. If the reporting of Scope 3 emissions becomes mandatory it would be a substantial piece of work for officers to calculate this on an annual basis. At present there are no agreed methodologies and reporting frameworks for Local Authorities to carry out this work. There are also concerns that carrying out this substantial piece of work to get more accurate data will not in itself ensure that there are enough follow up actions to reduce these levels of carbon emissions. Rather even without mandatory reporting, resources could continue to be focused on scope 3 emissions where there are more opportunities to control and therefore reduce, for example commuting and waste. 5. Identify or introduce an appropriate monitoring body to scrutinise LA climate plans and give the monitoring body the necessary powers. This was accepted by ministers and the body is likely to be the ESS. 5. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP)) The Council’s Corporate Plan 2019-2024 aims for Moray Council to be: “A resource efficient, carbon neutral council that works with partners to mitigate the worst effects of Climate Change, to create a resilient, fair and more sustainable future for everyone within Moray”. Page 140
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(b) Policy and Legal The Climate Change (Scotland) Act 2009 places a duty on public bodies to act in the way best calculated to contribute to the delivery of Scotland’s climate change targets; in the way best calculated to help deliver any programme for climate change adaptation laid before the Scottish Parliament; in a way it considers most sustainable. (c) Financial implications There are no financial implications. (d) Risk Implications There are no risk implications. (e) Staffing Implications There are likely to be additional pressures on Climate Change staff to report on our progress on carbon mitigation, adaptation and sustainable action. (f) Property There are no property implications. (g) Equalities/Socio Economic Impact There are no equalities/socio economic impact implications. (h) Climate Change and Biodiversity Implications There are likely to be no climate change or biodiversity implications directly resulting from this report. The upcoming revision to the Council’s Routemap to Net Zero Carbon Emissions and future updates to the Climate Change Strategy will take account of the data within this report. (i) Consultations Depute Chief Executive (Economy, Environment and Finance), the Head of Economic Growth and Development, the Legal Services Manager, the Equal Opportunities Officer, and L Rowan, Committee Services Officer. 6. CONCLUSION 6.1 The Improvement Report by ESS into the effectiveness of the systems to support local authorities in their duty to contribute to the delivery of climate change targets will have various implications to the Council, as highlighted in the report, as the recommendations are carried out. Author of Report: Rod Lovie, Principal Climate Change Strategy Officer Background Papers: As referred to in this report. Ref: SPMAN-813460984-460 Page 141
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REPORT TO: ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: INFORMATION REPORT: LIST OF PROPERTY TRANSACTIONS CONCLUDED UNDER DELEGATED POWERS BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT & FINANCE) 1. REASON FOR REPORT 1.1 To inform the Committee of property transactions which have been dealt with under delegated powers. 1.2 This report is submitted to the Economic Development and Infrastructure Services Committee in terms of Section III F (5) of the Council's Scheme of Administration relating to industrial and commercial development. 2. BACKGROUND 2.1 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to conduct rent reviews and fix new rents. 2.2 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to grant leases, licenses or other occupation agreements of land and buildings for 25 years or less duration where the initial rent does not exceed £35,000 per annum and sites on long term building leases of up to 125 years duration where the initial rent does not exceed £35,000 per annum. 2.3 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to approve acquisitions of heritable property up to a value of £250,000 where appropriate provisions have been made in the Capital or Revenue Plan. 2.4 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to grant wayleaves or servitudes over Council owned property. Page 143
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2.5 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to grant assignations of existing leases where the terms of lease remain substantially unaltered and to authorise sub- lets. 2.6 In terms of the Council’s Scheme of Delegation, the Head of Housing and Property has delegated authority to accept the highest offer received for surplus heritable property provided that the highest offer received is for a sum no less than the price at which the property has been offered for sale on the open market. 3. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP)) The proposals support the aim of delivering financial stability. (b) Policy and Legal None. (c) Financial Implications The transactions detailed in APPENDICES I, II, IV and VI will generate monies to the Council. There are monies allocated in the Capital Plan for the transaction detailed in APPENDIX III. (d) Risk Implications None. (e) Staffing Implications None. (f) Property None. (g) Equalities/Socio Economic Impact None. (h) Climate Change and Biodiversity Impacts None. (i) Consultations None. 4. CONCLUSION 4.1 It is recommended that the Committee notes the 28 rent reviews, 17 leases, 2 road compensation claims, 1 wayleave, 1 assignation and 1 property disposal as set out in APPENDICES I, II, III, IV, V and VI. Page 144
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Author of Report: Stuart Beveridge, Asset Manager (Commercial Buildings) Background Papers: Ref: SPMAN-1285234812-1490 Page 145
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APPENDIX I REPORT TO THE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 LIST OF RENT REVIEWS OF BUILDINGS AND SITES - SUBMITTED FOR NOTING 1. Ref No. 2. Valuer’s Ints. 1. Address 2. Tenant 1. Building (m²) 2. Site (Ha) 1. Date of Entry 2. Review Period Interval 1. Previous Rent 2. New Rent Remarks 1. FR/1/214 2. IAWA 1. 12 West Road, Forres 2. C & P Garage Services Ltd 1. 200.5sqm 2. 0.04Ha 1. 3/7/17 2. 3 years 1. £15,950 p.a. 2. £16,896 p.a. Permitted Use: Car repair workshop & potential MOT station. 1. EL/1/120 2. ALBU 1. Site Adjacent 1A Chanonry Road South, Elgin 2. Jim’s Garage (Shetland) Ltd 1. - 2. 0.03Ha 1. 1/7/17 2. 3 years 1. £1,700 p.a. 2. £2,025 p.a. Permitted Use: Parking & display of motor vehicles for. 1. EL/1/210 2. IAWA 1. 4 Chanonry Road South, Elgin 2. Loomis UK Ltd 1. 538sqm 2. 0.14Ha 1. 18/12/15 2. 3 years 1. £32,900 p.a. 2. £35,500 p.a. Permitted Use: Use as a secure distribution & storage depot. 1. EL/8/208 2. STBE 1. Units 8 & 9 Tyock Industrial Estate, Elgin 2. Highland Motor Parts Ltd 1. 408sqm 2. 0.041Ha 1. 15/1/18 2. 3 years 1. £28,000 p.a. 2. £32,640 p.a. Permitted Use: Storage & distribution of motor vehicle parts & accessories with ancillary sales. Page 147
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1. EL/8/228 2. STBE 1. Units 28 & 29 Tyock Industrial Estate, Elgin 2. Glyn Minshull 1. 216sqm 2. 0.02Ha 1. 21/12/17 2. 3 years 1. £14,400 p.a. 2. £17,260 p.a. Permitted Use: Workshop & store for upholstery business. 1. LO/1/202 2. IAWA 1. Unit 2 Coulardbank Industrial Estate, Lossiemouth 2. MT Autos Lossie Ltd (SC487475) 1. 70.05sqm 2. 0.04Ha 1. 1/10/08 2. 3 years 1. £6,350 p.a. 2. £7,250 p.a. Permitted Use: Retailing of second- hand motor vehicles. 1. EL/5/108 2. ALBU 1. 3 Parade Spur South, Elgin 2. Raymond Spence & Sandra Anne Spence 1. - 2. 0.01Ha 1. 30/10/83 2. 5 years 1. £665 p.a. 2. £865 p.a. Permitted Use: Use for the purposes of tenant’s plastering & tiling business & general builder trader purposes. 1. DU/1/201 2. ALBU 1. 5 Dufftown Industrial Estate, Dufftown 2. Moray Electrical Services Ltd 1. 76.6sqm 2. 0.03Ha 1. 1/11/17 2. 3 years 1. £4,645 p.a. 2. £5,150 p.a. Permitted Use: Workshop & store in connection with an electrical business. 1. EL/1/118 2. ALBU 1. 2 Chanonry Street, Elgin 2. Gary McKnockiter & Walter Ritchie 1. - 2. 0.14Ha 1. 1/11/98 2. 5 years 1. £4,260 p.a. 2. £5,230 p.a. Permitted Use: Garage workshop & showroom for the sale/ refurbishment & repair of second-hand cars. 1. BK/1/223 2. IAWA 1. 10A March Road East, Buckie 2. Lawrie’s Light Haulage 1. - 2. 0.06Ha 1. 3/2/17 2. 3 years 1. £2,275 p.a. 2. £2,500 p.a. Permitted Use: Storage compound for light haulage business. Page 148
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1. EL/1/131 2. ALBU 1. Chanonry Court, 23 Chanonry Road South, Elgin 2. ESL Investments Ltd SC 556361 1. - 2. 0.74Ha 1. 18/4/19 2. 5 years 1. £18,865 p.a. 2. £28,200 p.a. Permitted Use: Development of industrial units & stores with yard & car parking minimum industrial buildings 1,250sqm. 1. KE/555/1 2. ALBU 1. Keith Golf Course, Keith 2. Keith Golf Club 1. - 2. 22.27Ha 1. 24/5/13 2. 5 years 1. £5,040 p.a. 2. £5,040 p.a. Permitted Use: Use as a golf course. 1. EL/1/134 2. ALBU 1. 14 Chanonry Road South, Elgin 2. ESL Investments Ltd (SC556361) 1. - 2. 0.33Ha 1. 5/7/18 2. 5 years 1. £10,280 p.a. 2. £14,420 p.a. Permitted Use: Development of a depot with workshop offices & yard. 1. EL/1/116 2. ALBU 1. 1 Chanonry Street, Elgin 2. Trustees of the William T & Denise A Miller SIPP Trusts 1. - 2. 0.41Ha 1. 8/3/93 2. 5 years 1. £14,500 p.a. 2. £18,250 p.a. Permitted Use: To be used as a builder’s yard. 1. EL/8/222 2. STBE 1. Unit 22 Tyock Industrial Estate, Elgin 2. Wolseley UK Ltd 1. 397.3sqm 2. 0.06Ha 1. 20/4/11 2. 3 years 1. £24,950 p.a. 2. £29,350 p.a. Permitted Use: Wholesale warehouse with trade counter for the storage, distribution & related sales of plumbing & building supplies. Page 149
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1. HN/750/9 2. ALBU 1. Stores 31 & 14 Hopeman Harbour, Hopeman 2. Carrie Hellyer 1. 125.4sqm 2. - 1. 11/2/06 2. 3 years 1. £2,300 p.a. 2. £2,585 p.a. Permitted Use: Sale of nautical goods & collectable items, chandlery products, arts & crafts, tea & coffee to takeaway, ice-cream. 1. EL/1/233 2. IAWA 1. 15 Chanonry Road South, Elgin 2. Embassy OFD Ltd (SC428753) 1. 180sqm 2. 0.05Ha 1. 1/8/14 2. 3 years 1. £16,100 p.a. 2. £17,000 p.a. Permitted Use: Workshop & storage in relation to light engineering & fabrication. 1. BK/750/91 2. ALBU 1. 28 Commercial Road, Buckie 2. Ocean Winds UK Ltd (No 07101190) 1. - 2. 0.31Ha 1. 5/1/23 2. Annually 1. £31,290 p.a. 2. £32,750 p.a. Permitted Use: Depot for offshore windfarm with offices & car park. 1. KE/5/202 2. ALBU 1. Unit 2 Newmill Industrial Estate, Keith 2. Donald Noble 1. 71sqm 2. 0.03Ha 1. 1/11/02 2. 3 years 1. £4,300 p.a. 2. £5,200 p.a. Permitted Use: Joiner’s workshop. 1. EL/1/106 2. ALBU 1. 7 Chanonry Road South, Elgin 2. Elgin Assets Ltd (Registered Number 07337006) 1. - 2. 0.4Ha 1. 5/7/11 2. 5 years 1. £13,100 p.a. 2. £14,600 p.a. Permitted Use: Development of builder’s merchant yard/depot. Page 150
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1. MW/580/1 2. STBE 1. Nether Dallachy Landfill Site, Nether Dallachy, Spey Bay 2. Crown Estate Commissioners 1. - 2. 31.54Ha 1. 1/4/93 2. 5 years 1. £20,683 p.a. 2. £24,437.50 p.a. Permitted Use: Council Landfill site. Council is tenant of Crown Estate Scotland. 1. EL/1/235 2. IAWA 1. 19 Chanonry Road South, Elgin 2. David Michael Ritchie 1. 110sqm 2. - 1. 1/9/14 2. 3 years 1. £8,950 p.a. 2. £9,850 p.a. Permitted Use: Printer’s workshop & store. 1. EL/1/306 2. IAWA 1. Yard to Rear of No 17 Chanonry Road South, Elgin 2. Sandra McCrea 1. - 2. 0.4Ha 1. 1/2/21 2. 3 years 1. £1,925 p.a. 2. £2,200 p.a. Permitted Use: Use for storage of materials & equipment in connection with tenant’s business. 1. LO/1/105 2. IAWA 1. Unit 5 Coulardbank Industrial Estate, Lossiemouth 2. Kenneth Ellis 1. - 2. 0.11Ha 1. 31/1/89 2. 5 years 1. £3,430 p.a. 2. £4,725 p.a. Permitted Use: Car sales/preparation, servicing & body repair with associated offices in connection with tenant’s business. 1. EL/5/120 2. ALBU 1. 3 Perimeter Spur, Elgin 2. Aberlour Child Care Trust (SC312912) 1. - 2. 0.03Ha 1. 1/2/83 2. 5 years 1. £1,400 p.a. 2. £2,000 p.a. Permitted Use: Project run for vulnerable & disaffected young people. Page 151
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1. FR/4/202 2. IAWA 1. 3 Waterford Circle, Forres 2. James MacNaught 1. 70sqm 2. - 1. 1/12/14 2. 3 years 1. £5,700 p.a. 2. £7,000 p.a. Permitted Use: Storage & manufacture of garage doors with ancillary sales. 1. EL/1/217 2. IAWA 1. 12 Chanonry Road North, Elgin 2. Blair Sinclair 1. 110sqm 2. 0.05Ha 1. 23/12/11 2. 3 years 1. £10,600 p.a. 2. £11,960 p.a. Permitted Use: Tyre fitter’s depot. 1. MO/1/300 2. IAWA 1. 2 Mosstodloch Industrial Estate, Mosstodloch 2. Allan McDonald 1. - 2. 0.16Ha 1. 5/2/05 2. 5 years 1. £3,600 p.a. 2. £4,225 p.a. Permitted Use: Fabrication & engineering facility. Page 152
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APPENDIX II REPORT TO THE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 LIST OF LEASES OF BUILDINGS AND SITES – SUBMITTED FOR NOTING 1. Reference No. 2. Officer’s Ints 1. Address 2. Tenant 1. Building (m²) 2. Site (Ha) 1. Date of Entry 2. Review Period Rent (per annum) Remarks 1. FR/2/201 2. IAWA 1. 4 Greshop Road, Forres 2. Shona Darnley, T/A AyeDo Events 1. 122.2sqm 2. 0.04Ha 1. 1/8/23 2. 3 years £10,600 Permitted Use: Storage & workshop in association with tenant’s events business. 1. NE/430/1 2. ALBU 1. Newmill Public Hall, South Street, Newmill 2. Newmill Village Hall Management Committee 1. 384.8sqm 2. 0.1Ha 1. 1/11/23 2. None £1 Permitted Use: Community Hall for purposes of community education, physical & mental training, social, moral & intellectual development. Rent limited by terms of deed. 1. BK/750/99 2. ALBU 1. 5 Commercial Road, Buckie 2. Scottish Hydro Electric Power Distribution PLC 1. - 2. - 1. 1/9/23 2. None £1 Permitted Use: Development of electricity sub-station. Page 153
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1. KE/3/254 2. ALBU 1. Unit B & C Isla Bank Mills, Keith 2. Oakwood Cooperage Ltd 1. 217.6sqm 2. 0.08Ha 1. 28/8/23 2. 3 years £15,000 Permitted Use: Storage & repair of casks & ancillary purposes. 1. EL/5/273 2. IAWA 1. Unit G Pinefield Business Centre, Elgin 2. Absolute Forestry LLP (SO306973) 1. 60.37sqm 2. - 1. 3/8/23 2. 3 years £4,600 Permitted Use: Workshop & store in connection with tenant’s forestry contracting business. 1. EL/1/215 2. IAWA 1. 8 Chanonry Road North, Elgin 2. Fraysia Ltd, T/A Knockomie Hotel 1. 70sqm 2. 9.64Ha 1. 12/9/23 2. 3 years £6,500 Permitted Use: Storage of goods. 1. EL/565/3 2. STBE 1. Pavilion & Pitch, 6 Perimeter Road, Elgin 2. New Elgin Football Club Ltd (SC750309) 1. 140sqm 2. 0.82Ha 1. 1/10/23 2. None £1 if asked Permitted Use: Nominal rent reflects tenant’s obligations to improve pavilion. 1. EL/1/136 2. ALBU 1. 3 Chanonry Road North, Elgin 2. Northscaff Ltd SC564107 1. - 2. 0.231Ha 1. 1/11/23 2. 5 years £8,550 Permitted Use: Builders/Scaffolders yard development. Page 154
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1. KE/4/252 2. ALBU 1. Unit B, Balloch Road, Keith 2. Direct Labour Organisation 1. 246sqm 2. 0.052Ha 1. 25/9/23 2. 3 years £11,000 Permitted Use: Builders store. 1. PK/GEN 2. CQ 1. McLeod Park, Portknockie 2. SUSTRANS 1. - 2. 0.035Ha 1. 30/10/23 2. 4 months £738 Permitted Use: Contractors site compound in relation to adjacent surface improvement works to NCN1 Coastal Pathway. 1. Street Traders/GEN 2. CQ 1. Millbuies Country Park, Fogwatt 2. Mrs T Clear (Willow & Birch) 1. - 2. 0.005Ha 1. 11/9/23 2. 1 Year £550 Permitted Use: Mobile vendor permission to site on & trade from Council ground. Vendor holds valid Outdoor Serving Licence. 1. KE/410/2 2. STBE 1. Nursery in Community Centre, Banff Road, Keith 2. Keith Play Centre Ltd 1. 129sqm 2. 0.0652Ha 1. 2/8/21 2. Annually 2/8/21 – 1/8/22 £3,671 2/8/22 – 1/8/23 £1,600 2/8/23 – 1/8/24 £3,200 2/8/24 – 1/8/25 £4,800 2/8/25 – 1/8/26 £6,400 2/8/26 – 1/8/27 £8,000 Permitted Use: Childcare. Page 155
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1. EL/555/15 2. STBE 1. Car Park, Deanshaugh Playing Fields, Lesmurdie Road, Elgin 2. Johnstons of Elgin 1. - 2. 0.36Ha 1. 13/11/23 2. None £1,800 Permitted Use: Short term lease until 22/12/23 for staff car parking. 1. BK/GEN 2. CQ 1. 23 East Church Street, Buckie 2. 1. 835sqm 2. 0.0835Ha 1. 30/10/23 2. £564 Permitted Use: Contractors site access licence in relation to works at rear of 23 Church Street to establish community garden. 1. BK/1/220 2. IAWA 1. 16 & 17 March Road East, Buckie 2. Iain Flett Addison 1. 140sqm 2. 0.05Ha 1. 13/11/23 2. 3 years £11,900 Permitted Use: Automotive repairs. 1. EL/1/234 2. IAWA 1. 17 Chanonry Road South, Elgin 2. Sam Jayrockyj 1. 70sqm 2. 0.01Ha 1. 6/11/23 2. 3 years £6,500 Permitted Use: Gardening business. 1. EL/3/202 2. STBE 1. 2 Linkwood Lane, Elgin 2. Colin Stewart 1. 99.96sqm 2. 0.0199Ha 1. 27/11/23 2. 3 years £8,000 Permitted Use: Vehicle diagnostics. Page 156
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APPENDIX III REPORT TO THE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 LIST OF ROAD ACQUISITIONS – SUBMITTED FOR NOTING Officers Intls Plot No/Road Improvement Scheme Description of Land to be Acquired Land Owner Compensation Agreed Comments ALBU Plots 1 – 4 C25E Duffus to Roseisle Road Widening Land for road widening Mr Edward Dunbar £7,400 Compensation inclusive of agents fees. ALBU Plot 3 C25E Duffus to Roseisle Road Widening Land for road widening tenant interest Mr Andy Anderson £750 Compensation inclusive of agents fees. Page 157
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APPENDIX IV REPORT TO THE ECONOMIC DEVELOPMENT & INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 GRANT OF SERVITUDES AND WAYLEAVES Officer Intls File Ref Address Description Price Comments CQ Wayleaves/ Electric Lands at Calcots Road, Elgin Grid Ref: NJ 260963530 Wayleave to SSEN £42.60 Low voltage connection through Council amenity ground for Lesmurdie development. Page 159
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APPENDIX V REPORT TO THE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 LIST OF ASSIGNATIONS OF SITES/UNITS - SUBMITTED FOR NOTING 1. Ref No 2. Valuer’s Ints 1. Assignor 2. Assignee Address Lease Details Remarks 1. EL/3/206 2. STBE 1. Dave Lineham 2. Scott Abernethy 6 Linkwood Lane Elgin Moray IV30 1HX Lease Commenced 1/11/94 Lease Term 21 years Rental £10,600 per annum Permitted Use: Sale, repair & maintenance of motor cars & spare parts. Page 161
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APPENDIX VI REPORT TO THE ECONOMIC DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 LIST OF PROPERTY DISPOSALS - SUBMITTED FOR NOTING Officer Initials Address Description Purchaser 1. Asking Price 2. Highest Offer Date Sold Comments STBE Auchernack House, Forres Former Council Offices UK Earth Ltd (SC763544) 1. £100,000 2. £101,150 15/12/23 To be used as a sustainability hub. Page 163
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REPORT TO: ECONOMIC, DEVELOPMENT AND INFRASTRUCTURE SERVICES COMMITTEE ON 6 FEBRUARY 2024 SUBJECT: INFORMATION REPORT: SSEN COMMUNITY RESILIENCE FUNDING BY: DEPUTE CHIEF EXECUTIVE (ECONOMY, ENVIRONMENT AND FINANCE) 1. REASON FOR REPORT 1.1 To inform the Committee of Grant Funding received from Scottish Southern Electrical Network (SSEN) to Moray Council. 1.2 This report is submitted to Committee in terms of Section III (F) (32) of the Council's Scheme of Administration relating to Emergency Planning and Home Defence. 2. BACKGROUND 2.1 A number of significant storms have caused damage and disruption in the Grampian area between 2021 and 2023. In response to these events SSEN awarded each of the 3 Grampian Local Authorities grant funding to spend on supporting the authorities in developing Community Resilience and Resilience infrastructure. Moray Council received £200,000 of this funding. 2.2 Before awarding the grant funding, SSEN required each authority to submit a proposal with allocated spend against each of its proposed projects. The table below provides details of the projects Moray Council proposed, with estimated spend, which was approved by SSEN who awarded the £200,000. The actions in the table relate to needs identified through the ongoing work by the Community Support Unit and Emergency Planning Officer to develop Community Resilience across Moray Page 165
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Project Aim Resilience Theme & Area Enhanced Costs Progress Household resilience Leaflets– Mailshot Provide Moray Council and co-branded SSEN Household Resilience leaflets delivered to every address in Moray. Blanket coverage designed to ensure that all 42,000 households regardless of circumstance had access to a minimum level of information (Appendix A). This will capture all vulnerable persons in Moray but also raise awareness of requirements for all. Individual & Family Resilience Household Resilience Community Resilience Skills & Knowledge Information £7,500 £5599.19 has been spent on the Household Resilience Booklet. Each household in Moray received a Booklet in December 2023. A copy of the booklet is attached as Appendix A Annual Community Resilience Conference Funding is available for a Community Resilience conference in 2023, 2024 and 2025. The conference will facilitate sharing of ideas and experiences, good practice and learning to develop plans, practice, and activities to reduce vulnerability in the community. To assist in developing mutual aid support delivery between Communities resilience groups in regard to volunteering and equipment usage. Individual & Family Resilience Household Resilience Community Resilience Skills & Knowledge Information Equipment Facilities Community Cohesion £7,500 £985 was spent on the second Annual Community Resilience Conference held in Lhanbryde in September 2023. Battery Pack Loan Scheme Provision of battery generator packs to support the most vulnerable individuals who need to use power reliant medical equipment within their own property during a power outage. HSCM will own the battery generator packs and loan these out to vulnerable individuals whose reliance of the medical equipment is critical. Individual Resilience Household Resilience Health and wellbeing Equipment £18,000 HSCM are in the process of identifying a suitable Battery Pack for use in support of home issued medical equipment, and these will be purchased when this is completed. HSCM will then administer and deliver the Battery Pack Loan scheme. Community Information and Co- ordination hubs Moray has a diverse topography with the population being spread across large and small towns and remote rural and coastal communities which can often become exposed to severe weather conditions. This leads to complexities in service delivery in times of emergency and challenges in co- ordination and communication between category 1 and 2 responders and as well as local community groups and residents being able to access support. Individual & Family Resilience Household Resilience Community Resilience Skills & Knowledge Information Equipment £160,000 approx. A project team has been established to deliver on the power supply requirements of the Community Information and Co- ordination hubs. With the aim to have these hubs fully power resilient and capable of Page 166
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Project Aim Resilience Theme & Area Enhanced Costs Progress Funding for the provision of diesel generators to three schools managed by Moray Council. That will be used as Community Information and Co-ordination hubs –in times of power outages and or Major incidents. The areas being put forward for the creation of the 3 Community information and Co- ordination hubs are Aberlour – Buckie and Forres Moray Council has a location in Elgin that is already power resilient to make up a 4th Community Information Co-ordination hub that would cover Elgin and surrounding areas. Facilities Community Cohesion Safe Place Educational development opportunity operational delivery by the end of 2024. Community Resilience group Tabletop exercises Community Resilience Tabletop exercises for established groups to allow them to stress test their plans and identify areas of development to ensure they maximise response capabilities to support community needs. These will be delivered by Moray Councils Emergency planning department and Community Support Unit. Blue light Services will be invited to take part as will SSEN and the Red Cross. 1. Elgin 2. Forres, Findhorn, Kinloss, Finderne 3. Strathisla, Keith 4. Lossie, Hopeman, Burghead & Cummingston 5. Fochabers (Milnes area, incl Inchberry) 6. Speyside, Glenlivet, Tomintoul 7. Buckie, Cullen & Deskford, Portgordon, (Findochty/ Portknockie) 8. Community Resilience Co-ordinators Major Incident Exercise Individual Resilience Household Resilience Family Resilience Community Resilience Skills & Knowledge Partnership working development £4000 Community Resilience group Tabletop exercises will be progressed by the emergency planning officer and education and communities support officer throughout 2024. Household Emergency packs Develop a stock of equipment that can be distributed across Moray and consisting of (for example – not limited to): • Wind up torches • Wind up radios • General personal resilience products These would be distributed on a needs basis as part of general emergency preparation and given out when an emergency occurs. This can help develop individual resilience for those who may be financially vulnerable. Individual Resilience Household Resilience Family Resilience Community Resilience Equipment £3000 Household Emergency packs equipment will be purchased by end of April 2024 and passed to the established community resilience groups to manage and distribute at point of need. Page 167
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2.3 Progress has been made on several of the proposed projects and details of this progress is provided in table above. 2.4 SSEN have agreed that if a project stream has an underspend, then this can be used in another agreed project stream. Any spend out with the project streams agreed would need to be presented to and agreed with by SSEN. 3. SUMMARY OF IMPLICATIONS (a) Corporate Plan and 10 Year Plan (Local Outcomes Improvement Plan (LOIP) Empowering and connecting communities. (b) Policy and Legal The Council is required to respond to an emergency in accordance with the Civil Contingencies Act 2004 (Contingency Planning) (Scotland) Regulations 2005 (c) Financial implications There will be ongoing maintenance costs for the Generator equipment situated at the 3 identified Community Information and Co-ordination hubs. The project spend is looking to incorporate the first 3 years of Maintenance costs of around £13500 for all 3 locations. Ongoing maintenance costs will be absorbed by Education RM budget. (d) Risk Implications There are no risks associated with the recommendations in this report. (e) Staffing Implications The projects identified are being supported and delivered by staff from within the Council, specifically, Consultancy, Education and Communities and Housing and finance. (f) Property 3 Education and Community properties will act as the Community Information and Co-ordination hubs. The location of each Hub will be agreed in consultation with Property and Education Services. (g) Equalities/Socio Economic Impact An Equality Impact Assessment is not required. (h) Climate Change and Biodiversity Impacts Where possible sustainable resilience actions have been identified. Also generators will be stored at the required location to reduce the need for transportation. (i) Consultations Depute Chief Executive (Economy Environment and Finance), Head of Environmental and Commercial Services, Acting Head of ERC, Chief Financial Officer, Legal Services Manager, Equal Opportunities Officer, Committee Services Officer and Asset Manager Property have been consulted and their comments incorporated into the report. Page 168
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4. CONCLUSION 4.1 Moray Council has received grant funding of £200,000 from SSEN to help the council support resilience in the community. 4.2 A number of projects have been identified to support community resilience in Moray, during disruptive events. Author of Report: Ross Ferguson – Emergency Planning Officer Background Papers: Ref: SPMAN-524642768-1023 Page 169
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Household Resilience: Planning for Emergencies This information has been sent on behalf of your Community Council. We live in a relatively safe and stable society where we expect infrastructure to function as intended. Yet, life in Moray depends on power, water supply and the internet - which in turn makes us vulnerable. Storms, pandemics, natural disasters or technical problems can result in power outage, water supply cut-offs or lack of essential goods. A major event or crisis will affect residents and many people will be in need of help all at once. If a larger part of our population is able to take care of themselves and those around them, immediate help from the emergency services is more likely to reach those who need it most first. We are asking all households in Moray to take a few simple steps to improve their own emergency preparedness. It’s very important to think about and plan for what you will do in an emergency before it happens to significantly reduce the risks to you and your household. The aim of this booklet is to provide clear, simple and practical advice on preparing your home and household, including preparing a household emergency plan. A lot of the information may seem common sense, but it has saved lives in the past. Page 171
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Resilient communities can come down to being a good neighbour. Knowing who can provide a bit of assistance, or who might need it, makes a difference when emergencies happen. It’s very important to think about and plan for what you will do in an emergency before it happens to significantly reduce the risks to you and your household. The next few pages are to help you prepare yourself and your household. Keep this booklet somewhere easy to access along with your home emergency kit, if you are able to prepare one. Make a household emergency plan Community resilience is communities and individuals that are prepared, able to respond to and recover from emergencies in a way that complements the work of the emergency services. Community Councils, and Development Trusts, across Moray have been forming Community Resilience Groups (CRG) to develop emergency preparedness in their area. CRGs are volunteers in your community, who are leading on developing a local ‘Community Emergency Plan’ that outlines what volunteers can do in an emergency situation to support their community. These groups do not do the work of the Emergency Services. If their plan is activated, they will communicate with Moray Council and can be a point of contact and support for local residents. If you would like to get involved in your local CRG, or to let them know you’d be willing to volunteer, email your local community council or: What is community resilience? communitycouncils@moray.gov.uk Page 172
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Make sure you and your family know how to use 999 responsibly. If the emergency means it’s not safe to go out, the advice is usually to: Go In: Go indoors and close all windows and doors. Stay In: Stay indoors as long as it is safe to do so. Use this time to confirm that you are safe to your emergency friend(s). Tune In: Local radio, TV or the internet, where public information and advice from the emergency responders will be broadcast. Local Radio: Local Information/ Social Media: You should pick a friend or relative to be your emergency friend(s) who you will let know that you are OK in an emergency situation. Some ways you might help each other are: •Swapping house keys. •Providing each other with a place to stay if you have been evacuated from your home. •Arranging to look after each others’ children or to pick them up from school if you have an emergency at work or in the family. •If you’re suffering from an infectious disease, like flu, the NHS might ask you to send someone to collect your medication for you. •Take copies of your most important documents or pictures and keep them safe for each other. Make sure this person knows you plan to check in with them should a disruptive event happen in your area. Make sure your household knows who your emergency friend(s) are. Page 173
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Identity documents (passport, drivers license) Bottles of water Non-perishable foods (baby food/ pet food) First-aid kit (essential medicines) Change of clothes (warm jumpers, blankets) Chargers (portable charging banks) Radio (wind-up or spare batteries) Torch (wind-up or spare batteries) Whether you have to stay in or get out, preparing a small emergency kit will help you get through. Keep it in a safe place a home, in a waterproof bag if possible, where you can reach it easily. Top items to include are: (You can use this as a kit check-list) Name: ............................. Address: .......................... ......................................... Tel. No: ............................ Name: ............................. Address: .......................... ......................................... Tel. No: ............................ Other things to consider: money, spare car or house keys, toiletries, pen and paper, copies of insurance policies, spare glasses or contact lenses... Emergency Friend 1: Emergency Friend 2: Page 174
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Health Centre ................................... Water Supplier ................................. School ............................................... Gas Supplier .................................... Carers/ Childminders ........................... Work ................................................. Plumber ............................................. Vet ..................................................... Insurance(s) ........................................................................................................ Other numbers .................................................................................................... .............................................................................................................................. Our Community Safe Place is: If you have to leave your home, get out, stay out and take others with you. Choose two safe places, one close by and one further away, where your household can regroup should you need to: Your local Community Resilience Group may have a plan in place to open a safe space in your community in challenging situations. Contact your local community council and ask if there a safe location identified for your community. Once you have chosen your safe meeting place, make sure each member of your family and your emergency friends know where you plan to meet in case communications fail during the emergency situation. Safe Meeting Place (near home) ................................................ Safe Meeting Place (away from home) ............................................... You should take a note of other contact numbers that could come in handy, for example, when there is no access to the internet: Page 175
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We recommend that you find out how to turn off your gas, electricity and water supplies to your home. Here is some practical advice to follow: • Gas On smelling gas, open a window if you can and leave the property immediately. Call the National Gas Emergency Service immediately (0800 111 999). Do not smoke or use any naked flames until you’re sure there is no leaking gas present. Do not turn electrical switches on or off. • Electricity You can turn off the electricity to your home by tripping the main switch in your fuse box. You may need to do this if a flood is imminent. • Water The location of the stop valve will vary, but are most commonly found under a sink (kitchen or utility room), in a garage or close to the hot water system (wherever the mains supply enters your house). Call a licensed plumber if you are in any doubt about what to do. Contact Moray Council, emergency services or utility providers if you see any hazards that could be considered dangerous to the public. When returning to your home after an emergency, you should be aware of additional hazards created by the incident. For example: • If there is debris - check the exterior of the property for cracks. If any part of the building looks unstable leave immediately. Debris can be dangerous so wear protective clothing and footwear. • If electrical appliances have been wet - turn off the electricity at the fuse box, allow appliances to dry out and have a qualified professional check them before turning them back on. • If your water is discoloured, cloudy or smells - check with your water supply company before drinking or using water as it may be contaminated. Call your insurance provider – take pictures of any damage which has occurred and keep records of repairs and cleaning costs, as this may help any insurance claims. In your home Page 176
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Priority Services Registers (PSR) provide vital services for people in vulnerable situations across Scotland. For example, you are eligible for free PSR Services if you’re: blind or partially sighted, deaf or hard of hearing, use medical equipment reliant on electricity or water, disabled, live with children under five, over 60 or temporarily need extra support. Registering will help make sure customers who need more help know what support is available to them. It also informs service providers where to prioritise in an emergency, for example Scottish and Southern Energy Networks. You should encourage everyone to have a look and see if they or someone they know might be eligible. psrscotland.com SSEN Distribution 0800 294 3259 Scottish Water 0800 0778 778 Stay informed Priority service registers •Weather: Sign up to receive weather warnings directly from the Met Office. You can also download their app to receive alert notifications for where you are. •Traffic: If you’re travelling by road, Traffic Scotland hosts an interactive map, providing information on all incidents, roadworks, travel warnings and more on Scotland’s major roads. •Flooding: You can sign up for live flood information with SEPA Floodline. Together with the Met Office, they also provide a Flood Forecast map that shows any anticipated flooding in Scotland for the next three days. Moray Council also share live updates from blue light services. For information relevant to Moray, follow Moray Council’s social media pages (@MorayCouncil) and sign up for alerts from the Service Status Portal.Page 177
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Emergency Services: 999 Non-Emergency: 101 NHS 24: 111 Loss of Power: 105 Gas Emergency: 0800 111 999 Scottish Water: 0800 077 8778 Floodline Scotland: 0345 988 1188 Moray Council Contact Centre: 0300 123 4561 Moray Council (Out of Hours): 0345 7565 656 For more information, or to request an alternative language format, follow the QR code link to Moray Page 178