Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
Final Report
Issue | 30 January 2018
This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party.
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Ove Arup & Partners Ltd 6th Floor 3 Piccadilly Place Manchester M1 3BN United Kingdom www.arup.com Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
Contents
Page
Executive Summary 1
1 Introduction 14 1.1 Overview 14 1.2 Role of the Infrastructure Delivery Programme 14 1.3 Report Structure 16
2 Methodology 18 2.1 Introduction 18 2.2 Approach and Scope 18 2.3 Broad Stages of Assessment 20 2.4 Stakeholder Engagement 21
3 Policy Context 22 3.1 Introduction 22 3.2 National Policy and Guidance 22 3.3 Local Policy and Guidance 24 3.4 Mayoral Priorities 28 3.5 Cross Boundary Issues 29
4 Development Quantity Assumptions 35 4.1 Overview 35 4.2 Housing 35 4.3 Employment 41 4.4 Summary 42
5 Transport 43 5.1 Information Sources 43 5.2 Current Infrastructure 45 5.3 Fitness of Provision 54 5.4 Planned Schemes 59 5.5 Impact of Proposed Development 66 5.6 Delivery and Responsibilities 70 5.7 Summary of Transport Infrastructure 71 5.8 Infrastructure Scheme Summary 72
6 Education 76 6.1 Information Sources 76 6.2 Current Infrastructure 77 6.3 Fitness of Provision 81
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6.4 Planned Schemes 85 6.5 Submission Draft Local Plan Growth 88 6.6 Delivery and Responsibilities 91 6.7 Summary of Education Infrastructure 93
7 Health 96 7.1 Information Sources 96 7.2 Current Infrastructure 97 7.3 Fitness of Provision 106 7.4 Planned Schemes 108 7.5 Submission Draft Local Plan Growth 110 7.6 Impact of Development Proposals 110 7.7 Delivery and Responsibilities 111 7.8 Summary 111
8 Utilities 114 8.1 Information Sources 114 8.2 Current Infrastructure 115 8.3 Fitness of Provision 116 8.4 Planned Schemes 119 8.5 Impact of Development Proposals 120 8.6 Delivery and Responsibilities 122 8.7 Summary 123
9 Telecommunications 124 9.1 Information Sources 124 9.2 Current Infrastructure 124 9.3 Fitness of Provision 126 9.4 Planned Schemes 127 9.5 Impact of Development Proposals 128 9.6 Delivery and Responsibilities 129 9.7 Summary 130
10 Flood Risk and Drainage 131 10.1 Information Sources 131 10.2 Current Infrastructure 132 10.3 Fitness of Provision 135 10.4 Planned Schemes 136 10.5 Impact of Development Proposals 138 10.6 Delivery and Responsibilities 139 10.7 Summary of Infrastructure 140
11 Waste Management 142 11.1 Information Sources 142
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11.2 Current Infrastructure 142 11.3 Fitness of Provision 144 11.4 Planned Schemes 144 11.5 Impact of Development Proposals 145 11.6 Delivery and Responsibilities 148 11.7 Summary 148
12 Green Infrastructure 150 12.1 Information Sources 150 12.2 Current Infrastructure 150 12.3 Fitness of Provision 158 12.4 Planned Schemes 162 12.5 Impact of Development Proposals 164 12.6 Delivery and Responsibilities 164 12.7 Summary 164
13 Sport, Leisure and Recreation 166 13.1 Information Sources 166 13.2 Current Infrastructure 166 13.3 Fitness of Provision 180 13.4 Planned Schemes 182 13.5 Impact of Development Proposals 182 13.6 Delivery and Responsibilities 183 13.7 Summary 184
14 Communities and Cultural 185 14.1 Information Sources 185 14.2 Current Infrastructure Provision 185 14.3 Fitness of Provision 190 14.4 Planned Schemes 191 14.5 Impact of Development Proposals 192 14.6 Delivery and Responsibilities 193 14.7 Summary 194
15 Emergency Services 196 15.1 Information Sources 196 15.2 Current Infrastructure 196 15.3 Fitness of Provision 200 15.4 Planned Schemes 201 15.5 Impact of Development Proposals 202 15.6 Delivery and Responsibilities 203 15.7 Summary 204
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16 Infrastructure Delivery Schedule 206 16.1 Introduction 206 16.2 Defining Essential and Desirable Infrastructure 206 16.3 Infrastructure Delivery Schedule 208 16.4 Funding Gaps for Infrastructure Provision 216 16.5 Governance and Decision Making 217 16.6 Risks to Delivery 218 16.7 Monitoring and Implementation 219
17 Funding Sources 220 17.1 Overview 220 17.2 Grants and Subsidies 220 17.3 Local Revenue Generation 224 17.4 Value Capture Mechanisms 229 17.5 Equity and Debt 230 17.6 Funding Deficits in Maintenance Budgets 230 17.7 Funding Essential and Desirable Infrastructure 230
18 Conclusions and Recommendations 232 18.1 Overall Conclusions 232 18.2 Conclusions by Infrastructure Type 233 18.3 Funding and Delivery 239 18.4 Recommendations 240
Tables
Table 1: Agreed infrastructure types to be assessed in the IDP Table 2: Key sub-regional schemes (Knowsley IDP) Table 3: 2016 Employment Land Requirements Table 4: Review of Existing Highways Provision Table 5: Constraints on the Highway Network Table 6: Constraints on the Rail Network Table 7: Constraints on Bus Network Table 8: Constraints on the Canals and Rivers Network Table 9: Constraints on Port Infrastructure Table 10: Constraints on Airport Infrastructure Table 11: Rail Freight Infrastructure Constraints Table 12: Transport Method Delivery Agent Table 13: LCC Completed School Improvement Programme Table 14: GPs practices in Liverpool Table 15: Pharmacies in wards in Liverpool Table 16: Data on current broadband coverage in Liverpool (Think Broadband) Table 17: Proposed Capital Schemes 2015-2022 – Flood Risk Management
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Table 18: Liverpool Waste Streams Table 19: Local Authority Collected Waste Table 20: Commercial Waste Table 21: Industrial Waste Table 22: Construction, Demolition and Excavation Waste Table 23: Forecast waste facility requirements to 2030 (Waste Local Plan) Table 24: Analysis areas Table 25: Fields in Trust recommended benchmark guidelines for informal outdoor space Table 26: The Contribution of Liverpool’s Parks and Other Sites to Key Open Space Functions across the City Table 27: Distribution of parks and gardens by analysis area (source: LCC OSA 2017) Table 28: Distribution of natural and semi-natural greenspace by analysis area (source: LCC OSA 2017) Table 29: Distribution of amenity greenspace sites by analysis area (source: LCC OSA 2017) Table 30: Distribution of provision for children and young people by analysis area Table 31: Distribution of allotment sites by analysis area (source: LCC OSA 2016) Table 32: Distribution of cemeteries by analysis area (source: LCC OSA 2017) Table 33: Distribution of civic spaces by analysis area (source: LCC OSA 2017) Table 34: Distribution of green corridors by analysis area (source: LCC OSA 2017) Table 35: Accessibility standards for green infrastructure provision Table 36: Assessment of identified civic spaces in Liverpool (source: LCC OSA 2017) Table 37: Analysis areas Table 38: Fields in Trust recommended benchmark guidelines for formal outdoor space Table 39: Distribution of pitches used for community use (source: LCC Draft PPA 2013). Table 40: AGPs used for football in Liverpool Table 41: Distribution of cricket pitches (source: LCC Draft PPA 2013). Table 42: Cricket pitches in Liverpool Table 43: Distribution of Rugby Union pitches (source: LCC Draft PPA 2013) Table 44: List of Rugby Union sites (source: LCC Draft PPA 2013) Table 45: List of Rugby League sites (source: LCC Draft PPA 2013) Table 46: Distribution of hockey sites (source: LCC Draft PPA 2013) Table 47: List of fire stations serving Liverpool Table 48: Ambulance response times 2011-14 for Liverpool postcode areas (NWAS / Totally Communications)
Figures
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Figure 1: Sites with planning permission in Liverpool (December 2017) Figure 2: Allocated housing developments in Liverpool by ward (Submission Draft Local Plan, January 2018) Figure 3: Sites with planning permission in Liverpool (December 2017) Figure 4: Sites with planning permission in Central Liverpool (December 2017) Figure 5: Allocated housing developments in Liverpool by ward (Submission Draft Local Plan, January 2018) Figure 6: Liverpool City Region Rail Network Figure 7: Liverpool Cycle Network Figure 8: Map showing primary school provision across the City Figure 9: Map showing all state-funded secondary schools in Liverpool Figure 10: Availability of reception places at primary schools across the City (January 2017) (LCC) Figure 11: Map outlining the location of pharmacies in Liverpool Figure 12: Forecast annual gas demand for the North West 2016-2025 Figure 13: Map of analysis areas Figure 14: Green corridors forming a Green Web, as recommended by the Strategic Green and Open Spaces Review Board Figure 15: Map of analysis areas Figure 16: Location of football pitches in Liverpool mapped by availability for community use (source: LCC Draft PPA 2013). Figure 17: Location of full size AGPs in comparison with football pitches with community use in Liverpool Figure 18: Location of cricket pitches Figure 19: Location of Rugby Union pitches Figure 20: Location of Rugby League sites
Appendices
Appendix A List of Stakeholder Contacts for the IDP
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Executive Summary
The Liverpool Infrastructure Delivery Programme (IDP) has been prepared for Liverpool City Council (LCC) as part of the evidence base for the Liverpool Local Plan (2013-2033). The approach for preparing the IDP has been to provide an update to the Liverpool Core Strategy Infrastructure Delivery Plan 2012 (IDP 2012). The overall conclusion of the work undertaken for this IDP is that there are no significant shortfalls in infrastructure provision which will prevent delivery of Local Plan growth proposals in the short term (5 years). Arup was appointed in January 2017 to produce this IDP. The work was undertaken and completed in July 2017. Following this, the housing growth requirement was updated, in line with the Submission Draft Local Plan. This increased the housing requirement from 29,600 (2016 Draft Local Plan) to 34,780 in the Submission Draft Local Plan (January 2018). Therefore, in December 2017 / January 2018, the housing requirement in this IDP has been updated, along with testing the implications of the growth proposals on infrastructure provision across the city. As part of this update, Arup has re-engaged with infrastructure providers via email. For those topics where an increase in the housing requirement could have a greater impact, including transport, education, health and flood management, LCC commissioned Arup to undertake further interviews with these providers and this is reflected in this updated document. This was a pragmatic response to the update, needed in short timescales and reflected the greater areas of infrastructure risk arising from the increased housing requirement. It is recommended that LCC actively engage with other infrastructure providers in the consultation period for the Submission Draft Local Plan expected early 2018. The purpose of the IDP is to demonstrate that proposals for housing and employment growth in the Local Plan (2013-2033) are deliverable. Proposals are for 34,780 dwellings and 149.5 ha of employment land for the City between 2013 and 2033. Delivery of the majority of residential growth is anticipated to be achieved through existing planning permissions, with extant schemes totalling 25,978 dwellings. To enable flexibility a further 2,320 units are proposed through Liverpool Submission Draft Local Plan allocations. The spatial distribution of residential development from planning permissions and allocations is primarily along the Mersey Estuary Corridor in Kirkdale, Central, Riverside, St Michael’s, Mossley Hill, Cressington and Speke-Garston wards. Please refer to Figure 1 and Figure 2 overleaf. Employment related development will be met through sites with extant permission located around the Port of Liverpool and Liverpool John Lennon Airport. Infrastructure has been reviewed to consider changes in provision and arrangements for delivery since 2012 and to assess whether the level of planned infrastructure is sufficient to support Local Plan (2013-33) growth proposals. The IDP has been prepared using guidance and methodology set out in National Planning Policy Framework (NPPF) and Planning Practice Guidance (PPG). It covers the following types of infrastructure: transport; education; health; utilities; telecommunications; flood risk and drainage; waste management; green infrastructure; sport, leisure and recreation; community and culture; and
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emergency services. The IDP sets out the latest position and future plans for each type of infrastructure based on research of secondary evidence using best available information which is further informed by discussions with infrastructure providers.
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Figure 1: Sites with planning permission in Liverpool (December 2017)
© ESRI / Open Street Map
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Figure 2: Allocated housing developments in Liverpool by ward (Submission Draft Local Plan, January 2018)
© ESRI / Open Street Map
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The findings from the IDP are as follows:
Transport The City Region is committed to creating a new ‘Mobility Culture’. This culture can be achieved through Active Travel schemes. The implementation of the Active Travel Strategy (2011), will improve and expand facilities to encourage cycling and walking, which will have major health benefits, contribute to reducing carbon and increase accessibility to employment and services. Enhancements to the highway network also remain a strong focus for the City. The IDP identifies increased levels of passenger and freight traffic along the A5036 corridor, the A565 and the A561. This is due to increasing traffic levels around the Ports, Liverpool John Lennon Airport and residential development along the waterfront, such as Liverpool Waters. To support growth proposals for the Port of Liverpool, Highways England are conducting options analysis for highways schemes in Sefton which will alleviate congestion along the Mersey Estuary Corridor. Highway improvements are currently at consultation stage with a proposed highway improvement scheme to increase road capacity along the Dunnings Bridge Road route. Although located in Sefton, improvements to road capacity on this route will reduce the pressure on the Liverpool highways network. LCC also has plans to extend Leeds Street at its western end to link it to the waterfront, which will support the new Isle of Man ferry terminal (planning application is due early 2018). To support growth proposals around Liverpool John Lennon Airport, there is the aspiration for an Eastern Access Road through to Halton. The airport is heavily reliant on the highway network. Enhancements to the highways network around the airport are considered to be essential to facilitate the airport’s growth in passenger demand over the course of the Local Plan period and beyond. Liverpool John Lennon Airport is currently producing a masterplan which focuses on improving airport facilities and updating the surface access plan. At a local level, for sites with extant planning permission it is anticipated that highways improvements will come forward as part of development schemes as planning permission will have been granted on the basis of acceptable impact to the highway network. There are existing capacity and connectivity issues on the rail network serving Liverpool City Region. A number of schemes have been identified to enhance the existing infrastructure and future proof the network. Improvements at Liverpool Lime Street and Liverpool Central stations are planned to accommodate existing capacity issues and future increases in demand on the Merseyrail network. Improvements to Liverpool Central is a priority over the short to medium term and will provide extended connectivity to facilitate the level of development planned for areas in and around the city centre. Merseyrail are also exploring the potential for new stations within the City at St James and Paddington. A
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feasibility study on the potential for re-opening St. James is due to be completed in early 2018. Re-opening of this station is likely to be a medium to long term aspiration as it would need to be justified in terms of nearby development around the Baltic Triangle and Toxteth. This will improve rail links between mainline stations and both the Baltic Triangle and the Knowledge Quarter which are growth locations within the City. The existing bus network is considered to be of good quality and well used. An increase in demand for the bus services is likely to require new provision to support increases in housing along the Mersey Estuary Corridor and employment related development around the Port of Liverpool and Liverpool John Lennon Airport. A restructuring of the bus network is due to take place over 2018, including new spaces for buses close to the Mersey Tunnels, and in the long term aspirations for a large bus station hub at Lime Street (although this would likely be at the end of the plan period). Canals and rivers will continue to be a valuable resource for the City, both in terms of supporting growing demand for freight movement from the Ports, and leisure opportunities linked to the tourism and culture offer. Increased connectivity and capacity of Liverpool’s rail freight networks is also vital to support economic development around the Ports and Liverpool John Lennon Airport. The IDP identifies schemes to improve the capacity of the rail freight network.
Education Current provision for primary school places is varied across the City with an under-supply in the south of the City and available capacity in the north. Provision of secondary school and college places is fit for purpose to meet current needs, although further pressures are anticipated as demand rises from 2019 as a result of growth in primary places feeding through to secondary schools. A number of schools have also either been rebuilt and / or received significant investment on the Liverpool Schools Investment Programme. The demand for University places is anticipated to remain broadly stable over the short to medium term with the three main Universities (University of Liverpool, Liverpool John Moores, and Liverpool Hope) providing capacity for around 50,000 students. This will be supported by ongoing investment programmes for all three Universities. The IDP identifies that residential development which has planning permission or is allocated will impact on the demand for primary school places with the greatest pressures in wards located along the Mersey Estuary Corridor including Riverside, St Michael’s and Mossley Hill. Demand will need to be met through expansion of existing schools (with projects identified in the Infrastructure Delivery Scheme (IDS)). There is also the potential need for a new primary school within the Mossley Hill / St Michael’s area, but this will be dependent on the mix coming forward from proposed and committed schemes. Increasing capacity of existing schools will be managed by LCC under future phases of the Primary Places Strategy. Provision of new schools is outside the
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control of LCC and will be dependent on Government approval of free school or academy proposals for the City. Future planning for provision of primary and secondary school places is dependent on successful collaboration between education providers including LCC, academy and free school representatives in the City. Further consideration should be given to using alternative sources of funding (such as Section 106 contributions) as any changes in the funding formula for Basic Need may result in a decrease in the amount of funding Liverpool receives. This may impact on school expansion and new provision with the expectation that further growth will be funded through alternative sources. The expansion of schools or provision of new schools is being monitored in Allerton & Hunts Cross, Church, Cressington, Clubmoor, Croxteth, Mossley Hill, Norris Green, West Derby and Woolton.
Health Current provision of GP facilities, dentists, pharmacies and secondary care facilities across the City is generally considered to be fit for purpose. The level of primary care provision is supported by investment in the last 10 years with the Liverpool CCG investing £90 million in primary and community facilities. There are some concerns raised by the Liverpool Clinical Commissioning Group (CCG) regarding growth proposals in the Local Plan (2013-2033). The CCG recognise the existing planning permission pipeline and growth proposed for the City in the Local Plan (2013-2033), and the need to ensure that the demand for health services is managed and provided for. This will be looked at through their Estates Strategy, particularly within the Riverside, Croxteth and Speke-Garston wards. The CCG are currently updating the Estates Plan and therefore there is an opportunity to address these shortfalls. Whilst the funding of any required additional services are unknown at present, the CCG will work with appropriate delivery partners to address infrastructure needs. The CCG anticipate that there may be opportunities to use S106 contributions to support the delivery of health infrastructure and this will need to be explored further with LCC where appropriate. Given the timescales associated with the above housing provision coming forward, for example Speke Garston coming forward later in the plan period and Liverpool Waters taking 15 years or more to build out, there is time for the CCG, working with LCC, to plan for the additional infrastructure, through the CCG Estates Strategy. The value of preventative care has been increasingly recognised as a means to alleviate pressure on existing primary and secondary facilities, with active transport and green infrastructure playing an important role in providing wider health benefits. Close working will be required between LCC Planning Team, including Development Management, and the CCG to help shape the CCG Estates Strategy and explore resolving the identified shortfalls. Close dialogue will enable clear
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understanding of timing and delivery programmes for residential development coming forward and for CCG projects.
Utilities In terms of utilities provision the 132kV, 33kV and 11kV networks across Merseyside generally have reasonable levels of capacity headroom to accommodate future demand connections. There are a small number of sub stations where capacity may be constrained, generally in Central Liverpool, close to Liverpool Waters where a significant amount of existing consented development is anticipated to take place. Coordination will be needed between LCC, SP Energy Networks and Distribution Network Operator to address these constraints. The existing gas network has been assessed as generally able to cope with demand generated in the City. United Utilities are currently undergoing a monitoring process where they are examining the impact of planned growth on existing water infrastructure. To support future sustainable energy solutions, there are opportunities for the City to implement low carbon energy generation schemes. Whilst at early stages of development, there are plans to take forward local energy and heat generation networks for the Waterfront / Docks area and the Knowledge Quarter.
Telecommunications Analysis of broadband provision shows that speeds across the City are generally strong compared to national standards, with a small number of weak spots in residential areas around Croxteth and Aintree, as well as slower broadband speeds within the City Centre. The weaker broadband coverage in the core business district compared to the suburbs is considered by LCC to be a major issue, and research is being conducted on ways to improve speeds. To support City Centre employment growth proposals in the Local Plan (2013- 2033), LCC will need to work with providers to secure investment and improvements in broadband services for the City Centre. This will be further supported by provision from residential schemes planned for locations around the City Centre. In terms of telephony, coverage is generally strong across the City with wide access to the 4G network. Future demands will be met by mobile operators through investment in their mobile network services.
Flood Risk and Drainage The 2012 Strategic Flood Risk Assessment highlights that Liverpool is covered by three flood alerts from the Environment Agency for the River Alt, the River Ditton and the Mersey Estuary from Liverpool to Warrington. There are three sets of flood defence embankments within or adjacent to the City at Croxteth Brook, the River Alt, and Netherley Brook.
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The 2018 Interim Strategic Flood Risk Assessment (SFRA) provides a Level 1 assessment of the City, updating and collating existing flood risk information, to assess implications of climate change at potential sites and include flood risk management measures. It also reviews and provides an initial assessment of locations of development growth, making recommendations on possible flood risk mitigation solutions and inform the Local Plan 2013-2033. It notes three sites are at risk from a 1 in 100 year surface water flood risk event (and require further investigations and Flood Risk Assessment); one site which has a minor risk of tidal flooding (considered to be very minor and able to be mitigated); and none are at risk from fluvial sources. The Consultants who undertook the SFRA concluded that a Level 2 SFRA is not needed. There are issues with Liverpool’s extensive culverted watercourse network which needs upgrading. LCC are currently prioritising the culverts located in flood risk areas through maintenance and upgrade plans. In terms of Local Plan (2013-2033) growth proposals, permitted schemes are likely to have hard engineered flood solutions which would be able to withstand a big storm event as LCC plans for future resilience for both a 1 in 200 year and 1 in 100 year event. Ongoing measures are in place to identify and resolve flood risk issues relating to the culverted watercourse network with specific flood protection measures for high risk locations. Liverpool’s Local Flood Risk Management Strategy was published for consultation in December 2017, which included a number of proposed future Capital Schemes from 2015-2022, with indicative funding in the Medium Term Plan, totalling approximately £1,135,000, alongside LCC’s match finding contributions once schemes have been developed further. These projects will help to support the development proposed within the Local Plan (2013-2033).
Waste Management Waste disposal is dealt with at a Merseyside level, and is directed by Merseyside Recycling & Waste Authority with plans set out in the adopted Joint Waste Plan. Discussions indicated that facilities are currently adequate for the disposal of waste, although differences in the way that local authorities collect waste mean that there are inefficiencies in disposal which should be addressed over the plan period. In terms of the growth set out in the Local Plan (2013-2033), waste management infrastructure should be generally able to meet demand. There are however significant variations in the amount of waste generated by different housing and employment development types, and these will be monitored through the Joint Waste Plan as development is delivered.
Green Infrastructure Provision of most types of green infrastructure is currently adequate across the City, with good levels of quality and quantity of sites. Where there are shortfalls
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in types such as amenity green space, there are often other types of green space nearby to compensate. The provision of allotments is currently insufficient, and there are quality issues on existing sites relating to vandalism and flooding. Planned investment is unlikely to meet future demand for allotments, although future schemes will supplement existing levels of natural and semi-natural green space.
Sport, Leisure and Recreation Provision of infrastructure for most sports is generally sufficient across the City. There is currently unmet demand for artificial grass pitches, although current investment to increase the amount of 3G pitches is likely to address this shortfall. Going forward, the levels of growth set out in the Local Plan (2013-2033) are unlikely to create any major shortfalls in provision. Planned investment is likely to focus on making better use of existing facilities. A refresh of the LCC Draft Playing Pitch Strategy (PPS) is being carried out and is due to be completed in 2018. This element of the IDP will be updated following the publication of the PPS refresh.
Community and Cultural The provision of libraries across Liverpool is generally sufficient, following extensive efforts in recent years to keep as many sites open as possible by transferring them to community organisations. Capacity at cemeteries and crematoria is also generally adequate, with recent investment in crematoria provision. Demand will continue to be monitored and more capacity may be required towards the end of the plan period. The location of sites will be an important factor due to the need not to prejudice economic development by taking space in the City Centre.
Emergency Services Budgetary constraints since 2010 have placed pressure on emergency service providers to make services more efficient so as to reduce costs whilst not impacting on services. This has led to reorganisation of assets and in the case of Merseyside Police a recent change to a more fluid and demand-led way of working with fewer fixed boundaries to services. Ambulance response times across Liverpool consistently exceed national targets. Emergency service providers did not raise any specific issues with the level of growth proposed in the Draft Local Plan (2016), although there is a desire to better integrate services with the planning process in order to reduce risk and contribute proactively to make efficient use of services in the future.
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Funding and Delivery The Infrastructure Delivery Scheme (IDS) identifies the infrastructure projects for investment and delivery over the period of the Local Plan. Projects have been prioritised based on: • Essential infrastructure is infrastructure which is required to make development acceptable in planning terms, is essential to enable delivery of the Local Plan growth proposals and / or is deliverable within the first 5 years. • Desirable infrastructure is infrastructure which would improve capacity and deliver place making benefits, and is likely to be delivered over the medium to long term. Whilst the IDS highlights potential gaps in funding of essential infrastructure (associated with transport, education, health, City Centre telecommunications, and green infrastructure) there are no significant constraints which prevent delivery of Local Plan growth proposals in the first five years. The IDP highlights the greatest risks to delivery are associated with the timing of development compared to delivery of infrastructure, with the need for proactive infrastructure planning particularly for investment in Liverpool’s electricity and broadband networks; and the availability of funding with increasing pressures on funding sources from the EU, central government and LCC, leading to the need to explore alternative funding and delivery models including opportunities offered by devolution to the City Region. Another important source of funding is from developer contributions. Current policy directs such contributions towards investment in open space, public realm and transport. There is an opportunity for Liverpool to adopt a broader policy requirement to capture contributions for education and other types of infrastructure as needs arise over the plan period, and this is reflected in the Submission Draft Local Plan policies. Developer contributions are currently captured through S106 agreements. The IDP has reviewed the potential for the introduction of a Community Infrastructure Levy (CIL) and shows that there is currently some evidence of a funding gap, but that at this time it is insufficient in the short term to justify CIL. The IDP considers CIL will be of limited benefit when taking into account the fact the majority of Submission Draft Local Plan housing and employment growth is already identified through extant planning permissions. Implementing a revised S106 policy will enable LCC to capture contributions from development of Local Plan allocations and windfall development, whilst maintaining a flexible approach which takes account of viability on a site by site basis. This approach can be reviewed as the Local Plan is implemented. A Planning Obligations Supplementary Planning Document, could help to set out the planning obligation requirements in the context of the Local Plan (2013-2033) proposed growth, reflecting both the quantum and locations of development proposed. In terms of delivery, recent changes to regional governance and decision making arrangements means LCC has an opportunity to influence City Region strategy in
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order to prioritise infrastructure provision which supports delivery of regionally strategic development. Since the devolution agreement the City Region Combined Authority now has greater decision making powers and funding controls. At the City Region level, the focus for LCC should continue to be on transport infrastructure. Firstly, to support the needs of Liverpool’s economic drivers of growth of the Port of Liverpool and at Liverpool John Lennon Airport, and secondly to explore future opportunities for the city associated with pan-northern connectivity proposals promoted through Transport for the North. The other delivery role for LCC is in future collaborative working with key infrastructure providers. The IDP highlights the value of working with utilities and telecommunications providers to resolve current issues regarding capacity and quality of electricity and broadband networks within the City. Future discussions can focus on timing of development coming forward with the prioritisation for infrastructure investment to support large scale schemes or clusters of development which will generate a cumulative demand.
Summary Analysis of current and future infrastructure provision against Local Plan (2013- 2033) housing and employment growth proposals show the main risks relate to provision of transport infrastructure, education, health, telecommunications, utilities and flood risk. As the majority of growth proposals are anticipated to be delivered through extant planning permissions some of these issues will be overcome through the development process, due to permissions being granted on the basis of mitigation measures being put in place such as highways and flood risk interventions. The main solutions for the City to focus on to support Local Plan (2013-2033) delivery are as follows: • Transport: Work closely with bus service providers to ensure additional services are made available to support future demand from locations linked to residential development along the Mersey Estuary Corridor. Ensure planned highways interventions are delivered to support growth proposals at Liverpool Waters, the Port of Liverpool and Liverpool John Lennon Airport. • Education: Work with LCC education services to meet demand as a result of housing growth through expanded schools or potential new primary school in Mossley Hill, working with the Education and Skills Funding Agency (ESFA), sponsors and developers. Further consideration should be given to using alternative sources of funding (such as Section 106) as any changes in the funding formula for Basic Need may result in a decrease in the amount of funding Liverpool receives. • Health: Work closely with CCG to confirm how any additional services required can be delivered and compliment the wider CCG Estates Strategy required to meet demand from new allocations.
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• Telecommunications: Explore options to improve speed and quality of City Centre broadband provision either through delivery of private schemes related to planned development or via an LCC initiative. • Utilities: Continue to work with SP Power Systems and the Liverpool City Region Local Enterprise Partnership (LEP) to understand the timing and cumulative impact of demand from development proposals to ensure planned intervention works are in place to support future connections onto the electricity network. Continue to work with United Utilities to identify any constraints to water supply and waste water infrastructure as a result of Local Plan proposals, and seek to align priorities in the AMP7 investment plans. • Flood Risk: Prioritise LCC investment in maintenance and repair of culverted waterways to focus on areas of greatest flood risk including those areas where new development is proposed. Taking this analysis into account the IDP makes the following recommendations for the Liverpool Local Plan (2013-2033): • Monitoring IDP and IDS: Review both the IDP and IDS on an annual basis with infrastructure providers inputting updates on project funding, delivery and prioritisation. • Delivery of ‘Essential’ Infrastructure: Work with infrastructure providers on their future plans to secure project priorities and funding commitments to support the Local Plan (2013-2033) proposals. • LCC Role in Delivery: As lead infrastructure provider for a range of infrastructure, LCC should form an internal working group to target resources and monitor delivery of ‘essential’ infrastructure. At the City Region level LCC has an opportunity to capitalise on devolution and funding arrangements. It is also recommended LCC continue to work in collaboration with infrastructure providers to support delivery of large scale development or clusters of development identified as part of planned growth within the Local Plan (2013-2033). • Supplementary Planning Policy – Opportunity to support Draft Strategic Policies STP5 and STP6 with Planning Obligations Supplementary Planning Document (SPD) for larger sites. There is also an opportunity to develop a Digital Provision SPD for the city.
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1 Introduction
1.1 Overview Liverpool City Council (Hereafter known as ‘LCC’) has commissioned Ove Arup and Partners (‘Arup’) to produce an updated Infrastructure Delivery Programme (‘IDP’) for the City of Liverpool. This IDP forms a key part of the evidence base for the new Liverpool Local Plan (‘Local Plan’), which is currently at Draft Submission Stage. This report is an update to the Liverpool Core Strategy Infrastructure Delivery Plan prepared by LCC in 2012 (‘2012 IDP’). Arup was appointed in January 2017 to produce this IDP. The work was undertaken and completed in July 2017. Following this, the housing growth requirement was updated, in line with the Submission Draft Local Plan. This increased the housing requirement from 29,600 (2016 Draft Local Plan) to 34,780 in the Submission Draft Local Plan (January 2018). Therefore, in December 2017 / January 2018, the housing requirement in this IDP has been updated, along with testing the implications of the growth proposals on infrastructure provision across the city. As part of this update, Arup has re-engaged with infrastructure providers via email. For those topics where an increase in the housing requirement could have a greater impact, including transport, education, health and flood management, LCC commissioned Arup to undertake further interviews with these providers and this is reflected in this updated document. This was a pragmatic response to the update, needed in short timescales and reflected the greater areas of infrastructure risk arising from the increased housing requirement. It is recommended that LCC actively engage with other infrastructure providers in the consultation period for the Submission Draft Local Plan expected early 2018.
1.2 Role of the Infrastructure Delivery Programme The role of the Infrastructure Delivery Programme is to provide an up-to-date evidence base document which will inform the Local Plan (2013-2033). This will fulfil the requirements of the National Planning Policy Framework (NPPF) and National Planning Practice Guidance (NPPG) in addition to identifying and informing LCC on future investment across the City. It will also justify the potential implementation of a Community Infrastructure Levy in LCC. The IDP has therefore sought to: • Identify the current level of infrastructure within Liverpool, using the Liverpool Core Strategy Infrastructure Delivery Plan 2012 (‘2012 IDP’) as a starting point alongside other evidence base documents, and establish whether it is fit for purpose. The IDP does not create any new primary evidence; instead it reviews secondary evidence base documents to determine the current level of infrastructure. Interviews have also been conducted with key infrastructure providers in order to support and update this information. • Define the level of planned infrastructure within the City, including that set out within plans and strategies, and forthcoming strategies from organisations responsible for the delivery of planned infrastructure. The information on
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planned infrastructure in the IDP has been gathered from evidence base documents and interviews with infrastructure providers. • Review whether the current and planned infrastructure scheduled to be delivered will meet the planned growth within the City. This will be to determine whether a gap in infrastructure exists based on the current levels of provision set out within secondary evidence base documents and supported through interviews. • Identify the indicative costs associated with the required infrastructure provision, and whether there is a gap between committed, allocated and required investment. This also involves assessing whether existing or potential funding streams could bridge this gap in the future. In summary, the IDP addresses key infrastructure constraints set against the scale of development proposed in the City. The IDP covers the Liverpool City administrative boundary, with a focus on planned and proposed development activity along the Mersey Estuary Corridor, which is defined as a corridor running approximately 1.5km inland to the north of the Mersey Estuary. This takes account of activity extending from Liverpool Waters in Kirkdale ward to allocations planned for Speke Garston ward. The IDP examines the quality and capacity of the following types of infrastructure: • Transport; • Education; • Health; • Utilities; • Telecommunications; • Flood risk and drainage; • Waste management; • Green infrastructure; • Sport, leisure and recreation; • Community and cultural; and • Emergency services. The IDP identifies the ability of each type of infrastructure to support the delivery of the proposed housing and employment growth across the City as set out in Chapter 4.
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1.3 Report Structure The IDP has been structured as follows: • Chapter 2 sets out the proposed methodology for undertaking and collating the IDP. • Chapter 3 reviews the Policy Context for an IDP in Liverpool. • Chapter 4 sets out assumptions on Development Quantity for use in the IDP. • Chapters 5 to 15 consider each infrastructure theme in turn, reviewing the current provision within the City, followed by a review of any planned schemes and analysis of the implications of the planned growth on these infrastructure themes. • Chapter 16 details the Infrastructure Delivery Schedule (IDS) and sets out the funding gap, risks to delivery, governance and monitoring arrangements for the IDP and IDS. • Chapter 17 presents funding and delivery options for future infrastructure provision. • Chapter 18 details conclusions and recommendations for the Local Plan (2013-2033). For the infrastructure analysis in Chapters 5 to 15, each chapter is structured as follows: • Introduction is a brief introduction setting out what each chapter covers. • Information Sources is a list of primary and secondary information sources which have been used to inform infrastructure provision and analysis for each chapter. • Current Infrastructure establishes the current position in terms of provision and sets out any changes in provision since the 2012 IDP. • Fitness of Provision analyses current provision to assess whether it is sufficient to meet current needs and whether there are any issues with quality of provision. • Planned Schemes details future planned schemes up to 2033 with a focus on schemes which are committed in the first five years. • Impact of Proposed Development analyses the quantity of provision and spatial distribution to assess whether current provision and planned schemes meet the needs of growth plans and distribution of development set out in the Local Plan (2013-2033). This section also outlines any solutions which may be required to address gaps in provision. • Delivery and Responsibilities outlines the key stakeholders responsible for delivery of infrastructure and funding measures available to support delivery.
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• Summary of Infrastructure summarises fitness of provision, impact of development proposals on current and planned provision and any solutions which may be required to address gaps in provision.
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2 Methodology
2.1 Introduction The following section establishes the methodology for undertaking the IDP and for collating relevant information.
2.2 Approach and Scope The following types of infrastructure have been agreed with Liverpool City Council to be assessed. These reflect the requirements of the NPPF. Table 1: Agreed infrastructure types to be assessed in the IDP
Infrastructure Type Specific Infrastructure Named Infrastructure in Liverpool IDP 2012 Strategic Highway Network Roads (including any Nationally Significant Infrastructure Projects) Highways Roads Transport Bus Buses Rail Rail – also Merseytram Walking and Cycling Walking and Cycling Aviation Airport Ports Ports Primary and Secondary schools Primary and secondary schools Education Colleges, Sixth Form Centres Colleges and Universities and Universities GP and Dentist Provision Health (Primary Care) Health Hospitals (Secondary Care) Social Care Electricity transmission and Electricity Supply distribution Gas transmission and distribution Gas Supply Water supply and treatment Water Supply Utilities Waste water Wastewater Energy (including heat, Renewable Energy renewables and any Nationally Significant Infrastructure Projects) Broadband Broadband Telecommunications Telephony and Mobile Internet
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Infrastructure Type Specific Infrastructure Named Infrastructure in Liverpool IDP 2012 Flood Risk and Drainage Flood Risk and Drainage Flooding Waste Management Waste and Recycling Facilities Waste
Green Infrastructure, Open Parks and Gardens Green Infrastructure Space and Public Space Green Corridors Sports pitches Sport / Leisure Built Facilities Sport, Leisure and Recreation Indoor sports facilities and Leisure Centres Libraries and community centres Libraries Community and Cultural Museums, Galleries and Theatres Cemeteries and Crematoria Fire and Rescue Fire and Rescue Services Police Police Services Emergency Services Ambulance Ambulance Services Emergency Planning
This list does differ from the list of ‘named infrastructure’ within the 2012 IDP Update. For example, the 2017/18 update has grouped together the transport infrastructure, education, emergency services and utilities. The only additional sections included are museums, galleries and theatres, cemeteries and crematoria, telephony and mobile internet and emergency planning which are able to give a fuller picture of the sections that they sit within. The full list of ‘named infrastructure’ listed in the Liverpool Core Strategy IDP 2012 is: • Rail • Buses • Walking and Cycling • Roads • Airport • Ports • Merseytram • Electricity Supply • Gas Supply • Renewable Energy • Water Supply • Wastewater • Flooding
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• Waste • Broadband • Primary and Secondary Schools • Colleges and Universities • Health • Ambulance Services • Fire and Rescue Services • Police Services • Libraries • Sport / Leisure Built Facilities • Green Infrastructure
2.3 Broad Stages of Assessment The IDP undertakes a review of these infrastructure themes through the following stages. Stage 1: Confirm current provision and whether it is currently fit for purpose This stage of the IDP collates data on existing levels of infrastructure within Liverpool and examines whether it is adequate to meet the needs of the current population. This has been undertaken through a qualitative assessment of the current infrastructure and its spatial distribution. This was principally based on an extensive review of secondary data sources, however analysis has been supplemented by discussions with key stakeholders and local service providers to understand more about the local context of services and whether they are ‘fit for purpose’. Stage 2: Establish planned infrastructure provision This stage seeks to understand existing planned infrastructure provision up to the end of the Plan Period to 2033. Existing planned infrastructure may include those schemes identified within the 2012 Infrastructure Delivery Plan and whether these have plans for implementation. This includes references to how planned infrastructure could meet gaps in current provision. Planned infrastructure is set out in the Infrastructure Delivery Schedule (IDS), with each infrastructure project prioritised according to the following criteria: • Essential infrastructure is infrastructure which is required to make development acceptable in planning terms, is essential to enable delivery of the Local Plan (2013-2033) growth proposals and / or is deliverable within the first 5 years.
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• Desirable infrastructure is infrastructure which would improve capacity and deliver place making benefits and is likely to be deliverable within the medium to long term. Stage 3: Identify gaps in infrastructure provision to meet Local Plan growth up to 2033 As required by the NPPF and NPPG, the aim of the IDP is to consider the infrastructure required to support the level and distribution of growth proposed within the Local Plan (2013-2033). Gaps in provision have been analysed by the location and scale of growth allocated in the Local Plan (2013-2033) and development which has obtained planning permission and is due to be built within the Plan Period. Stage 4: Identify committed and potential funding sources to deliver required infrastructure The final section of the IDP analyses the committed and potential funding streams which are available to deliver the infrastructure schemes identified in the Infrastructure Delivery Schedule. This section also establishes the cost of bridging the gap in infrastructure provision required to deliver planned housing and employment growth.
2.4 Stakeholder Engagement The starting point for the gathering of evidence to inform the IDP has been a comprehensive review of secondary evidence documents, and this information has been supplemented with understanding gained from conducting interviews with key infrastructure stakeholders and providers. A list of the stakeholders contacted for each infrastructure theme is set out in Appendix A. Arup agreed a contact list of stakeholders with Liverpool City Council which focuses on key stakeholders and providers. Contacts most influential on provision and most affected by the Local Plan growth were identified and prioritised. A series of carefully structured face-to-face and telephone interviews were then conducted, which focused on the implications on infrastructure of the levels and location of growth set out in the Local Plan (2013-2033). Following the interviews, the information received was used to inform the chapter and supplement the baseline reviews that were completed. The individual chapters were then sent back to each relevant stakeholder in order for them to confirm accuracy and highlight if they had any additional information that should be included. This enabled the stakeholders to have a significant role in the development of the chapters.
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3 Policy Context
3.1 Introduction The following section outlines the national and local planning policy context for infrastructure planning in Liverpool. It also outlines cross-boundary considerations using information from the Liverpool City Region LEP and relevant infrastructure planning in neighbouring authorities to demonstrate the wider infrastructure context.
3.2 National Policy and Guidance
3.2.1 National Planning Policy Framework The NPPF is founded on delivering and achieving sustainable development. This means supporting strong and healthy communities, protecting and enhancing our natural, built and historic environment and contributing to building a strong, responsive and competitive economy by identifying and coordinating development requirements, including the provision of infrastructure. Specifically, in relation to infrastructure, the NPPF requires local planning Authorities to work with other authorities and providers to: ‘Assess the quality and capacity of infrastructure for transport, waste water and its treatment, energy (including heat), telecommunications, utilities, waste, health, social care, education, flood risk and coastal change management, and its ability to meet forecast demands’; and, ‘Take account of the need for strategic infrastructure including nationally significant infrastructure within their areas’. (Paragraph 162, NPPF) The NPPF also promotes the deliverability of planned infrastructure and timeliness with which this can be brought forward. Paragraph 173 states that plans should be deliverable and sustainable development requires careful attention to viability and costs in plan-making and decision-taking. Specifically, in relation to infrastructure delivery, the NPPF Paragraph 177 states that: ‘It is equally important to ensure that there is a reasonable prospect that planned infrastructure is deliverable in a timely fashion. To facilitate this, it is important that local planning authorities understand district-wide development costs at the time Local Plans are drawn-up. For this reason, infrastructure and development policies should be planned at the same time, in the Local Plan. Any affordable housing or local standards requirements that may be applied to development should be assessed at the plan-making stage, where possible, and kept under review’.
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3.2.2 Planning Practice Guidance Planning Practice Guidance (PPG) provides an additional layer of guidance in relation to the delivery of infrastructure. Specifically, it requires Local Authorities to set a proactive but realistic vision for their area, including what can be delivered in terms of infrastructure. Paragraph 18 of the PPG Local Plans Section (Reference ID: 12-018-20140306) states that local planning authorities should ‘pay careful attention to providing an adequate supply of land, identifying what infrastructure is required and how it can be funded and brought on stream at the appropriate time; and ensuring that the requirements of the plan as a whole will not prejudice the viability of development’. The PPG also highlights the importance of early discussion with infrastructure and service providers to help understand their investment plans and critical dependencies. It also highlights that local planning authorities should also involve the Local Enterprise Partnership at an early stage in considering the strategic issues facing their area, including the prospects for investment in infrastructure. ‘The Local Plan should make clear, for at least the first five years, what infrastructure is required, who is going to fund and provide it, and how it relates to the anticipated rate and phasing of development. This may help in reviewing the plan and in development management decisions. For the later stages of the plan period less detail may be provided as the position regarding the provision of infrastructure is likely to be less certain. If it is known that a development is unlikely to come forward until after the plan period due, for example, to address uncertainty over deliverability of key infrastructure, then this should be clearly stated in the draft plan.’ Where the deliverability of critical infrastructure is uncertain then the plan should address the consequences of this, including possible contingency arrangements and alternative strategies. The detail concerning planned infrastructure provision can be set out in a supporting document such as an infrastructure delivery programme that can be updated regularly. However, the key infrastructure requirements on which delivery of the plan depends should be contained in the Local Plan itself’.
3.2.3 Housing White Paper (February 2017) The Housing White Paper ‘Fixing our Broken Housing Market’ was published in February 2017. This sets out the Government’s plans to reform the housing market and increase the supply of homes. The White Paper is likely to proceed through parliamentary procedures and its plans will become legislation later in 2017. The White Paper outlines the Government’s commitment to ensuring that every local planning authority has a robust and up-to-date Local Plan, which can clearly set out the future development of the area. This provides greater certainty for infrastructure and utilities providers, allowing for better forward planning of provision and fewer delays in providing necessary infrastructure for development.
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In addition, the Housing White Paper seeks to align new infrastructure with new housing, to ‘improve the co-ordination of public investment in infrastructure, support timely connections to utilities and tackle unnecessary delays’ (page 6). To achieve this the Government will: • Introduce a £2.3 billion Housing Infrastructure Fund. This will support the delivery of infrastructure projects for new developments (including transport and utilities) and ensure there are no infrastructure-related delays in the development process. • Review ‘Better Connected’ to identify what more can be done to ensure that utilities planning and delivery keeps pace with housing building and supports development (paragraph 2.24). It highlights the importance of aligning investment in utilities provision with local development plans. If necessary, the Government will consider obligating utility companies to take account of proposed development. • Subject to consultation require local authorities to have planning policies setting out how high quality digital infrastructure will be delivered in their area. Related to this the Housing White Paper states the Local Government Finance Bill published on 13 January 2017 will give a business rates tax break to incentivise telecommunications companies to lay new full fibre broadband (paragraph 2.22). • Implement an improved approach to developer contributions to help pay for new infrastructure. In return, the Government expects infrastructure providers to deliver the infrastructure that new housing needs to ensure development is not delayed (page 17).
3.3 Local Policy and Guidance
3.3.1 Emerging Policy
The Liverpool Local Plan In February 2013, Liverpool City Council’s Cabinet made the decision that previous strategic development planning work (Liverpool’s Core Strategy Submission Draft 2012) should not be submitted due to changes in Government guidance and policy. Instead, the Draft Liverpool Local Plan (‘the Local Plan’) should be prepared setting out strategic objectives and more detailed guidance for the next 15-20 years. Following initial consultation under Regulation 18, in early 2014 an informal Draft Liverpool Local Plan was approved for public consultation on the 19th August 2016 by the Council’s cabinet. The consultation took place from 16th September 2016 to 11th November 2016. Regulation 19 consultation on the pre-submission Local Plan is due to take place at the end of January 2018, with the final version of the Local Plan to be submitted to the Secretary of State for Examination by March 2018.
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The Local Plan (2013-2033) sets out the spatial strategy for the City, development management policies and site allocations covering the period up to 2033. It is supported by a range of evidence base documents which have been updated since the 2012 Core Strategy. The Local Plan (2013-2033) enables LCC to reflect the City’s growth agenda and ambitions of the elected Mayor. The IDP will support the Local Plan (2013-2033) by demonstrating whether the Local Plan growth proposals (2013-2033) are deliverable over the plan period. Policy STP 5 of the Submission Draft Local Plan, as shown below, is focused on infrastructure provision and seeks to deliver sustainable development and growth by ensuring new developments are supported by appropriate infrastructure in timely manner with funding from a variety of sources.
STP5. Infrastructure Provision
1. New developments should primarily be located on previously developed land in accordance with Policy STP2 and then in areas with the best infrastructure capacity, to maximise the use of existing facilities, minimise the need for new provision and reduce the need to travel.
2. Where new development is likely to create a specific shortfall in infrastructure capacity or exacerbate existing deficiencies as identified by service providers or in the Council’s Infrastructure Delivery Programme (IDP), developers will be required to adequately mitigate or compensate for those deficiencies, in line with Policy STP6 – Developer Contributions, either through:
• Providing new on or off-site infrastructure provision; and/or • Making payments through a Community Infrastructure Levy or other developer contribution procedure.
3. Measures to address capacity issues will be required to be in place before development is begun or occupied; developments therefore should be phased accordingly. On developments that will be completed in phases or over a number of years, an agreed delivery schedule of infrastructure works and/or phased payment scheme may be required.
4. Applications for the provision of new infrastructure will be supported where they are required to help deliver national priorities and locally identified requirements and where their contribution to agreed objectives outweigh the potential for adverse impacts.
Section 4 of the IDP sets out the quantum of development that is proposed in the Submission Draft Local Plan. This states that there is a need for 34,780 net additional dwellings and 149.5 ha of employment land.
Neighbourhood Plans Within Liverpool, a number of Neighbourhood Forums have been set up for Neighbourhood Areas. However, none of these areas currently have a
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Neighbourhood Plan and therefore the impacts on the IDP are unknown. These will need to be monitored and reviewed to assess their potential impact. The designated neighbourhood areas are: • Anfield Neighbourhood Area; • Liverpool Innovation Park (LIP) Business Neighbourhood Area; • LoveCanning Business Neighbourhood Area; • Hartley’s Village Neighbourhood Area; and • Baltic Triangle Business Neighbourhood Area. The proposed ‘Waterfront Neighbourhood Area’ was refused in August 2015 on the grounds that it was not representative of the neighbourhood, covered too large an area and had limited support from businesses and land owners.
3.3.2 Local Plan Evidence Base
Liverpool City Region Strategic Housing and Employment Land Market Assessment In October 2017, a draft version of the Liverpool City Region Strategic Housing and Employment Land Market Assessment (SHELMA) was been published by the Liverpool City Region Combined Authority and West Lancashire Council, with technical comments on the study invited for the councils to consider before the study is finalised.
The draft SHELMA looks at the latest demographic data and projections, the latest economic data and projections, and recent market evidence to consider what the appropriate Objectively-Assessed Need for housing and employment land is for the Liverpool City Region and West Lancashire as a whole and for each Council area individually, for the period 2012-2037.
As part of the City Region devolution arrangements, this is an important step in identifying the housing and employment land needs that will form part of the City Region’s Single Spatial Framework and will also be a material consideration in the future revision of each council’s Local Plan.
The SHELMA also identifies the most up-to-date view of the Housing Market Area that each council sits within, and identifies that the seven councils covered by the study make up the Liverpool City Region Functional Economic Market Area. The findings from the SHELMA, including amended housing figures for Liverpool are reflected in the Submission Draft Local Plan. These figures are outlined in Section 4 of this report.
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Strategic Housing Market Assessment The 2016 Liverpool Strategic Housing Market Assessment (SHMA) was published in July 2016. This provided Liverpool City Council with an Objectively Assessed Need (OAN) for housing between 2013 and 2033 of 29,440, which was rounded up to 29,600 in the 2016 Draft Local Plan. However, following publication of the SHELMA, the housing growth requirement was updated. This has increased the housing requirement from 29,600 (2016 Draft Local Plan) to 34,780 in the Submission Draft Local Plan (January 2018), an annualised average of 1,739.
Strategic Housing Land Availability Assessment Liverpool City Council published a Strategic Housing Land Availability Assessment (SHLAA) update in 2016. This is an update to the 2013 SHLAA and reflects the housing supply position as of 1st April 2016. The update involved the assessment of over 1,100 sites and this included 336 sites that have residential planning permission. The SHLAA uses OAN figure of 1,480 dwellings per year which is the position as of April 2016. This equates to a requirement of 7,400 dwellings for each five-year time period - 0-5 years, 6-10 years and 11-15 years with a total requirement of 22,200 dwellings. The SHLAA has identified that Liverpool has a total net dwelling capacity of 44,448 dwellings on 1,142 sites with the potential for housing development over a 17 year plus timeframe. Liverpool City Council’s approach to the allocation of land is for housing in the Local Plan (2013-2033) to encourage the redevelopment of sites that are brownfield and also to allow for flexibility in case any of the currently approved sites do not get built out. It should be noted that whilst the SHLAA has been considered, the SHELMA postdates this document in terms of housing requirements and supply. The City Council is in the process of updating the SHLAA to a 2017 base-date.
Employment Land Study LCC published the Liverpool Employment Land Study (ELS) in 2017. It outlines that to meet the needs in Liverpool, there is a requirement for between 105 and 140 hectares of employment land from 2013 to 2033. This would have an indicative split by B-class uses with 25-30 ha of land for office use (B1a/b), 20-30 ha for industrial uses (B1c and B2) and 60-80 ha for warehouse and distribution (B8) uses. In addition to meeting Liverpool’s own needs, 27.4 ha of employment land is identified as being suitable to support sub-regional demand resulting from the planned developments at the SuperPort1. Combined this gives an overall requirement of 149.5 ha of employment land over the Local Plan period 2013 to 2033.
1 Liverpool SuperPort is the name given to a cluster of transport and distribution assets across the Liverpool City Region, with the aim to develop a multimodal hub for freight and passenger operations across the region.
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Taking into account land which has already been developed for industrial and business purposes, together with land which has planning permission for such uses and losses to alternative uses, there is a residual need for an additional 56.2 ha of employment land to meet Liverpool’s employment need over the plan period. Additional employment land is required as a result of the proposed development at the SuperPort to meet the estimated sub-regional demand. This will be supply- led rather than demand-led, given that the majority of the demand will be for large scale sites in locations with good transport links. Therefore, within Liverpool only 27.4 ha of land is considered suitable to accommodate this. A review was undertaken of all the existing and proposed employment sites and a total of 29 sites were identified across Liverpool which equate to 62.8 ha of developable land. This land is located in five main employment areas within Liverpool. These are: • City Centre and Waterfront; • Great Howard Street A565 Corridor; • Edge Lane Corridor; • Speke and Garston; and • A580 Stonebridge Cross Corridor.
3.3.3 Existing Policy
Unitary Development Plan Liverpool’s statutory development plan currently comprises the Unitary Development Plan (UDP) (adopted 2002) and the Joint Merseyside and Halton Waste Local Plan (adopted 2012). In 2007, LCC identified that the majority of UDP policies were saved. Some of these were superseded on 18th July 2013 by the adoption of the Merseyside and Halton Waste Local Plan. The Local Plan will replace the remaining saved UDP policies. There is no UDP policy focused on infrastructure however policy Gen 6 addresses transport infrastructure and ensuring balanced provision and access to employment, leisure, retail and other facilities.
3.4 Mayoral Priorities In May 2012 Joe Anderson became the first elected mayor in Liverpool, and in May 2016 won his second term as Liverpool mayor. The Mayor has a key role to play in the City however his priorities do not form part of the statutory planning policy. He states that his priorities are to create jobs and attract investment into Liverpool as this is the key to securing a prosperous future for communities in Liverpool.
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The Mayor sets out a series of pledges to the people of Liverpool: • Continue to ensure stability and growth for Liverpool in the face of continued financial challenges; • Create an innovative housing company to build 10,000 rent-to-buy homes to tackle inequality and affordability; • Focus on the standards within schools; • Liverpool Leccy will focus on bringing cheaper energy to households; • Liverpool will by the cleanest and greenest City in the UK; and • Make Liverpool the best place in the UK to run a business.
3.5 Cross Boundary Issues
3.5.1 Local Enterprise Partnership The Liverpool City Region Local Enterprise Partnership (LEP) was created in 2012 in order to bring businesses and civic leaders together to drive forward private-sector led growth and job creation. The focus is to improve the economic prosperity of the Liverpool City Region for all of the people who live, work, invest and study there. The LEP works closely with Members, political leaders and businesses from across the City Region. The membership model is unique with over 500 members.
Liverpool City Region Growth Deal The Liverpool City Region Growth Plan and Strategic Economic Plan (SEP) provide the strategic framework for interventions to drive job creation and growth in the City Region. The Growth Plan and SEP articulate the ambitions of the City Region in terms of stimulating job creation as well as providing the rationale for intervention with a particular emphasis placed on enabling private sector investment and growth. The Liverpool City Region LEP brings together the six local authorities of Liverpool, St Helens, Wirral, Knowsley, Sefton and Halton, private sector partners and higher education partners such as Liverpool Hope University, Liverpool John Moores University and the University of Liverpool. Four key priority areas are identified in the SEP: • Creating a freight and logistics hub which will put the city region in the best place to respond to changes in the UK and international logistics market; • Building on the revival of Liverpool City Centre as a world class business and leisure destination; • Driving the transfer of the city region’s energy supply to low carbon and renewable sources as part of the LCR2Energy initiative; and • Skills and business support to enable growth.
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Further growth in these four areas is expected to continue through public and private sector investment in the City Centre’s infrastructure. By 2021, it is expected that the Liverpool City Region Growth Deal will create at least 10,000 jobs and enable 10,000 homes to be built. Investment from the Government is key and will bring forward at least £30 million of additional investment from local partners and from the private sector. When combined this will create a total new investment package of £262.3 million for the Liverpool City Region LEP. An aim of the Deal is to co-ordinate cross LEP (which includes Cheshire West and Warrington LEP and local authorities including West Lancashire and Manchester) to work together to take advantage of assets of the Atlantic Gateway and wider North so multimodal infrastructure investments are able to stimulate sustainable economic growth throughout the North. This includes working with partners in Government and neighbouring areas and LEPs to identify infrastructure investment requirements, such as improvements to the M53, M56 and M6 (working alongside the Highways England) as well as the national rail network (working with Network Rail) to ensure all economic opportunities are grasped.
3.5.2 Neighbouring Authorities A review has been completed of the neighbouring authorities’ local plans and IDPs in order to identify any relevant information for the Liverpool IDP or any cross-boundary issues, along with the consequences for Liverpool.
Halton The Halton Core Strategy Local Plan is the strategic local plan for Halton which sets out the spatial vision through to 2028. It contains a range of strategic objectives and policies, and was adopted in April 2013. The vision is for Halton to be well equipped to meet its own needs with housing and a range of employment opportunities. The vision requires the development of 9,930 additional dwellings (net) and approximately 313 ha (gross) of land for employment purposes. Halton is located to the south east of Liverpool with part of the Borough on the opposite side of the River Mersey, however this area is linked by the Runcorn Bridge. The Borough is also directly to the east of Liverpool John Lennon Airport. The Mersey Gateway Project, which has been under construction since 2013 was completed in October 2017, providing a new road bridge linking the two halves of Halton. This scheme is outlined in Table 2. Halton Borough Council are currently preparing a new Local Plan. The first Draft Local Plan (Delivery and Allocations Local Plan) is being consulted upon between 4th January 2018 and 15th February 2018. The new Local Plan will replace the remaining saved policies from the Halton UDP (adopted 2005), refresh and update selected policies of the Core Strategy (adopted 2013), include allocations of land for residential, employment, retail, leisure and other land uses, along with areas to be designated and protected for landscape, nature conservation, environmental and heritage reasons. It will provide policies to
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guide decision making in the development management process and replace the existing UDP Proposals Map. The Halton Infrastructure Plan has been reviewed in September 2017. As Halton is located to the south east of Liverpool and shares a small boundary, infrastructure proposals could have an impact on Liverpool. Many infrastructure schemes in Halton are linked to the delivery of the Mersey Multimodal Gateway (3MG) strategic freight park around Ditton, around 3 miles north east of Liverpool John Lennon Airport. This includes reinstatement of the Halton Curve, a section of rail track, which will improve services between Liverpool and John Lennon Airport, Cheshire, and North Wales. The track is due to be operational for services from December 2018.
Knowsley Knowsley Council adopted the Local Plan Core Strategy in January 2016. This is the statutory planning document and replaced the Unitary Development Plan that was adopted in 2006. The Local Plan vision outlines that by 2028 Knowsley “will be known for its successful suburban townships,” it will have a stronger economy and provide a wide choice of housing. Policy CS3 states that provision will be made for 8,100 dwellings to be delivered between 2010 and 2028 (average of 450 dwellings per annum). In terms of employment, provision will be made for at least 164 hectares of land to be developed between 2010 and 2028, which will primarily be at Knowsley Industrial Park, Huyton Business Park, Kings Business Park, South Prescot and Jaguar Land Rover. Knowsley is located directly to the east of Liverpool and therefore the infrastructure proposals are likely to have an impact on Liverpool. Within the Knowsley Infrastructure Delivery Plan (2012) a number of priority schemes are set out. These include large residential developments, rail improvements (Broadgreen to Huyton, Kirkby rail improvements and expansion of Knowsley Rail Freight Terminal) and others. The housing and rail developments are the most likely to have a knock-on effect to Liverpool. The IDP also outlines a number of key sub-regional schemes which are outlined below in Table 2. Table 2: Key sub-regional schemes (Knowsley IDP)
Scheme Delivery Estimated Delivery Funding Period Cost Lead Arrangements
Mersey Gateway Project 2013 - £600m Halton BC Halton BC / (Halton) 2017 approx. Department for Transport / PFI
Expansion of Mersey 2010 - £92m Halton BC / Halton BC / various Multi-Modal Gateway 2013 Stobart public sector / private (3MG) (Halton) Group investment
Mersey Gateway Port 2011 - £50m Stobart Halton BC / various (Halton) 2015 Group public sector / private investment
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Scheme Delivery Estimated Delivery Funding Period Cost Lead Arrangements
Port of Liverpool Post- 2011 – £300m Peel Ports Peel Ports Panamax Container 2014 Terminal (Sefton and Liverpool)
John Lennon Airport Up to £600m Liverpool Peel Airports Expansion (Liverpool 2030 Airport and Halton)
Sefton The Sefton Local Plan was adopted in April 2017. The Local Plan has a total housing requirement of a minimum of 11,520 new dwellings over the plan period which is 2012-2030. The employment land figure comes from a review of employment land in Sefton which was published in 2012 and suggested there was a shortage of 30.76 hectares of employment land, with two thirds of this shortage in South Sefton and the remainder in North Sefton. An Infrastructure Delivery Plan was prepared for Sefton and published in December 2014. Appendix A of the IDP provides the Infrastructure Delivery Schedule and breaks the projects into five categories; community, education, health, transport and utilities. However, the detail of these is not relevant as they are less likely to have direct impacts on Liverpool. The Alexandra Dock Biomass Project is a Nationally Significant Infrastructure Project (NSIP) in Sefton. This is for a new biomass energy project which will have an output of between 100 and 150 MW. There is currently no timetable for this NSIP. The proposals are not directly linked to the delivery of the quantum of development established however it is likely to require infrastructure investment across a range of sectors, including transport and flood risk management. This IDP therefore has regard for the role that Sefton has as a host for this Nationally Significant Infrastructure Project.
St. Helens St. Helens is preparing a new Local Plan which will set how much new development for housing, employment and other uses should take place and will identify where this development should take place. St. Helens Council indicate that the Proposed Submission Version will be published in early Summer 2018 and adopted in 2019. The Preferred Options Draft published in December 2016 states a requirement for a net minimum 10,830 additional dwellings for 2014-33 (570 per year) and a residual requirement for a 223.4 ha of employment land for 2012-33. The current adopted planning policy is the St. Helens Core Strategy (2012). The Core Strategy Vision is that by 2027 St Helens will be a regenerated borough that is “taking advantage of its location between Liverpool and Manchester, it will
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have a vibrant economy, a healthy, safe and attractive environment and inclusive, sustainable communities.” In the first ten years of the plan, 69% of new residential development will be directed towards St. Helens, 23% to Newton-le-Willows, 5% in Haydock and Blackbrook and 3% in rural St. Helens. Policy CIN 1 ‘Meeting St. Helen’s Infrastructure Needs’ focuses on the required infrastructure in St. Helens:
Policy CIN 1: Meeting St. Helens' Infrastructure Needs
The infrastructure required to meet St. Helens' needs and to facilitate development will be met through the following:
1. Development being directed to locations that are already well served by infrastructure;
2. The Council working jointly with infrastructure providers to continually identify and meet needs;
3. Requiring developers to provide the necessary infrastructure that their development will require through:
Providing on or off site provision of infrastructure; or Making payments through a tariff based system, or the Community Infrastructure Levy, or other developer contribution regime;
4. Ensuring that the LDF process and infrastructure providers service planning is aligned; and
5. Supporting various development programmes for service providers in the Borough such as the Primary Care Trust Strategic Services Development Plan or successor documents.
There is no available IDP for St Helens, however as it is located to the east of Liverpool and does not have a boundary with Liverpool so is unlikely to influence infrastructure in Liverpool.
Wirral Wirral is currently in the process of developing the new Core Strategy Local Plan which is expected to have a revised Draft Local Plan by July 2019. The existing, adopted policy is the Unitary Development Plan, the majority of which was ‘saved’ by the Secretary of State in September 2007. The UDP is based on three themes: • Building on Wirral’s assets to develop its economy; • Regenerating the older urban area; and • Improving and protecting the environment. The UDP, policy EMP1 ‘Provision of Employment Land Strategic Policy’ outlines a total of 185.0 hectares of land to be allocated for employment, with two
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special development opportunity sites in the Birkenhead area totalling 63.8 hectares, 99.0 hectares for general employment uses principally in the Birkenhead / Wallasey / Bromborough areas and 21.6 hectares for the expansion of existing firms. The UDP does not contain a housing figure but the SHMA (2016) outlines a need of between 275 and 1,235 dwellings per annum, with the SHLAA (2016) highlighted that there are sites to provide 7,435 dwellings. There is no available IDP for Wirral and therefore the specifics of the delivery schedule are not currently known. However, Wirral is located across the River Mersey from Liverpool, and there are therefore likely to be shared infrastructure interests between the two authorities, particularly regarding road and rail tunnels.
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4 Development Quantity Assumptions
4.1 Overview This section of the IDP summarises the proposed scale of development set out in the Submission Draft Local Plan for Liverpool (2018). This provides an update to the summary of development set out in the 2016 Draft Local Plan. It highlights the housing development growth areas that will create high demand for infrastructure over the plan period. It will also address major projects and growth areas which will create high demand for infrastructure over the plan period. These include Liverpool Waters, John Lennon Airport, the Port of Liverpool and the Port of Garston. As part of the IDP process, the scale of development proposed has been discussed with infrastructure providers to identify whether current provision and future plans provide sufficient capacity to support the delivery of the Local Plan.
4.2 Housing
4.2.1 Demand The 2016 Draft Local Plan set out a total housing requirement for 29,600 dwellings between 2013 and 2033; the total requirement in the Submission Draft Local Plan (January 2018) is 34,780 net additional dwellings. This is an increase of 5,180 dwellings between 2013 and 2033. The average rate of housing demand per year in the 2016 Draft Local Plan was 1,480 dwellings; this has increased to 1,739 dwellings per year2 in the January 2018 Submission Draft Local Plan. This is an increase of 259 dwellings per year.
4.2.2 Supply The following table shows the difference in housing supply proposed in the Draft Local Plan (2016) and the Submission Draft Local Plan (2018). To enable flexibility in housing supply coming forward over the plan period, there is an overprovision of 1,500 dwellings in the Submission Draft Local Plan.
2 This figure of 1,739 per year has been identified through the recently published Strategic Housing and Employment Land Market Assessment (SHELMA). For comparison, the Department for Communities and Local Government’s draft methodology for calculating housing need (published in September 2017) would set Liverpool’s annual requirement at 1,682 homes.
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Table 1: Sources of Liverpool housing supply in the 2016 Draft Local Plan and 2018 Submission Draft Local Plan
Source 2016 Draft Local Plan 2018 Submission Draft Difference Total Local Plan Total Completions 4,069 (2013 – 2016) 8,015 (2013 – 2017) + 3,946 Permissions 25,872 (2016 – 2033) 25,978 (2017 – 2033) + 106 Allocations 800 (2016 – 2033) 2,320 (2017 – 2033) + 1,520 Total (2013-2033) 30,741 36,313 + 5,572
It should be noted that some permissions identified in 2016 have now been completed and new permissions came forward in 2017. Details of the scale and location of sites with planning permission and allocated sites are set out in the sections below.
4.2.3 Permissions As of December 2017, there is extant planning permission for schemes totalling 25,978 units in Liverpool. The location and scale of these developments (not yet completed) is shown in Figure 3. The location of major non-residential schemes with planning permission, including some employment sites, is also shown in Figure 3. As shown in Figure 3, a significant proportion of the residential development with permission is taken up by sites at Liverpool Waters. This is a major mixed use scheme which covers the area to the north of Prince’s Dock, and currently has outline planning permission. It is anticipated that construction will be phased over the plan period and some beyond it. The sites with planning permission for over 500 units are shown below: • Central Docks (Liverpool Waters), Kirkdale ward: 2,839 units; • Northern Docks (Liverpool Waters), Kirkdale: 2,639; • Former International Garden Festival Site, St Michaels: 1,374; • King Edward Triangle, Central: 1,211; • Clarence Dock (Liverpool Waters), Kirkdale: 1,074; • Land at Leeds Street / Lanyork Road, Kirkdale: 1,002; • Great George Street Development Area, Riverside: 790; • Princes Dock Area (Liverpool Waters), Central: 687; • 9-27 Freemasons Row, Kirkdale: 656; and • Stanley Dock / North Docks (Liverpool Waters), Kirkdale: 538.
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Figure 3: Sites with planning permission in Liverpool (December 2017)
© ESRI / Open Street Map
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Figure 4: Sites with planning permission in Central Liverpool (December 2017)
© ESRI / Open Street Map
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As shown in Figure 3 and Figure 4, a significant proportion of the residential development with permission is taken up by sites at Liverpool Waters. This is a major mixed use scheme which covers the area to the north of Prince’s Dock, and currently has outline planning permission. Planning permission allows for up to 8,941 apartments – over a third of the total number of units which currently have permission across the City. It is anticipated that construction will be phased over the plan period and some beyond it. As part of the initial phases of development, three separate residential developments received full Planning Permission in 2017 for a combined total of 708 units, and construction is due to begin on each scheme in early 2018.
4.2.4 Allocations To ensure flexibility, the Submission Draft Local Plan (January 2018) allocates development on 23 sites which do not currently have planning permission. This totals 2,320 new dwellings. The broad location and scale of the allocations are illustrated in Figure 5. Additional sites now proposed to be allocated compared with the 2016 Draft Local Plan and with more than 100 units are: • North of Dock Road, Garston, Cressington ward: 775 units; • Land at Former Spekelands Road Sidings, Picton: 300; • Land at Banks Road, Garston, Speke Garston: 305; and • Former Fruit and Vegetable Market, Prescot Road, Old Swan: 150. The allocation of 180 dwellings for Aintree University Hospital, Longmoor Lane, Fazakerley was included in the 2016 Draft Local Plan.
4.2.5 Phasing of Development It should be noted that the ‘North of Dock Road’ site in Garston is not anticipated to be available until 2025. Its 775 units are therefore likely to be completed towards the end of the plan period and beyond. Larger sites over 100 units are also likely to be completed over a number of years with delivery in the mid to latter stages of the plan period up to 2033.
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Figure 5: Allocated housing developments in Liverpool by ward (Submission Draft Local Plan, January 2018)
© ESRI / Open Street Map
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4.3 Employment The Submission Draft Local Plan (January 2018) states that there is a requirement for 120 hectares of employment land (B1/office, B2/industrial and B8/storage) in Liverpool over the plan period up to 2033. The Liverpool Employment Land Study (2017) states that there is a residual need for an additional 56.2 ha of employment land to meet demand over the plan period. This figure includes around 27.4 ha which has been identified as being suitable to support demand resulting from development at the SuperPort. The overall Local Plan requirement is 149.5 ha taking into account the SuperPort element. The employment land requirements set out in the Employment Land Study for the plan period are set out in Table 3. Table 3: 2016 Employment Land Requirements
Use Class Type Hectares B1 Office 25 – 30 B2 Industrial 20 – 30 B8 Warehouse / Distribution 60 – 80 All All 105 – 140
It is understood from the Submission Draft Local Plan, policy EC2 ‘Employment Areas’ that new employment will be directed towards land designated as Primarily Industrial Areas and allocated as Sites for Industrial / Business purposes. The Submission Draft Local Plan (2013-2033) has a spatial priority to focus economic development into the key employment areas and the Enterprise Zones at Mersey Waters and Liverpool City. Development will be supported of business sectors that have strong growth potential which include; knowledge-based industries, financial, professional and business services, port and maritime industry, airport and aviation-related activity, tourism/visitor economy and low carbon economy business. In terms of major employment demand generators over the plan period: • The SuperPort is expected to be a major location for employment land over the plan period. The net land requirement for the scheme is 634 hectares of employment land. However, not all of this would be located within Liverpool as the scheme covers the area from the Port of Liverpool to Manchester along the Manchester Ship Canal. • Another major driver of demand for employment land is anticipated to be Liverpool John Lennon Airport. There is currently a new masterplan being written for the airport (setting out plans to 2050), which focuses on economic growth from the airport estate through the creation of further employment development related to opportunities adjacent to the airport. It seeks to grow passenger numbers and destinations, extension of the runway to enable long haul flights, extension to the terminal, additional facilities (parking, hotel, office, retail and commercial services north of the runway), mixed employment development to the south of the runway (cargo, business and
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general aviation and maintenance and repair) and extension of the Speke Garston Coastal Reserve along the Mersey shoreline.
4.4 Summary The current population of Liverpool is specified in the Draft Local Plan as being 466,615 people, however this is expected to increase. The 2016 SHMA3 shows the population of the City is expected to grow between 2013 and 2033 by between 21,900 and 24,200 people from around 469,838 to 491,719 people based on 2012 Sub National Population Projections. Taking into account the more recent statistical projections, upon which the Submission Draft Local Plan is based this figure is increased to some 517,000 by 2033. The Submission Draft Local Plan (January 2018) proposes that between 2013 and 2033, the total housing requirement will be 34,780 dwellings, an average of 1,739 dwellings per year. There have been 8,015 dwellings completed in Liverpool between 2013 and 2017, and there is currently extant planning permission for schemes totalling a further 25,978. In addition to this there are 23 housing sites allocated for 2,320. Since the 2016 Draft Local Plan the total housing requirement has increased by 5,180 dwellings and the total housing supply has increased by 5,572 dwellings between 2013 and 2033. The Employment Land demand and supply position has remained unchanged since the 2016 Draft Local Plan. The Employment Land Study states that there is a requirement for an additional 56.2 ha of employment land (B1/office, B2/industrial and B8/storage) in Liverpool over the plan period up to 2033. With new employment directed towards land designated as Primarily Industrial Areas and allocated as Sites for Industrial / Business purposes. This includes the Superport and Liverpool John Lennon Airport.
3 Liverpool Strategic Housing Market Assessment: Final Draft Report (2016) http://liverpool.gov.uk/media/1355674/liverpool-shma-2016-final-report.pdf
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5 Transport
The following chapter of the IDP covers the transport provision and connectivity for the City of Liverpool. This includes highways, public transport (bus and passenger rail), walking and cycling (‘active travel’), canals and rivers, ports and the airport. In order to gain an understanding of whether the current and planned infrastructure provision in Liverpool is ‘fit for purpose’ discussions were held with the following stakeholders: • Liverpool City Council (Highways); • Merseytravel; • Peel Ports; and • Liverpool John Lennon Airport. Feedback from these discussions, together with information gathered from a document review, provides the basis for the information presented in this chapter.
5.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan, September 2016
Document Submission Draft Liverpool Local Plan, January 2018
Document A Transport Plan for Growth, Liverpool City Region Combined Authority, 2015 (Local Transport Plan) Document Sustainable Urban Development Strategy, Liverpool City Region, 2015
Document Liverpool City Centre Strategic Investment Framework, Liverpool Vision, 2012 Highways Document Highways Asset Management Plan, Liverpool City Council (LCC), 2014 Online Resource Major funding boost for highways in Liverpool, Liverpool Express, 2015 Document Liverpool City Region Combined Authority; Identifying a Key Route Network for the Liverpool City Region, April 2016. Stakeholder LCC Highways and Transportation team, February 2017 Interview Stakeholder LCC Highways and Transportation team, December 2017 Interview
Passenger Rail Online Resource Corporate Information, Merseyrail Document West Midlands & Chilterns Route Study: Draft for Consultation, Network Rail, 2016 Document Liverpool City Region Long Term Rail Strategy, 2018 Stakeholder Merseytravel Forward Planning Team, February 2017 Interview Stakeholder Merseytravel Forward Planning Team, December 2017 Interview
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Type Evidence Bus Services Online Resource ONS Census 2011, QS701EW - Method of travel to work Document Liverpool area: Public transport map and guide (2017), Merseytravel Document Better Bus Areas Fund 2012: Summary of proposed measures, Department for Transport, 2012 Document Merseytravel Liverpool City Region Bus Strategy (April 2016)
Active Travel Document Liverpool’s Cycling Revolution, A cycling strategy for Liverpool 2014- 2026, LCC Online Resource Cycle Commuting in Liverpool, British Cycling Online Resource 2011 Census: Transport in Liverpool, LCC Online Resource Liverpool’s citybike cycle hire scheme, LCC Online Resource North West and Merseyside, Bike & Go Document Rights of Way Improvement Plan for Merseyside, Merseyside Local Transport Plan Partnership, 2008 Document Cycling and Walking Investment Strategy, Department for Transport, April 2017 Document Local Cycling and Walking Infrastructure Plans: Technical Guidance for Local Authorities, Department for Transport, April 2017 Stakeholder LCC Cycling and Walking team, December 2017 Interview
Freight Online Resource Your transatlantic hub, Peel Ports Online Resource Liverpool, Ports and Harbours of the UK Document Liverpool City Region Freight Study: Stage 1, MDS Transmodal, 2014 Letter Draft Liverpool Local Plan Consultation, BNP Paribas, 2016 Online Resource Investing in bulk handling, The Motorways of the Sea, 2016 Document Freight Network Study: Draft for Consultation – Summary Document, Network Rail, 2016 Document TfN Freight and Logistics Study (2016) Document Liverpool City Region Freight and Logistics Study (2017) Document Mersey Ports Masterplan (June 2011)
Liverpool John Lennon Airport Document Liverpool John Lennon Airport Surface Strategy, Merseytravel, 2016 Document Liverpool John Lennon Airport Masterplan to 2030 (2007) and Draft Masterplan to 2050 (2017) Stakeholder Peel Airports and Liverpool John Lennon Airport, 15th February 2017 Interview
Canals and Rivers Document Strategic Waterway Plan, Canal and River Trust, 2013 Online Resource River Explorer Cruise Timetable, Mersey Ferries, 2017 Online Resource Manchester Ship Canal Cruises, Mersey Ferries, 2017 Document Mersey Ferries Long-Term Strategy 2015/16 to 2034/35, Liverpool City Region Combined Authority Document A Waterspace Strategy for the Sustainable Development of the Liverpool South Docks, British Waterways, 2012
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5.2 Current Infrastructure The following section considers the current provision of transport infrastructure.
5.2.1 Highways Liverpool is served by the M62, M53 and M57 which form the primary access routes into the city. The City Region has also established a Key Route Network, which initially will continue to be managed and maintained by each relevant district authority.
Strategic Route Network The M62 is a primary route into Liverpool. In a local context, it provides access via Wavertree and links to the City Centre via the A5080 (Edge Lane Drive) and then the A5047 (Edge Lane). Further afield, the M62 connects Liverpool to Hull via Manchester, Huddersfield and Leeds. The M62 links to the M6 providing connections southbound to the West Midlands, M1, London and the South East, and northbound to Cumbria, Carlisle and Scotland. The M53 provides access to Liverpool via the Wirral and Cheshire. It connects to Liverpool via the Kingsway Tunnel to the north of Wallasey and provides a southwards link to Wales. The M57, also known as the Liverpool Outer Ring Road, is a bypass road for Liverpool linking the M62 to the M58 with links to Liverpool, Huyton, Manchester, Warrington, Widnes, South Liverpool, Liverpool John Lennon Airport, the Mersey Gateway Bridge and Runcorn. The M58 provides access to Lancashire, Wigan and the M6 northbound.
Key Route Network The Key Route Network (KRN) within Liverpool forms part of the wider City Region KRN. Within Liverpool, LCC the Local Highways Authority (LHA), maintains approximately 1,561km4 of roads. There are a number of key arterial routes which provide access around Liverpool as outlined in Table 4. Table 4: Review of Existing Highways Provision
Key Highways Route and Access Provision within Liverpool A565 The A565 is a key north / south route linking Liverpool to Southport and Preston. It provides a link between Liverpool and Seaforth, where the Port of Liverpool is located. A59 The A59 provides access to Liverpool via the Kingsway Tunnel to the south and at the Switch Island Junction to the north (where the A5036, M57, M58 and A59 converge). The A59 provides a north / south connection linking the City Centre and Liverpool John Moores University with Aintree Retail Park and the Racecourse, and the M57, M58. A5049 The A5049 connects from the north of Liverpool at Queens Drive, to the City Centre at the junction of Brunswick Road and Low Hill in Islington. A5080 The A5080 (Edge Lane Drive) forms part of a key arterial route into Liverpool together with the connecting A5047 (Edge Lane). It provides an
4 Liverpool City Council- Highways Asset Management Plan, 2014
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Key Highways Route and Access Provision within Liverpool eastbound link from the City Centre to the M62 junction and onwards towards Warrington. It features a major junction known locally as ‘The Rocket’ located at Queens Drive and Bowring Park Road. A5047 The A5047 provides a connection between the City Centre and the A5080 to the east. The road links directly to the Liverpool Knowledge Quarter. (KQ Liverpool) A562 The A562 runs between Liverpool and Warrington. It provides a connection from the south of Liverpool City Centre, with onward connections via the A5300 (Knowsley Expressway), Silver Jubilee and Mersey Gateway bridges. Key links along this route include Parliament Street, Upper Parliament Street, Smithdown Road, Allerton Road, Menlove Avenue, Hillfoot Road, Hillfoot Avenue and Higher Road. A561 The A561 connects the City Centre and south Liverpool. It runs parallel to the River Mersey via Garston and provides highway access to Liverpool John Lennon Airport via the junction with Speke Hall Avenue and onwards connections via the A562. A580 The A580 East Lancashire Road provides a connection between the Queens Drive in Walton, Knowsley (including the business park), St. Helens and north Manchester.
Since 2012 strategic road schemes identified in LTP2 at Hall Lane Strategic Gateway and Edge Lane / Eastern Approaches have been completed.
5.2.2 Passenger Rail The rail network in Liverpool is comprehensive with access to national, regional and local rail services. There is a total of 23 stations within Liverpool. There are 17 stations on the Merseyrail Electrics network located within Liverpool including 4 underground stations in the City Centre. There are an additional 5 on the main line / Merseyrail City Line Edge Hill, Wavertree Technology Park, Broad Green, West Allerton, Mossley Hill served by Northern; along with Lime Street Main Line providing services to regional and national locations. The Merseyrail Electrics network which runs through Liverpool includes six and a half miles of underground track in Liverpool City Centre, with services going through the Mersey railway tunnel. On the Northern Line, trains terminate at Southport, Ormskirk, Kirkby and Hunts Cross, and provide services to Moorfields and Liverpool Central in the City Centre. Wirral line services terminate at New Brighton, West Kirby, Chester and Ellesmere Port5 and provide services to James Street, Moorfields, Lime Street and Liverpool Central in the City Centre.
5 http://www.merseyrail.org/about-merseyrail/corporate-information.aspx
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Figure 6: Liverpool City Region Rail Network
Contains public sector information under the Open Government Licence v3.0. Contains OS data © Crown Copyright and database right 2016.
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Liverpool Lime Street Main Line Station, located in the City Centre, is operated by Network Rail and provides local, regional and national rail services to a range of destinations which include London, Birmingham, Leeds, Sheffield, Newcastle and from December 2018 direct services to Scotland. Local commuter-based rail services, are operated by Merseyrail in the Liverpool City Region. These services provide connections in the region to Southport, Kirkby, Ellesmere Port and Birkenhead. Northern Rail also operate local services on the City Line and on routes to the east of the City. The annual footfall across all Liverpool stations is 43.3 million6 with the busiest stations being Liverpool Central Station and Lime Street Station with 16.1 million and 16.6 million journeys respectively in the stations during 20167. Since 2012, there has been investment in Liverpool Central, Moorfields, James Street and Lime Street stations. Liverpool Central and Moorfields schemes were funded by Network Rail and Merseytravel to delivery capacity and environmental improvements identified in the Liverpool City Centre Strategic Investment Framework8 (2012). This work is now complete.
5.2.3 Bus Network Bus services in Liverpool are operated by Arriva, Stagecoach and smaller operators through a Bus Alliance with Merseytravel. The local bus network is extensive linking Liverpool with the rest of Merseyside including Sefton, St Helens, Knowsley and the Wirral. The 2011 Census showed that bus travel around Liverpool was the second most common form of commuting, with 72,902 people using the bus for the longest part of their journey each week9. There are two large bus stations in Liverpool: • LiverpoolONE Bus Station, located in Canning Place, is a key bus station with 10 bays, a crew facility and a travel centre. It is used by Arriva, Stagecoach Merseyside, HTL and Cumfybus operating local links with National Express and Megabus providing national connections. Bus services to Liverpool John Lennon Airport are provided from this station. • Queen Square Bus Station, is owned and operated by Merseytravel. It is located on Hood Street and Roe Street in Liverpool City Centre. The bus station has 12 stands and one large alighting stand and is used by bus operators including; Arriva, Cumfybus, Halton Transport, Avon and Stagecoach Merseyside. Bus services are provided to a range of destinations such as Bootle, Kirkby, Preston, St. Helens and Widnes.
6 Merseytravel Passenger Monitor 2016 7 Office of Rail and Road, Estimates of Station Usage 2015-2016 8 Liverpool Vision – Liverpool City Centre Strategic Investment Framework, 2012 9 ONS Census 2011, QS701EW - Method of travel to work
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5.2.4 Active Travel There is an extensive network of walking and cycle routes across Merseyside with over 458 kilometres of Public Rights of Way. These routes run through Liverpool and extend out towards Knowsley, Sefton and St Helens, providing a diverse range of routes. In terms of cycling, there are just under 100 kilometres of dedicated cycle infrastructure in Liverpool, comprising a mixture of on-road cycle lanes, designated cycle routes (National Routes 56, 62 and 810) and off-road paths10. National Route 62 is also part of the Trans Pennine Trail. During LTP2 (2006-2011), LCC invested just under £2.3 million into both cycling infrastructure and promotion.11 In order to encourage a safe environment for both road users and pedestrians, the 20 Effect has also been introduced. This scheme has restricted speed limits to 20mph in appropriate residential roads around Liverpool, with improved signage. LCC operates a bike hire scheme (citybike) from over 100 stations across the city12. A Bike & Go scheme is also in operation in the city, offering the opportunity to cycle from stations including: • Liverpool Central; • Moorfields; • South Parkway; • Aigburth; • Aintree; • Brunswick; • Hunts Cross; and • St Michaels13. An illustration of the highway network serving Liverpool is provided in Figure 7.
10 Liverpool’s Cycling Revolution, A cycling strategy for Liverpool 2014-2026. 11 Liverpool City Council – A Cycling Strategy for Liverpool 2014-26 12 http://liverpool.gov.uk/parking-travel-and-roads/cycling/citybike/ 13 http://www.bikeandgo.co.uk/locations/north-west-and-merseyside/
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Figure 7: Liverpool Cycle Network
© Liverpool City Council
Cycling and walking rates vary across the city. The table below shows data from the 2011 Census, which shows the level of cycling and walking to work for each ward in Liverpool.
% commuting % commuting Ward name Total residents Employed by bicycle on foot
Allerton and Hunts Cross 10,930 6,935 2.2% 6.9% Anfield 10,712 5,714 1.8% 11.2% Belle Vale 10,987 5,787 1.6% 8.9% Central 19,174 7,687 1.4% 44.0% Childwall 10,410 6,768 1.4% 6.1% Church 10,569 7,184 2.4% 7.2% Clubmoor 11,004 5,786 1.5% 9.8% County 10,555 5,765 1.6% 11.0% Cressington 10,887 6,863 2.2% 6.3% Croxteth 10,491 6,507 1.1% 4.9% Everton 11,151 4,655 1.4% 19.2% Fazakerley 12,522 7,681 1.7% 13.8% Greenbank 14,121 6,309 4.5% 12.5% Kensington and Fairfield 11,828 5,791 2.7% 16.6% Kirkdale 12,691 5,962 1.6% 19.2% Knotty Ash 9,598 5,450 1.3% 10.4% Mossley Hill 10,645 6,576 2.5% 5.8%
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Norris Green 10,670 5,349 2.0% 10.7% Old Swan 11,989 6,965 1.4% 13.8% Picton 13,385 5,992 3.2% 16.5% Princes Park 13,315 5,807 3.4% 25.7% Riverside 15,107 8,726 1.9% 27.8% Speke Garston 14,531 7,600 2.9% 14.6% St Michaels 10,861 7,051 4.5% 7.5% Tuebrook and Stoneycroft 12,434 6,930 1.9% 9.8% Warbreck 12,661 7,727 1.9% 11.2% Wavertree 11,478 7,265 2.1% 9.5% West Derby 10,735 7,020 1.3% 6.2% Woolton 9,397 5,810 1.2% 4.5% Yew Tree 12,038 6,968 1.3% 7.0%
The wards where the highest proportion of residents cycle to work are Greenbank and St Michaels (both 4.5%). Princes Park and Picton also have a relatively high proportion (3.4% and 3.2% respectively). Generally, areas in South Liverpool, particularly those close to the city centre, have the highest level of cycling usage for commuting. The wards where the highest proportion of residents walk to work are Central (44.0%), Riverside (27.8%) and Princes Park (25.7%). Levels of walking to work are generally highest around the city centre, reflecting its status as the major employment location where residents are most likely to be able to walk to work. Walking to work is also relatively common in Speke Garston (14.6%) compared to neighbouring wards. This reflects both that Speke is a relatively self-contained community with jobs accessible on foot for many residents, and that Liverpool John Lennon Airport is a major employment generator in the area.
5.2.5 Canals and Rivers Liverpool is connected nationally through the canal network, the Mersey and its tributaries. Key waterways include the Leeds-Liverpool canal, the Liverpool Link canal, and the Rufford Branch of the Liverpool Leeds canal including the Millennium Ribble Link connecting it to the Lancaster Canal. These are in addition to the freight, pleasure and commuter uses of the River Mersey, including its extension into the Manchester Ship Canal. The canals are generally accessible along their length to vehicles, pedestrians and cyclists via towpaths and bridges. The existing temporary Liverpool Cruise Liner Terminal (CLT) located on the Mersey Estuary provides international connectivity via ferry to Ireland and the Isle of Man with international destinations offered by various cruise providers. It has been operational since 2012, and has been an established success in attracting increasing numbers of Cruise ships, both transit and turnaround, with substantial growing number of passengers contributing to the visitor economy of Liverpool, the City Region and the wider North West of England. The existing Cruise Liner facility has a capacity to handle 900 passenger ships on “turnaround” and 3,500 passengers on “transit”. The Liverpool Cruise Terminal now has ship operations
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12 months of the year including Cruise turnaround operations during the winter season. Since the opening in 2012, the passenger numbers have increased by around 112%. The Leeds and Liverpool Canal remains fully navigable. The canal corridor, now originating from the Docks and Pier Head, links Liverpool with Chorley and Wigan and has capacity to increase its throughput of waterway traffic which could be a possible contributor to regeneration in these communities.14 The development of the Liverpool canal link (1.4 miles) has allowed connectivity between the canal and the redeveloped docks in the City Centre. Mooring preference is given to tall mast boats with total recorded boat visits to the docks increasing since the links completion in 2005.
The Manchester Ship Canal (36 miles) connects the Mersey estuaries Estuary at Eastham, on the Wirral, through to port and dockland in Ellesmere Port, Runcorn, Warrington, Salford, Trafford and Manchester. It is now owned by Peel Ports and operated by the Manchester Ship Canal Company. 7.5 million tonnes of cargo pass through its waters each year. Container volumes on the canal have risen from 3,000 containers a year in 2009 to 30,000 in 2016. As an innovative carbon efficient waterway, it forms an important element of the Mersey Ports Master Plan and the LCR SuperPort concept.
5.2.6 Ports and Airports
The Port of Garston The Port of Garston, owned and operated by Associated British Ports (ABP), is located on the north bank of the River Mersey seven miles from Liverpool City Centre. It provides cargo handling for 500,000 tonnes of mixed freight annually15. The entire port covers 65 acres and encompasses three docks: Stalbridge Dock, Old Dock and North Dock. Adjacent to, though separate from, the Port there is a Freightliner Terminal (Garston Rail Freight), which handles trains from South Coast Ports, such as Felixstowe, Southampton and London Gateway. Due to its location on the highway network, the movement of goods associated with The Port of Garston relies on the local highway and Strategic Road Network (SRN). The A561 (Speke Road / Speke Boulevard) provides connections to the SRN including the M56, M62 and M6, via the A562, A5300 (Knowsley Expressway) and Silver Jubilee and Mersey Gateway bridges. These roads also provide connections to the Liverpool International Business Park and the Merseyside Multimodal Gateway, along with the nearby Liverpool John Lennon Airport.
Port of Liverpool and Mersey Ports The Port of Liverpool is owned and operated by Peel Ports Group. It sits on both banks of the River Mersey16 and benefits from direct links to the M53, M57, M58,
14 Strategic Waterway Plan, Canal and River Trust, 2013 15 BNP Paribas, Draft Liverpool Local Plan Consultation Response 16 https://www.peelports.com/ports/liverpool
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M62 and M6 motorways via A5036 Dunnings Bridge Road. Connection to the rail network is also provided within the Port itself. In 2016, the Port of Liverpool was expanded and Phase 1 of Liverpool2 was constructed. Liverpool2 is a £400m project to create a deep-water container terminal capable of accommodating the worlds largest container vessels17. The addition of Liverpool2 means the port’s capacity is now over 2 million containers a year; the port can now accommodate two ships with 13,500 TEU containers simultaneously, compared to previous figures of 4,500 TEU. Peel Ports Group has also invested in a £100 million custom-built biomass import terminal located at Gladstone Dock along with recent investment in new bulk warehousing, animal feed warehousing and steel terminal facilities. Currently the Mersey Ports has capacity to accommodate more than 4 million sq ft of warehousing and logistics activity, the majority of which is in the Port of Liverpool18. The Mersey Ports Masterplan 2011 identified that over the ensuing 20 year period there could be an increase in the amount of port related warehousing by a further 4 million sq ft which would necessitate the identification and delivery of a further 280 acres of development land within the geographical remit of Mersey Ports. Although Liverpool2 and the majority of the Port of Liverpool is in the neighbouring local authority of Sefton, the port relies on highways and rail infrastructure associated with the wider Liverpool area.
Liverpool John Lennon Airport Liverpool John Lennon Airport (LJLA), is an international airport, located 12km to the south-east of Liverpool City Centre. During 2016, LJLA saw an 11% increase on the number of passengers, to over 4.75 million. In the most recent CAA Passenger Survey Report 2014, 20.4% of arriving and departing passengers used public transport to access the airport. In terms of highway access, the airport is accessible from the M57, M62 and M56 motorways via the A561 (Speke Boulevard), A562 (Speke Road), A5300 (Knowsley Expressway) and Silver Jubilee and Mersey Gateway Bridges. There is no direct rail link to the Airport itself. Liverpool South Parkway is the closest rail station to Liverpool John Lennon Airport (LJLA) and is located approximately 2 miles from the airport. This station is accessible from routes serving Manchester, Yorkshire, the North East, East Midlands, West Midlands and connections to London Euston services at Runcorn or Crewe. Regular bus services link the Airport with Liverpool City Centre, Bootle, Runcorn, St Helens and Manchester. An express bus service (500 and the 86A) runs in both directions between the Airport, Liverpool Lime Street, Liverpool One bus station and Liverpool South Parkway. These services provide a multi-modal service connecting the Airport to the bus and rail networks.
17 https://www.peelports.com/ports/liverpool 18 https://www.peelports.com/about/master-plan
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The air freight business to LJLA declined significantly in the early 2000s and now comprises mostly of deliveries for Jaguar Land Rover and Vauxhall car plants. The airport is however actively targeting growth in the air freight sectors building on the addition of a significant number of airlines and routes in recent years.
5.2.7 Rail Freight Adjacent to the Airport, the Jaguar Land Rover Car Plant at Halewood has its own freight terminal facility. In addition to this, Ford has a rail connected freight terminal, ‘The Speke Freight Terminal’, which handles automotive traffic from Dagenham and Southampton for onward distribution throughout Northern England and Scotland.
5.3 Fitness of Provision
5.3.1 Highways There are forecast to be increased levels of traffic and freight traffic resulting in congestion issues. From the perspective of ensuring efficient freight operations, highway solutions will be required. Key locations are the A5036 corridor, and near the existing and new Mersey bridge crossings. These areas of the highway network serve key freight facilities, at the Port of Liverpool, in the Speke/Garston area. A number of known highway constraints have been identified in Table 5 below. Table 5: Constraints on the Highway Network
Geography Constraints of the Current Highway Network North Liverpool From a highway perspective, the following major areas of concern are identified for the period up to 2020 in the Liverpool City Region Freight Study- Stage 1:
• Access to the Port of Liverpool via the A5036
• The Knowsley area
• The Mersey tunnels In relation to freight transport, expanded road capacity between Seaforth and the M57 is essential to improve network infrastructure.19 South Liverpool The Mersey Gateway Bridge that is currently under construction will deliver additional capacity and relieve some of the congestion issues in the Ditton / Runcorn area. Although the project occurs outside of the Liverpool geography, relieving congestion and adding additional capacity in this area could have implications for other parts of the highway network within the vicinity of the Mersey Gateway scheme, in Liverpool. These locations could include junctions along Speke Boulevard and Knowsley Expressway with associated impact on the major employment sites in this area (LJLA and Jaguar Land Rover).
19 MDS Transmodal – Liverpool City Region Freight Study: Stage 1, 2014
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Geography Constraints of the Current Highway Network From a highway perspective, the following major areas of concern are identified for the period up to 2020 in the Liverpool City Region Freight Study: Stage 1:
• Planned growth in freight facilities in the Garston/Ditton area and consideration of the wider impacts following the opening of the Mersey Gateway Bridge; Other key junctions which include the Rocket junction at the end of the M62, A580/Queens Drive and the A5058/A5038 junctions.
5.3.2 Passenger Rail At a local level, the Merseyrail network has seen significant investment in the last 5 years and substantial infrastructure/rolling stock enhancements are scheduled during Control Period 5 (CP5, 2019) and beyond. These enhancements take account of capacity constraints on the network and demand requirements in future. Known constraints have been informed by the LCR Long Term Rail Strategy (Summer 2014) and have been detailed in Table 6 below. Table 6: Constraints on the Rail Network
Constraint Type Constraints of the Current Rail Network Capacity Merseyrail suffers from passenger capacity problems that will substantially constrain future passenger growth, especially at Liverpool Central Station; Services into Liverpool Lime Street are often overcapacity during peak periods; Constraints on the network limit the number of trains per hour that can be used on busy sections of the line, for instance the required future maximum of 18-20 trains per hour on the Northern Line between Sandhills and Liverpool Central; The approach into Liverpool Lime Street acts as a constraint on the number of services per hour that can access the station; Platform lengths pose a significant capacity issue at several locations, particularly on the City Lines; The West Coast Mainline between Weaver Junction and Crewe is heavily utilised at present with a lack of available rail paths. This limits the number of services per hour that can run between Crewe and Liverpool Lime Street; and Single-end termini create significant capacity issues on the Merseyrail network, with Chester, Ormskirk, Kirkby and Hunts Cross identified as particular constraints.
Connectivity The rail network does not always link places where people live to employment sites effectively; There are no through-trains between Liverpool and North Wales Coast Line /Wrexham despite a desire to create a link between Liverpool John Lennon Airport and the area (i.e. through Liverpool South Parkway); There are no direct services between Liverpool and Scotland (there will be from December 2018), Liverpool and South West England, or Liverpool and South Wales; and
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Constraint Type Constraints of the Current Rail Network There is a poor frequency of services (when compared to other cities of a similar size and population) between London and Liverpool. Infrastructure, Facilities The existing Merseyrail Electrics fleet will become ‘life expired’ and Rolling Stock before 2020; New rolling stock will be deployed to replace the current stock in 2020; There are operational conflicts at Hunts Cross West Junction between Merseyrail services and Cheshire Lines services, at Wavertree junction due to the merging of routes, and at Sandhills due to the confluence of Northern lines; There is no connectivity provision for services from the Cheshire Lines Committee (CLC) rail line between Liverpool, Warrington and Manchester, to use platforms 3 and 4 at Liverpool South Parkway, limiting flexibility in platform assignment. The mix of (semi-fast and stopping) services on the CLC constrains timetabling options and restricts some stations to a single service per hour. This is due to a lack of passing loops and constraints at the Manchester end of the railway; There is a lack of Park and Ride capacity at a number of stations on both the Merseyrail and City Line networks; and Infrastructure constraints exist on some of the key diesel lines that serve parts of the City Region not associated with the City Centre.
It should be noted that a number of the constraints identified in Table 6 will be addressed as part of the planned schemes set out below. For example, enhancements to track, signalling and platform upgrades are planned at Liverpool Lime Street in 2017 and 2018. These upgrades will enable longer trains and more frequent services. Following discussions with officers at Merseytravel, improvements at Liverpool Central have been identified as a major priority over the plan period. There is currently a shortfall of rail capacity at the station, and this may require more lines and platforms. A study is being conducted in 2018 on how much extra capacity will be required at Liverpool Central and it is anticipated that improvements may take place by 2023. The importance of upgrades at Central has been recognised by Network Rail, meaning that national funding may be provided.
5.3.3 Bus Network As already mentioned, Merseytravel is responsible for coordination of public transport around the LCR. Bus service provision is considered good quality and well used, providing 78% of all City Region public transport journeys. There are gaps in the existing bus network and these are summarised below in Table 7. Table 7: Constraints on Bus Network
Geography Constraints of Current Bus Network North Liverpool Queen Square Bus Station is currently operating at full capacity with roughly 40,000 journeys through the station daily. Capacity improvements will be needed.
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5.3.4 Active Travel While cycling culture has seen tremendous growth in recent years20, there is currently a lack of cohesion in Liverpool’s cycle infrastructure. Cycling routes are provided on major arterial routes into the City Centre, however, they are intermittent and comprise predominantly of signed routes on roads and on-road cycle lanes. Those off-road cycle tracks provided form parts of National Cycle Routes 56, 62 and 810. Walking rates are strong in some areas of Liverpool, particularly around the city centre where the high concentration of jobs allows a relatively high number of residents to walk to work. However, in terms of the condition of the walking infrastructure, 43% of footways failed inspection in 201421. This lack of suitable infrastructure is a contributing factor towards diminishing the attractiveness of walking as a mode of transport throughout the city. The Rights of Way Improvement Plan for Merseyside identified the areas of North Liverpool, Kirkby and Bootle as areas with a fragmented and disjointed network in need of improvement. Discussions with officers at LCC indicated that opportunities for active travel as part of a multi-modal journey involving rail travel are also limited. This is partly due to there being a generally insufficient level of supporting infrastructure, including cycle parking, at most stations across Liverpool.
5.3.5 Canals and Rivers A number of constraints have been identified in Table 8. Table 8: Constraints on the Canals and Rivers Network
Geography Constraints of Current Canal and Rivers Network North Liverpool The Liverpool Waterspace Strategy (LWS) published in 2012 indicates a few access issues within the current dock infrastructure. Large boats with masts have access to both ends of the docks but are restricted internally to pass no further than Albert Dock in the north.22 Although introduced as a temporary facility, the existing Cruise Liner Terminal facilities on Princes Dock, near the Pier Head, has been very successful. It is limited in its capacity and cannot handle larger cruise vessels. A new permanent facility is required to support continued activity and growth. South Liverpool British Waterways, since replaced by Canal & River Trust in England, identified the Liverpool South Docks as underused and as lacking an overarching framework concerning introduction of activity to the docks. The LWS indicates that large boats with masts have access to both ends of the docks but are restricted internally to pass further than Queen’s Dock in the south.23
20 Liverpool’s Cycling Revolution, A cycling strategy for Liverpool 2014-2026. 21 Liverpool City Council – Highway Asset Management Plan, 2014 22 British Waterways – A Waterspace Strategy for the Sustainable Development of the Liverpool South Docks, 2012 23 British Waterways – A Waterspace Strategy for the Sustainable Development of the Liverpool South Docks, 2012
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5.3.6 Ports and Airports
Ports Liverpool’s location on the Mersey Estuary provides a major gateway to the UK. Since the completion of Phase 1 of Liverpool2 in late 2016 the container handling capacity at this Port will increase from 700,000 TEU to 2,000,000 TEU per annum. In 2015, the Port of Garston experienced a £2.2m investment by its owner ABP, provided a new bulk storage warehouse. This has enhanced the handling capacity at the Port of Garston and since its implementation the new facility is being used by a grain and feed material trader, thus successfully expanding the capacity of the port24. A number of constraints associated with the ports have been identified in Table 9. Table 9: Constraints on Port Infrastructure
Geography Constraints of Current Freight Network North Liverpool Constraints relate to highways congestion (A5036 Corridor) and rail freight connections (Bootle Branch line and West Coast Mainline). South Liverpool ABP is committed to maintaining presence and operation in Garston for the foreseeable future25 however considerable constraints exist to increasing capacity in this location. The physical restraints include; 5.2m difference in level between the North and Old Docks and the adjacent land, expenditure on dredging and actual access to the dock – navigation of the Mersey and the requirement to pass through a lock due to the extreme tidal range of the river.
Liverpool John Lennon Airport Accessibility to the Airport is heavily reliant on the highway and bus network. Approximately 80% of passengers travel to the Airport by car or taxi, using the highway network26. There is no direct access from the rail network; rail access is currently provided via Liverpool South Parkway, however, given the proximity of this station to the Airport (approximately 2 miles) passengers rely upon a bus connection between the station and the Airport. The lack of a direct, rail connection is anticipated to restrict further growth as the city attempts to expand the economy, especially as passenger demand at the airport is forecasted to increase from around 4.75 million passengers in 2016 to approximately 6 million by 2020 and 8 million by 2030. The airport approach from the motorway and KRN are often congested at peak times reducing journey time reliability and extending journey times for passengers and employees. These factors reduce the potential catchment area for the airport making it less attractive for airlines when considering new routes and services in comparison to other airports in the UK and abroad.
24 http://www.onthemosway.eu/investing-in-bulk-handling/ 25 BNP Paribas, Draft Liverpool Local Plan Consultation Response 26 Stakeholder Interview- Peel Airports and Liverpool John Lennon Airport, 15th February 2017.
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Improved highway infrastructure with provision of direct access to the terminal and employment land from the key route network will allow the airport to compete effectively, secure additional passenger and freight services including forecast growth of its cargo business to around 40,000 tonnes per annum27. Table 10: Constraints on Airport Infrastructure
Geography Constraints of Current Freight Network South Liverpool The lack of a direct rail connection places LJLA at a disadvantage relative to other UK airports with reliance on travel by car or bus services.
5.3.7 Rail Freight The following constraints set out in Table 11 have been identified for rail freight movement. Table 11: Rail Freight Infrastructure Constraints
Geography Constraints of Current Rail Freight Network Port of Liverpool There is a significant capability shortage for W10 gauge freight between the Port of Liverpool and the West Coast Mainline, limiting rail freight growth. There is also limited capacity on the Bootle Branch line constrained by a single track and speed limits. An opportunity now exists to improve connectivity and capacity of freight on the road and rail networks, which will expand the Port’s reach into the UK. 28 New track, signalling and line speed enhancements are needed, coupled with works within the Port of Liverpool estate to accommodate rail freight and improves links across the site.
5.4 Planned Schemes The Submission Draft Local Plan outlines within its vision that by 2033, Liverpool will have capitalised fully on the ability to generate growth as well as see further development of important assets such as the Port of Liverpool and Liverpool John Lennon Airport. A focus is given on making key employment areas highly accessible to residents via sustainable modes of transport. This will be accomplished through supporting and improving the City’s transport infrastructure and ensuring that Liverpool’s transport network is resilient to increases in demand and extreme weather events. Within the plan, an emphasis is placed on guidance for maximising accessibility and sustainability, rather than on provision of specific schemes to improve transport infrastructure. The Submission Draft Local Plan highlights Liverpool’s commitment to sustainable transport, specifically a transport system which enables the City, including its key assets and employment areas, to be accessible and connects it to the wider sub-region.
27 LJLA Master Plan (to 2030 (November 2007) & Draft Masterplan to 2050 (Summer 2017) 28 Liverpool City Region Combined Authority – A Transport Plan for Growth, 2015
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Details of planned schemes for the following transport infrastructure is set out in Section 5.7.
5.4.1 Highways Promotion of a new mobility culture is a central theme of Merseyside Local Transport Plan (LTP3, 2024) and the Submission Draft Local Plan (January 2018). It identifies sustainable travel as the appropriate method in contributing to a thriving economy as well as aiding the health and wellbeing of the public. The Submission Draft Local Plan supports future highways schemes with Policy TP4 stating that new schemes will be supported if they assist regeneration and/or secure environmental improvements. Highway improvements associated with the Port of Liverpool are currently at consultation stage. Proposed options include a highway improvement scheme to increase road capacity along the Dunnings Bridge Road route or establish a new route via Rimrose Valley Park. Sefton Council favour upgrading Dunnings Bridge Road. Although located in Sefton, improvements to road capacity will reduce the pressure on the Liverpool highways network. This increased capacity will also benefit planned residential schemes located along the Mersey Estuary Corridor. This scheme will be progressed by Highways England. LCC also has plans to extend Leeds Street at its western end to link it to the waterfront. This will support the new Isle of Man ferry terminal. This project is estimated to cost £20 million, provided through Government funding, and a planning application is due in early 2018. Discussions are ongoing between LCC and Merseytravel on improvements to junctions serving the Royal Liverpool University Hospital from West Derby Road, Everton Road and Kensington. These improvements will ensure optimum provision of public transport services in the area. There are also aspirations to improve highways connectivity with Liverpool John Lennon Airport via an Eastern Access Road to Halton. This would become the principal access to the Airport from the east. Both of these schemes are targeting funding from the Governments Road Investment Strategy (RIS).
5.4.2 Passenger Rail While the Submission Draft Local Plan does not mention any rail specific schemes, Policy TP9 concerns public transport in the form of both bus and rail with LCC seeking to deliver the aims of the Liverpool City Region Long Term Rail Strategy. The explanatory text for this policy states that rail access to development must consider whether the nearest rail station is within walking and/or cycling distance, whether there is a convenient bus link to the station, which principal destinations are served from the rail station, and details of the service frequencies and station facilities. New rolling stock will be in place from 2020. Further work is also due to commence in 2018 to enhance Lime Street Station as a major rail terminal in the City Centre. Stakeholder discussion with Merseytravel and Network Rail
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confirms that expansion to be implemented at Lime Street Station includes track signalling and platform improvements. The development of Liverpool Central to deal with increasing numbers of people wanting to access the City Centre is a key issue which needs to be addressed and is being progressed by Merseytravel and Network Rail. Services will need to be expanded to ensure connectivity to committed and proposed city centre developments, such as the Liverpool Waters scheme. A study is being conducted in 2018 on how much extra capacity will be required at Liverpool Central. It is anticipated that improvements may take place by 2023. The importance of upgrades at Central has been recognised by Network Rail, meaning that national funding may be provided. The potential re-opening of St. James’ Station, located in the Baltic Triangle, as suggested in the Liverpool City Centre Strategic Investment Framework (2012), would increase connectivity of South Liverpool as well. A feasibility study on the potential for re-opening St. James is due to be completed in early 2018. Re- opening of this station is likely to be a medium to long term aspiration as it would need to be justified in terms of nearby development around the Baltic Triangle and Toxteth. There is also potential to open a station in the Paddington area to serve development planned in the Knowledge Quarter. However, this is a long term aspiration as it would also require the re-opening of a disused railway line and the business case required would be significant. The development and re-opening of the Wapping Tunnel for rail service would directly link the east of the City Region with Liverpool Central and the heart of the City. It is anticipated that these improvements may come forward between 2019-2024, which will be of benefit to growth for this part of the City. Transport for the North highlights the value of improvements to services to Liverpool South Parkway and associated connections to the Airport with the potential for a direct rail link in the long term to support growth in passenger and freight services as well as expanding the catchment of the Airport to attract new routes29. On a national scale, recent investment will see Transpennine Express providing direct rail services from Liverpool to Glasgow from 2018. There is also proposed investment in the form of High Speed 2 (HS2) and Northern Powerhouse Rail (NPR) which will significantly enhance connectivity. The opportunity exists to improve services from Birmingham to Manchester and/or Liverpool by HS2.
5.4.3 Bus Network LCC is seeking to deliver the aims of the Liverpool City Region Long Term Bus Strategy, and the related Bus Alliance. The Policy explanation text in the Submission Draft Local Plan states that early discussions should be taking place in the design process of all development in order to identify whether the internal layout of a development should accommodate bus access. Bus access must be
29 TfN Independent International Connectivity Commission Report, Feb 2017
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analysed in regard to key destinations, frequencies and hours of operation of services, locations of bus stop in relation to development sites identified, and quality of waiting facilities. The Liverpool Bus Alliance is working on the introduction of a new City Centre Bus Route Strategy, which will be linked, to LCC’s City Centre Connectivity Project. A restructuring of the bus network is due to take place over 2018, including new spaces for buses close to the Mersey Tunnels. In the long term there may be aspirations for a large bus station hub at Lime Street to integrate with the station, but this would likely be at the end of the plan period. It should also be noted that the new Mayor of the Liverpool City Region holds powers over bus franchising. This means that the arrangements over franchising may change over the plan period, which will be reflected in a revised direction in the procurement and provision of bus services.
5.4.4 Active Travel The Submission Draft Local Plan Policy TP 5 states that cycle routes should be safe, attractive and comfortable for all cyclists, and that new developments should make provision for cycle parking. Proposals should also demonstrate best practice in design for pedestrians and cyclists alike, ensuring high quality, accessible town centres and routes across the city. The Submission Draft Local Plan identifies cycling as an increasingly important mode of transport, especially for short trips, in an effort to reduce reliance on the car. Relevant to encouraging individuals to travel via bicycle is the provision of facilities such as conveniently located cycle parking. A quality pedestrian environment is highlighted as vital in encouraging walking as a sustainable mode of transport, thus contributing to reducing congestion and pollution levels. The Submission Draft Local Plan Policy TP 6 requires that all pedestrian routes are safe, attractive and comfortable for all pedestrians. Such measures will assist in maintaining and improving pedestrian facilities therefore reducing pedestrian vehicle conflict, improving road safety, and allowing the City Centre and district centres to become increasingly accessible. By 2020, the Government aims to increase the number of people taking 30 minutes of exercise, five times per week from 30% to 70% and access to opportunities for walking and cycling will be a key element in achieving this target. This will lead to increased usage of the Rights of Way network and highways, which will require more frequent cleansing and maintenance programmes to be developed to ensure the network is fit for use. Continuation of the improvement of infrastructure for cycling and walking, will facilitate growth of these sustainable transport methods. In April 2017, the Government published the Cycling and Walking Investment Strategy. This sets out an ambition to make walking and cycling the natural choices for shorter journeys, or as part of a longer journey. This will lead to the development of a Cycling and Walking Infrastructure Plan (CWIP) for Liverpool City Region, which will identify key cycling and walking routes based on major employment centres. Technical guidance on how to produce CWIPs was also
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published in April 2017. The City Region is also producing a Green and Open Space Network Report.
5.4.5 Canals and Rivers The Northwest Waterway Partnership is currently developing a Strategic Waterway Plan targeting the areas under its remit. A Liverpool based Waterspace Strategy for the Southern Docks has also been prepared highlighting a 10-year Waterspace strategy for the City Centre docks area30. The Local Plan outlines the need to improve and protect water and groundwater quality in the City, covering the canals and River Mersey. The Plan also highlights the provision of floating structures for canal boat mooring, boat hire, water taxis and water buses in the docks area. Peel Ports, private owner of assets on the Mersey and extending to the Manchester Shipping Canal, targets a significant increase in freight along the canal to around 100,000 TEU in the years to 2030, largely driven by the development of Port Salford. In order to cater for increased demand, LCC is considering a more permanent facility to cater for growth in the Cruise sector, which is comprising larger ships with passengers numbers around 3500- 5000 together with crew of 1000-2000. In this respect, the City Council has reviewed a number of potential locations and following a feasibility study, the Princes Jetty Site has been identified as a best fit. The City Council is in the process of appointing a Technical Team to undertake further design and prepare cost information with a view to submitting a planning application for a new Cruise Liner Terminal at the Princes Jetty Site. The location of the new Cruise Liner Terminal would involve relocation of the existing Isle of Mann Ferry Terminal. In this respect, Isle of Mann Government are also in the process of developing a new Ferry Terminal in the Waterloo Dock. Plans include replacing the Isle of Man ferry fleet with two new vessels offering an increased joint capacity totalling 700 passengers over the current offering of approximately 600 passengers. There is an expectation of an increase in annual passenger capacity to 5.6m. In addition, new Stena Line ferries are being introduced on the Belfast to Liverpool (Birkenhead Twelve Quays) service from 2019/20 which will more than double capacity on that service. Increased passenger volumes will increase demand on routes to and from the port and ferry terminals.
30 Liverpool South Dock Waterspace Strategy, British Waterways, 2012.
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5.4.6 Ports and Airport
Ports The Local Plan defers to the National Policy Statement (NPS) for Ports, which was published in January 2012. This NPS sets out the framework for deciding on proposals for new port development; it also applies to associated development such as transport links. Within the LCR Local Enterprise Partnership’s (LEP) Growth Plan, Multi-modal Port Access is considered one of five transformational ‘strategic projects’. Additionally, the LCR Port Access Steering Group was created to support LCR and the LEP with the delivery of the LCR City Region Deal commitment in tackling transport access to the Port of Liverpool in support of the SuperPort proposals. Liverpool City Region Combined Authority committed (in the City Region Deal 2012) to improve access to the Port of Liverpool by rail, road, and water to meet increasing demands on the Port and support the growth of the Liverpool City Region’s economy. Delivery of the A5036 Port of Liverpool Access Scheme will also be critical to the efficient use of the expanded port facilities and the realisation of the economic growth opportunities envisaged by the LCR Growth Strategy and TfN Independent Economic Review. These Port related transport schemes will support continued growth of the Port of Liverpool which includes continued expansion of port facilities with plans for additional megamax and quayside cranes. The Draft Local Plan identifies the Port of Garston as a driver for economic growth in suburban Liverpool. The port operator (ABP) continue to carry out market research and testing as to the viability of proposals to consolidate its assets in this area, particularly in its strategic location to lead logistical patterns for the port areas of Liverpool. The Plan also identifies a need to improve public transport access to the port from Liverpool City Centre, including the adjacent Speke Freight Terminal.
Liverpool John Lennon Airport The LJLA Master Plan is currently being updated. The existing Master Plan31 seeks to deliver objectives set out in the 2003 White Paper ‘The Future of Air Transport’. The plans included: • New passenger terminal facilities; • A runway extension for long haul aircraft; • A world cargo centre; and • An Eastern Access Transport Corridor through the nearby areas of Halton.
31 Liverpool John Lennon Airport Master Plan to 2030 (November 2007)
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The Masterplan does indicate the intention to develop larger freight handling facilities on land south of the runway, on land located within the Merseyside Green Belt. The emerging masterplan to 2050 proposes: • expanded passenger terminal facilities • cluster of employment related development to the south and mixed use development (including hotel and retail to the north) • The Eastern Access Transport Corridor remains in the proposals • Develop cargo and other commercial aviation services • Develop and grow the Airport as a strategic economic growth location • Further develop its synergy with the Port of Liverpool and Liverpool SuperPort initiative to become an integrated international air and sea gateway for logistics, freight handling and distribution Future opportunities for Liverpool John Lennon Airport (LJLA) include playing an increasingly integral role in the development of SuperPort as a multimodal freight hub connected to air freight services, and growth in air passenger services supporting trade and visitor economy opportunities associated with expansion of the Airport. LJLA also offers development of a large portfolio (estimated at 400- 500ha over 25 years) of logistics sites, multimodal facilities and buildings to fulfil demand generated from increased port based freight, retail and manufacturing logistics close to ports, airports and near major road and rail infrastructure. In order for expansion of the Airport to be successful, sustainable access for passengers, employees and freight will be vital. An Airport Surface Access Strategy has been prepared, with its implementation supported by the Merseyside Local Transport Plan. Development management for car parking, including off- site facilities, will be key in promotion of sustainable access to the Airport.
5.4.7 Rail Freight In the short term, it is proposed to expand Transpennine freight capacity, including to ports, through gauging cleared Transpennine routes and removing sections of low line speed32. The Government has committed to improvements to rail access to the Port of Liverpool and will be adding a second line on the Bootle to Port link, increasing the line speed and improving signalling at Earlestown West. All these interventions are scheduled to be completed by the end of Network Rail’s Control Period 5, i.e. by 31 March 2019, and will double the number of trains that can enter the port every day to 48 in and 48 out freight train movements.
32 Network Rail – Freight Network Study: Draft for Consultation – Summary Document, August 2016
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5.5 Impact of Proposed Development Liverpool City Region is committed to creating a new ‘Mobility Culture’. This culture recognises the need to find new and smarter ways of travelling around and ensuring the efficient movement of people and goods, in order to support sustainable economic growth, reduce carbon emissions and promote health and wellbeing. The following section considers the Submission Draft Local Plan (January 2018) growth proposals and how planned transport schemes meet future growth requirements.
5.5.1 Highways Enhancements to the highway network remain a strong focus for the City Region, supporting major scheme developments and overcoming known constraints. The Submission Draft Local Plan recognises the value of a balanced approach to transport infrastructure provision including investment in highways to assist regeneration and reduce congestion. Highways schemes are required to support growth of Liverpool’s major employment areas around the Port of Liverpool and Liverpool John Lennon Airport, as well as ensuring continued connectivity between new large scale residential schemes and employment opportunities. Whilst there are no committed highways schemes within LTP3, the IDP has identified that plans are being progressed to: • Improve access to the Port of Liverpool; and • Provide new access to Liverpool John Lennon Airport. The Submission Draft Local Plan supports sustainable accessibility of residential areas through a multi-modal approach focusing on highways, public transport, walking and cycling. A large proportion of residential development in the Submission Draft Local Plan is already identified through planned schemes. These have on and off-site highways proposals included to mitigate the impact of development. For example, the Liverpool Waters development includes around 9,000 apartments within a mixed use development. Proposals are in place supported by developer led interventions and contributions. Schemes are planned which will address demand on the highways network including network operation improvements for Kirkdale Road / Smith Street, and Leeds Street / Vauxhall Road. The works being discussed on junction improvements around Royal University Hospital Liverpool will support development in the Knowledge Quarter / Paddington Village. Improvements that have been made to Low Hill and Mount Vernon Road will also help to meet demand generated by new development in this area.
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It is advised that LCC continue to monitor capacity of the strategic road network including the A5036 corridor, the A565 (Derby Road/Great Howard Street) and the A561 (Speke Boulevard) to review the cumulative impact of both residential and economic development upon the highways network.
5.5.2 Passenger Rail The Submission Draft Local Plan supports connectivity across the City via public transport provision (see Policy TP9) and seeks to deliver the aims of the LCR Long Term Rail Strategy. The City already has a good rail network although it is recognised further investment is required to improve rail access in some parts of the City and increase capacity and connectivity between the City and the wider region. As noted in the section on the Fitness of Provision, the addition of new lines and platforms to increase the capacity of Liverpool Central is a priority over the short to medium term. This will address existing capacity issues and facilitate the level of development planned for areas in and around the city centre. As noted in the section on Planned Schemes, there are opportunities to improve passenger rail connectivity to residential and employment areas, with aspirations for the following stations: • St James – to serve the Baltic Triangle and Toxteth; and • Paddington – to serve new development planned for the Knowledge Quarter. The Submission Draft Local Plan (Policy TPI) also identifies that future investment in Wapping and Waterloo Tunnels would also enable future rail access to Liverpool Waters from Edge Hill. In addition, Liverpool John Lennon Airport has emphasised the value and importance of improving passenger rail connections to the Airport. This can be achieved through implementing a West Coast Mainline stopping service at Liverpool South Parkway Station. There is also a long term aspiration for extending the rail network directly to the Airport. Planned investments in Moorfields, Liverpool Central and Liverpool Lime Street Stations will increase capacity and connectivity beyond the City within Merseyside and the wider region supporting growth in demand for passenger rail services.
5.5.3 Bus Network The existing bus route network is considered good quality and is well used, providing 80% of all City Region public transport journeys33. The Submission Draft Local Plan (Policy TP9) seeks to deliver the aims of the LCR Long Term Bus Strategy, with policy supporting inclusion of public transport access and provision of adequate bus infrastructure within development proposals.
33 Liverpool City Region Bus Strategy, Changing The Way We Do Bus, April 2016
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Submission Draft Local Plan residential and employment land proposals will lead to an increase in demand for bus services. The Submission Draft Local Plan Policy TP9 will ensure there is sufficient infrastructure in place to meet additional demand. The requirement for a Travel Plan will also ensure planned development has appropriate measures in place to support demand for bus services. The IDP recognises that continuation of bus services linking the City with employment opportunities is also important, particularly with regard to passenger and business connectivity to Liverpool John Lennon Airport in the short to medium term. It is recommended LCC continue to work via the Combined Authority with bus network operators to ensure existing and new routes continue to effectively serve the new residential and employment developments within the City. In particular, it is likely that the development allocated around Garston (around 1,080 homes over the plan period) will likely be provided for by extensions to the bus network.
5.5.4 Active Travel A key focus for the region is Active Travel, and the implementation of the Active Travel Strategy (2011) will continue to improve and expand facilities to encourage cycling and walking, which will have major health benefits, contribute to reducing carbon and increase accessibility to employment and services. Planned schemes including City Centre Connectivity and public realm investment will continue to improve the pedestrian and cycle network. Planned schemes support active travel connections within the City Centre including from the main transport hubs to Liverpool Knowledge Quarter and Waterfront schemes. In addition, it should be noted that impacts on highways because of proposed development may lead to negative effects on the ability of cyclists to use the highway network. This will need to be mitigated. In terms of the impact of Local Plan development on walking and cycling infrastructure, the majority of new housing, taking into account existing planning permissions, is proposed for areas in and around the city centre. Areas such as St Michaels, where the Festival Gardens site will yield 1,374 new dwellings based on its current consent, currently have a relatively high level of residents cycling to work. This is therefore likely to create larger demand for cycling infrastructure in these areas, which will need to be met with investments in cycling infrastructure including cycle lanes and off-road routes.
5.5.5 Canals and Rivers In terms of the impacts of the Submission Draft Local Plan (January 2018) on the Canals and Rivers network, the main impacts will arise from aspirations to increase the capacity for the movements of freight along the Manchester Ship Canal. Under Peel Port’s ownership, the Canal already accounts for 7.5 million tonnes of cargo annually34. Further growth associated with the region is forecast
34 https://www.peelports.com/ports/manchester-ship-canal
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and the development of port-centric warehousing and logistics facilities over the next 5-10 years will provide an enhanced cargo handling capability.
Growth in population in the LCR will increase demand for tourism related services and jobs on the Canals and Rivers network. The Manchester Ship Canal has benefitted from significant investments to improve the quality of the water and regeneration of the surrounding waterfront. Maintenance of the Canals and Rivers network are essential to ensure the waterways continue to attract visitors onto the network.
5.5.6 Ports and Airport With regards to the Port of Liverpool, significant private sector investment has been delivered to improve the facilities at this location. This growth has resulted in a requirement for improvements to the transport network serving the Port. The Submission Draft Local Plan (Policy EC8) supports proposals to improve access to the Ports of Liverpool and Garston including improvements to the freight and passenger access via road, rail and water. Highways and rail freight schemes are currently being evaluated. Liverpool John Lennon Airport is currently updating its Masterplan which focuses on improving Airport facilities and delivering economic growth arising from future increases in demand at the Airport. A Draft Masterplan to 2050 was consulted on in June / July 2017. The Airport is heavily reliant on the highway network. The Submission Draft Local Plan (Policy EC7) supports sustainable access to the Airport in accordance with the Airport Surface Access Strategy. Enhancements to the highways network around the Airport, principally in the form of an Eastern Access Transport Corridor, are considered by Peel Airports to be essential to facilitate the Airport’s growth in passenger demand over the course of the Local Plan period and beyond. Whilst recognised as an aspirational scheme, the creation of a direct rail link will reduce the demand on highways and expand the Airport’s catchment area maximising its potential and growth in the longer term.
5.5.7 Rail Freight The Submission Draft Local Plan recognises the importance of rail freight facilities serving the Port of Liverpool and alleviating infrastructure constraints. Policy TP1 supports rail freight access and expansion of terminals. The IDP has identified schemes in Section 5.7 which improve the capacity of the rail freight network and connectivity to key freight interchanges.
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5.6 Delivery and Responsibilities
5.6.1 Delivery Delivery of the many transport modes within Liverpool are the responsibility of differing agencies. This has been summarised in Table 12: Table 12: Transport Method Delivery Agent
Transport Method Delivery Agent Highways Liverpool City Council From May 2017, a Key Route Network (KRN) of local roads will initially continue to be managed and maintained by the relevant district council on behalf of the Liverpool City Region (LCR) Mayor. Work is ongoing to develop a single asset management plan, working towards streamlined contractual and delivery arrangements across the city region. Rail, Bus and Ferry Merseytravel Active Travel (walking and Liverpool City Council cycling) Sustrans (owns and manages Liverpool Loop Line) Canal and Rivers Trust (owns canal towpaths and section of the waterfront) Freight Peel Ports, Associated British Ports Ports Air Liverpool John Lennon Airport Road Liverpool City Council Highways Rail Merseytravel (and Network Rail) Liverpool John Lennon Liverpool City Council Airport (Passengers) Liverpool John Lennon Airport (Peel Airports and Liverpool City Council) Canals and Rivers Liverpool-Leeds Canal Canals and River Trust35 Manchester Ship Canal Manchester Ship Canal Company River Mersey Peel Ports are the Harbour Authority
5.6.2 Funding In July 2014, the Government announced allocations of Local Growth Funds (LGF) for schemes presented by Local Enterprise Partnerships (LEPs). The Liverpool City Region received £232m in the form of LGF in addition to project investments totalling approximately £10m. With regard to transport, this means £35m confirmed for 2015/16 and an indicative £153.2m from 2016/17 through 2021, as well as £44.1m previously allocated funding36. Throughout the City Region, over £1.7bn will be invested in transport and highways infrastructure improvements between 2015 and 202137.
35 The Northwest Waterway Partnership is responsible for the maintenance and development of the canals under their ownership in and around Liverpool. They act as the partnership under the Canal and River Trust, the government mandated company running waterways nationally. 36 Liverpool City Region Combined Authority – A Transport Plan for Growth, 2015 37 Liverpool City Region Combined Authority – A Transport Plan for Growth, 2015
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For transport schemes deemed to have strategic city-region importance, funding can be sought through the Liverpool City Region Single Investment Fund. The availability of funding will also require the transport schemes in Section 5.7 to be priorities to ensure investment can be channelled to the schemes which deliver the greatest benefit. Where development is needed to support improvements to the highways network for example in response to new housing development, S106 funding can be used to support delivery.
5.7 Summary of Transport Infrastructure Analysis of the provision of transport infrastructure shows the following:
5.7.1 Highways The IDP has identified that increased traffic and freight movement along the A5036, A565 and A561 due to both the substantial existing commitments and the Submission Draft Local Plan (January 2018) residential and employment proposals will be mitigated by Highways England proposals to serve the Port of Liverpool, as well as the potential for an Eastern Access Road to provide a principal route to the Airport. Highways improvements will also come forward as part of development schemes as planning permission has been granted for the majority of Submission Draft Local Plan (2013-2033) growth on the basis of acceptable impact to the highway network.
5.7.2 Passenger Rail There is continued investment planned for Liverpool's rail network with a new station proposed to improve accessibility between the Knowledge Quarter and the City Centre. To support Local Plan (2013-2033) the focus is on sustainable mobility with investment in Lime Street and Central stations. The challenge will be ensuring future resiliency and overcoming wider network limitations that have a direct impact on Liverpool.
5.7.3 Bus The bus network continues to operate with sufficient capacity to serve existing demands. However, it is recognised that an increase in services will be required to support growth proposals along the Mersey Estuary Corridor.
5.7.4 Active Travel (Walking and Cycling) Liverpool is seeing increased investment in pedestrian and cycle networks, however there are further opportunities to link developments along the Mersey Estuary Corridor with public transport hubs. This has the added benefit of providing an alternative to travel by car, combined with health benefits.
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5.7.5 Canals and Rivers Canals and Rivers are a valuable resource for the city with these networks supporting Submission Draft Local Plan (2013-2033) proposals both in terms of freight movements from the ports and leisure opportunities linked to the tourism and culture offer.
5.7.6 Ports and the Airport The Airport and ports are of vital importance to support the Local Plan (2013- 2033) economic development proposals with future growth focused around the Port of Liverpool and Liverpool John Lennon Airport. It is important that highway and rail projects are delivered to ensure future connectivity and that opportunities from employment related development can be fully realised.
5.7.7 Rail Freight Increased connectivity and capacity of rail freight networks is vital to support Liverpool’s economic growth, particularly at key employment locations including the Port of Liverpool and areas around the Liverpool John Lennon Airport.
5.8 Infrastructure Scheme Summary The following table provides a summary of planned and potential transport infrastructure schemes:
Essential Lead Delivery Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency T1 City City Centre Essential LCC Local Growth £44.7 2017- No gap Centre Connectivity and Local million 2019 Match Funding T2 City City Centre Essential LCC Local Growth Unknown 2019- No gap Centre Connectivity and Local 2020 Phase 2 Match Funding T3 City Strand Essential LCC Local Growth Funded as 2019- No gap Centre pedestrian and Local part of T1 2020 improvements Match Funding T4 North Completing the Essential LCC Local Growth £20 2016- No gap Liverpool upgrade of the Deal, Local million 2019 A565 north Funding and (estimate) Liverpool Sefton corridor Council Funding T5 City Parker Street / Essential LCC Local Growth Funded as 2015- No gap Centre Elliot Street and Local part of T1 2016 improvements Match Funding T6 City Leeds Street Essential LCC Local Growth Funded as 2018- No gap Centre Extension and Local part of T2 2020 Match Funding T7 Vauxhall Bridge Essential LCC Department £9.7 2015- No gap improvements for Transport million 2017
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Essential Lead Delivery Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency on the A565 at (DfT) Great Howard Challenge Street Fund T8 City Regent Road to Essential LCC Single Funded as 2018- No gap Centre Isle of Mann Investment part of T2 2019 Ferry Terminal Fund Link Road T9 Speke New access to Essential Halton DfT Around Unknown No gap Liverpool John Council £20 Lennon Airport million from Speke Boulevard (A561) via Hale Road from the Knowsley Expressway T10 Islington Junction Essential LCC / Unknown Unknown Unknown Unknown improvements Merseytravel around Royal Liverpool University Hospital T11 City Liverpool Lime Essential Network Rail DfT Funding Unknown 2017- No gap Centre Street 2018 remodelling and Edge Hill Re- control T12 Liverpool Merseyrail Essential Merseyrail / Network Rail £340 2017- No gap Wide Loop Slab Merseytravel and Liverpool million 2019 Track Works City Region T13 City-wide Merseyrail New Essential Merseytravel Unknown £460 2018- Unknown Rolling Stock million 2020 Infrastructure T14 Wavertree Weaver Essential Network Rail Network Rail Unknown 2017- No gap Wavertree Re- 2019 signalling T15 City Update of all Essential Merseyrail, Unknown £30millio 2011- No gap in Centre four Merseytravel n for 2030 short underground and Network current term. Liverpool Rail phases; £4 Unknown Stations million for for longer Moorfield term. s; unknown for longer term improve- ments. T16 Speke Oglet LJLA Essential LJLA Unknown Unknown 2015- Unknown general aviation 2040 38 expansion with business / logistics park T17 Croxteth/ Stonebridge Essential Liverpool Unknown Infrastruct 2017- No gap Fazakerly Cross – Partnership ure works 2022 highway Asset Backed listed - improvements Vehicle £1.5m T18 City-wide Appropriate bus Essential Merseytravel, Unknown Unknown 2011- Unknown transport Liverpool 2021 infrastructure to
38 Further information will be available following the updated Airport Masterplan in 2018.
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Essential Lead Delivery Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency serve existing City Council, and new NHS hospitals T19 City Protection of Essential Merseytravel Unknown Unknown Unknown Unknown Centre land on the approaches to the Kingsway & Queensway Tunnels to allow for highway and junction improvements to improve traffic flows T20 City Wide Improved Essential Liverpool Merseytravel / Unknown 2018- Unknown management of City Council, LCC funding 2019 buses including Merseytravel, layover Bus Operators infrastructure especially in town centres and at suburban termini T21 City-wide Liverpool Loop Essential Liverpool Liverpool £130,000 Long term No gap Line cycleway City City Council (after and green Council, and Sustrans 2025) corridor - Sustrans. safeguard alignment. T22 City Liverpool Essential Merseytravel, Local Growth Funded as 2018- No gap Centre Waters transport Liverpool Fund part of T1 2015 improvements City Council, Peel Holdings T23 City Improved Essential Highways Unknown Unknown Unknown Unknown Centre highways access England to the Port of Liverpool (2 options for consultation) T24 City Improved Essential Merseytravel / Unknown Unknown 2018- Unknown Centre Capacity at Network Rail 2023 Liverpool Central – may require more lines and platforms. A study is being conducted in 2018. T25 Garston Improvements Essential Merseytravel / Unknown Unknown 2018- Unknown to bus network Liverpool 2033 to meet new City Council / demand bus operators T26 City-wide Comprehensive Essential Liverpool Unknown Unknown 2013- Unknown improvements City Council / 2033 to the walking Merseytravel network T27 City-wide Comprehensive Essential Liverpool Unknown Unknown 2013- Unknown improvements City Council / 2033 to the cycling Merseytravel network
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Essential Lead Delivery Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency T28 North Bootle Branch Desirable Network Rail, Unknown Currently 2011- Unknown Liverpool passenger Merseytravel. unknown 2030 reopening aspiration including potential new rail stations at Edge Lane, Tuebrook and Anfield T29 City Waterloo & Desirable Network Rail, Unknown Estimated April Unknown Centre Wapping Liverpool as 2019- Tunnels – City Council between 2024 protect £300m to (CP6) alignment £900m T30 City St James Station Desirable Merseyrail / Unknown Unknown Unknown Unknown Centre – new station Network rail providing rail access to the Baltic Triangle T31 City Paddington – Desirable Merseyrail / Unknown Unknown Unknown Unknown Centre new rail station Network Rail providing rail access to the Knowledge Quarter
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6 Education
The following chapter of the IDP covers the provision of education services within the City of Liverpool. This includes the provision of primary education, secondary education, colleges and Universities.
6.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document Liverpool Core Strategy Infrastructure Delivery Plan 2012 (LCC)
Document Mayor of Liverpool’s Education Commission Report (July 2013) http://liverpool.gov.uk/media/8732/education-commission-report-july- 2013.pdf Document LCC Medium Term Financial Strategy 2017/18 to 2019/20 (http://liverpool.gov.uk/media/9780/dfr1117-mtfs-2017-18-to-2019-20.pdf) LCC Capital Strategy 2016/17 – 2020/21 Appendix 2 Corporate Asset Management Plan 2016/17 – 2019/20 Document University of Liverpool Strategy 2026 Document LJMU Masterplan https://issuu.com/ljmu/docs/ljmu_campus_masterplan Document Primary Schools Map (LCC February 2017) Document Secondary Schools Map (LCC February 2017) Document Wards with places available map (LCC February 2017) Document Pupil Place Planning Strategy Primary School Investment Strategy: Phase Two expansion proposals for September 2017 (LCC) Interviews Liverpool City Council – Pupil Place Planning and Access Manager & Primary Capital Senior Project Manager (February 2017) Interview Liverpool John Moores University – Estates Team (February 2017)39
39 University of Liverpool was also contacted to discuss the IDP, they are due to review and update their masterplan in 2018.
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6.2 Current Infrastructure
6.2.1 Primary Education Primary education for children aged 4 – 11 years old is provided through a combination of state schools, academies and free schools. The October 2016 census shows there are a total of 119 primary schools in the City, one all through academy and 5 special schools with primary provision. Figure 8 maps all state-funded primary schools in Liverpool. There is one free school with primary provision in Liverpool, the Liverpool Institute of Performing Arts (LIPA). Figure 8: Map showing primary school provision across the City
© Liverpool City Council
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6.2.2 Secondary Education According to the October 2016 census there are a total of 29 secondary schools of which around 50% have converted to academy status and one all through academy. There are a further 12 secondary sector schools which have special school status. In addition, there are University Technical Colleges (UTCs) and one Studio School. Figure 9: Map showing all state-funded secondary schools in Liverpool
© Liverpool City Council
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6.2.3 Schemes completed since 2012 Since 2012 LCC has completed an extensive condition based programme of new build or significant refurbishment of existing primary, secondary and special schools. The last 2 schools were completed in 2017. This involved a significant £160m programme delivered over 4 years and funded by capital receipts, grants and other funding sources40. These schools are listed in Table 13 below. Table 13: LCC Completed School Improvement Programme
School Name Designation Age Range Address Ward Archbishop Beck Voluntary Aided 11 - 18 Long Lane, Fazakerley Catholic Sports (VA) Secondary Liverpool L9 7BF College (Mixed) (Catholic) Archbishop VA Secondary 11 - 18 Earle Road, Picton Blanch CE High (CE) Liverpool L7 6HQ School for Girls (Girls) Bank View Special 11 - 18 177 Long Lane, Norris Green Special School Secondary School Liverpool L9 6AD (Mixed) Holly Lodge Community 11 - 18 140 Mill Lane, West Derby Girls’ College Secondary Liverpool L12 7LE (Girls) Millstead Special Special Primary 2 - 11 Illiad Street, Everton School (Mixed) School Liverpool L5 3LU New Park Primary Community 4 - 11 Butler Street, Kensington School (Mixed) Primary Liverpool L6 9EU and Fairfield Northway Primary Community 4 - 11 Northway, Wavertree School (Mixed) Primary Liverpool L15 7JQ Notre Dame VA Secondary 11 - 18 180 Great Homer Everton Catholic College (Catholic) Street, Liverpool for the Arts L5 5AF (Girls) St Francis Academy 11 - 18 Beaconsfield Road, Woolton Xavier’s College (Catholic) Liverpool L25 6EG (Boys) St Hilda’s CE VA Secondary 11 - 18 Croxteth Drive, Greenbank High School (CE) Sefton park, (Mixed) Liverpool L17 3AL St Julie’s Catholic VA Secondary 11 - 18 Speke Road, Allerton and High School (Catholic) Liverpool L25 7TN Hunts Cross (Girls) St John Bosco VA Secondary 11 - 18 Stondedale Croxteth Arts College (Catholic) Crescent, Liverpool (Girls) L11 9DQ
40 LCC Medium Term Financial Strategy 2016/17 – 2020 (http://liverpool.gov.uk/media/8991/5b- appendix-2-capital-strategy-2016-17-to-2020-21.pdf)
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6.2.4 Colleges and Sixth Forms Colleges and sixth forms provide Post-16 education. The majority of secondary schools in Liverpool have sixth forms, with the exception of Kings Leadership Academy and the De La Salle Academy where low pupil numbers resulted in the sixth forms being suspended. Liverpool has one further education college, the City of Liverpool College, which caters for students aged 16 to 18. Life Sciences UTC, Liverpool Institute of Performing Arts (LIPA) and other Studio schools also provide education for 14 to 19 year olds.
6.2.5 Universities Liverpool has three universities which together have capacity for over 50,000 students41. The three universities are located on the eastern edge of the City, within the area known as the Knowledge Quarter or KQ Liverpool. The Knowledge Quarter is one of five Mayoral Development Zones in Liverpool established as part of its ‘City Deal’. The universities are: • University of Liverpool has around 24,775 students and 5,000 staff located on a 40 ha urban campus comprising of 192 non-residential buildings and a further 51 residential buildings on or near campus. The campus is located 5 minutes’ walk from the City Centre42. • Liverpool John Moores University (LJMU) has three main campuses (two of which are located within the City Centre) with around 34 buildings. There are around 21,875 students and 3,500 staff43. • Liverpool Hope University has two main teaching campuses at Hope Park in Childwall and the Creative Campus in the City Centre. The University has invested more than £60 million in buildings and equipment over the last 8 years44 including the Health Sciences Building and new sports complex. There were 4,940 students enrolled in 2015/16. There are two further higher education institutions. These are: • Liverpool Institute of Performing Arts (LIPA) accommodates around 720 students45; and • Liverpool School of Tropical Medicine attracts around 425 students. It is dedicated to research and teaching in the field of tropical medicine.
41 https://www.liverpool.ac.uk/about/ 42 https://www.liverpool.ac.uk/about/ 43 Interview with LJMU. 44 http://www.hope.ac.uk/lifeathope/campuses/ 45 https://www.lipa.ac.uk/more-about-us/about-lipa/what-are-we
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6.3 Fitness of Provision The section below outlines the fitness of provision based on current demand in 2017/18. Section 6.5 considers the implications of growth brought forward through the Submission Draft Local Plan with increased demand on existing facilities.
6.3.1 Primary Education LCC has produced its Pupil Place Planning Strategy in full consultation with its key partners, the Catholic Archdiocese of Liverpool, the Church of England Diocese of Liverpool and the Liverpool Primary Headteachers’ Association. Whilst it is LCC’s statutory duty to undertake this strategic role the principles within the strategy document have been endorsed by each of these stakeholder groups and will inform their future collective decision making. Although the Authority's role is changing due to the development of the Academies and Free School programmes and changes to admissions legislation, they still have a statutory duty as the strategic commissioner for school places to ensure that there is a robust and effective school organisation system that is shaped by parents and will best meet the needs of all Liverpool learners. In 2003 the population of Liverpool hit its lowest point at just over 445,000. Over the following few years the population hovered around 454,500 but from 2008 onwards it started to rise slowly, recorded at 478,600 in 201546, a 5% increase between 2008 and 2015. The increase year on year is now becoming more pronounced and is projected to reach 495,600 by the year 2024, a projected increase of 4.8% between 2014 and 2024.47 Projected pupil numbers in reception classes are predicted to rise significantly by January 2022 to 5,720, from 5,573 in January 2017 which is a 3% increase. Reception class allocations for Liverpool schools for September 2017 have fallen by approximately 4% from September 2016 as the forecast figures predicted. The Authority’s pupil numbers have risen by 4,343 pupils from 2012 which equates to a 12% increase in the school population. Pupil number projections indicate a further increase in the total primary school population from the current academic year to January 2022 from 36,165 to 39,057, an increase of 2,892 pupils. This equates to a further increase of 7%. Currently Liverpool just has sufficient Primary places citywide, but not in the areas of greatest demand. There are areas within the City where demand significantly outstrips current place availability. The number of these areas are rising each year. In previous years greatest demand for places has been in suburban parts of the City but this has changed, with some of the greatest demand in inner city areas. This may reflect the regeneration programmes currently underway in the City.
46 https://www.nomisweb.co.uk/reports/lmp/la/1946157104/report.aspx?town=liverpool 47 LCC Key Stats (June 2014)
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There has been pressure to create additional places in a number of schools during the last 4 years. It is likely, given the latest pupil projections, that this pressure will increase in future years. This may leave a small number of less popular schools with concentrations of surplus places that will prove difficult to remove. However, this has been mitigated in part, by the successful drive to increase the quality of provision for Primary pupils and the fact that some previously less popular schools have retained significant numbers of pupils that were allocated to them in situations where LCC was not in a position to offer them any of their preferences. A Pupil Place Planning Strategy has been developed by the authority and its key partners, Catholic Archdiocese of Liverpool, the Church of England Diocese of Liverpool and Liverpool Primary Head Teachers Association (LPHA). Whilst LCC could never fully meet parental demand it will be a key factor in future decision making. Another key factor will be the quality of education provided, therefore a school will have to be providing Good or Outstanding education, as judged by Ofsted, to be eligible for expansion. This is in line with the Department for Education (DfE) defined criteria for the recent Targeted Basic Need Bids. The current predicted shortfall of reception class places citywide translates into an additional three forms of entry (90 places) for September 2018 and five forms of entry (150 places) for reception intake from September 2019. To endeavour to address this predicted shortfall of places for the academic years 2017/18 and 2018/19 all schools within the primary sector have been assessed against the criteria used for the Targeted Bid process to select schools that are eligible for expansion. For a school to be eligible for expansion they must; • be judged Good or Outstanding by Ofsted; • show consistent and sustainable demand; • be unable to serve the designated parish (Catholic schools); • be unable to serve the local area. Although Basic Need funding levels have increased significantly, in the first instance the authority will need to look at current accommodation within schools to assess if spare spaces can be utilised and admission numbers increased. This will ensure effective use of funding. Potential capacities within current accommodation will be assessed for all schools within areas of predicted demand. LCC and its key partners will also have to factor in the emergence of free schools and the impact this would have on places within the planning area. This will be difficult for longer term planning and some future plans may have to be adjusted, if a free school proposal was put forward, to assess the situation.
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Figure 10: Availability of reception places at primary schools across the City (January 2017) (LCC)
© Liverpool City Council
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6.3.2 Secondary Education, Colleges and Sixth Forms In previous years the trend of lower primary pupil numbers across the City has meant there has been sufficient capacity in secondary schools to accommodate demand. However, since 2013 population increase has led to demand for primary school places, which in turn will prompt an increase in demand for secondary school places from 2019. It is predicted that total pupil numbers will gradually increase and by 2022/23 it is projected that there will be 4,549 more pupils in Liverpool secondary schools48. There has been an over-supply of secondary places in the previous few years and this has created budgetary pressures for a number of schools across the City. This is an issue that has to be managed whilst the pupil numbers are increasing and expected to peak in September 2019. LCC will continue to forge strong strategic partnerships with educational providers in the City via the work of the Liverpool Learning Partnership in order to champion the delivery of high quality education for learners across all stages of the curriculum. Following on from the recommendation of the City’s Mayoral Education Commission, and building on the good practice that has been developed by LCC’s Primary Strategy Investment Group, the Liverpool Learning Partnership has requested that a working group be established with a specific remit to monitor and scrutinise supply and demand for Secondary School places across the City. The group comprises of representatives from Secondary education providers, LCC and Diocesan Officers and continues to hold meetings every half term. This working group has developed a Secondary Pupil Place Planning Strategy to plan for the predicted shortfall in secondary school places from September 2018. As pupil number are rising Basic Need Funding has been allocated for Secondary school places and LCC is currently developing a plan to establish the where the additional places are required. LCC is planning to provide an additional 300 Year 7 places for September 2019 due to increase in demand. Approximately half of these places could be provided within current accommodation however, LCC recognise further investment is required to increase capacity to meet anticipated demand from 2019. In addition to demand from population growth, further capacity pressures are being placed on secondary schools due to parental preference. The top three preferred secondary schools in the City are Belvedere Academy, Liverpool College and St Edward’s College. In contrast, provision from free schools including University Technological Colleges (UTCs) and Studio Schools which are outside of local authority control has provided additional secondary schools capacity in the City, leading to overprovision in some wards and traditional sixth forms operating under capacity.
48 Information from Pupil Place Planning and Action Manager at Liverpool City Council
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A number of schools have either been rebuilt and / or received significant investment on the Liverpool Schools investment programme. These are: • Bellerive RC High School – 11-18 • Redbridge High School– 11-18 Special school • Palmerston School – 11-18 special school • New Heights High School – 11-18 secondary education centre • Childwall Abbey School – 11-18 Special School • St Margaret CE Academy - 11-18
6.3.3 Universities The three main Universities in the City attract both international and national students, and currently provide services for around 51,500 students. The Universities meet the needs of the City in provision of higher education and continues to support the City as a location for research and innovation. In terms of student accommodation, the University of Liverpool and Liverpool Hope University both offer on-site provision whereas Liverpool John Moores University works with large scale providers to accommodate students off site. There is an increasing number of private sector developments offering student accommodation which could lead to an oversupply of this type of provision.
6.4 Planned Schemes LCC has a statutory duty as the strategic commissioner for school places to ensure that there are sufficient school places, and that there is a robust and effective school organisation system that is shaped by parents and will best meet the needs of all Liverpool learners. To meet this duty LCC has Pupil Place Planning strategies which have been developed in partnership with our key stakeholders. The planning process is governed by Strategy Groups for both Primary and Secondary provision which adhere to the principles set out below. Managing the supply of school places needs to be informed by robust evidence of future demand. Detailed analysis of current numbers on roll, current demand for school places (using admissions data) and GP registration data is undertaken to determine projected pupil numbers and future demand in planning areas across the City. The groups will take account of proposals to regenerate areas of the City including new housing programmes which could affect the demand for school places. The groups will also have to factor in the emergence of free schools and the impact this would have on places within the planning area. This will be challenging for longer term planning and some future plans may have to be adjusted, if a free school proposal was put forward.
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6.4.1 Primary Education Wards have been identified as planning areas for the School Capacity Return. In the first instance, the Primary Strategy Group explored the possibility of grouping wards together in order to form larger planning areas. This may be possible in some areas of the City in future years however relevant parental preference data from the 2013 admissions round, identified that certain popular, oversubscribed schools were not serving the local area. The difficulties in both the 2012 and 2013 admissions rounds, in allocating pupils who had not received any of their preferences a place in accordance with the statutory walking distance of 2 miles, showed that the formation of larger planning areas would not accurately reflect the significant pressures being faced in an increasing number of wards in the City. Wards were identified as planning areas to address this immediate need for action. Through this approach three key areas have been identified. Targeted Basic Needs bids have been submitted to the Department for Education to access funding to expand four schools within these key areas to enable families to access their local primary school. Wards are used as planning areas to ensure local issues are addressed. However, to plan for future demand there may be a need to develop clusters of wards to identify school expansion proposals. Although the pupil projections indicate specific increases by Planning Area, the schools identified for expansion will not always be located within the Planning Area. The planning areas to some extent are arbitrary and support a methodology, but school access and parental preferences are also important factors in deciding schools for change. LCC is currently progressing through a phased programme of primary school expansions. Phase 1 has been completed, Phase 2 is underway and Phase 3 is currently being defined and developed. Phase 1 of the programme was completed in September 2015 with provision of 165 additional reception class places, which will equate to 1,155 overall primary places when phased intakes are complete. • Phase 2 of the programme was completed in September 2017 with provision of 117 additional reception class places, which will equate to 819 overall primary places when phased intakes are complete. • An expansion of Sudley Infant School from 90 to 120 reception places, this school is located in Mossley Hill ward; and • An expansion of Monksdown Primary School from 60 to 90 reception places, this school is located in the Norris Green ward; and • An expansion of Liverpool College primary phase from 54 to 81 reception places, this school is located in Greenbank ward Phase 3 is currently going through the planning process to identify where places are needed for September 2018 and September 2019.
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A Primary free school has been approved and is proposed to open in September 2020, although a site has not been identified for the school at this time, the Education and Skills Funding Agency are exploring sites in the Everton ward due to the significant housing development in this ward.
6.4.2 Secondary Education, Colleges and Sixth Forms Liverpool has a complex and diverse secondary education sector consisting of thirty two establishments. There are seventeen academies, including three specifically for age range 14-19 years. Five Community, one Foundation Trust and nine Voluntary Aided (VA) schools. The VA schools comprise of one Hebrew, two Church of England and six Catholic schools. There is a diverse pattern of home to school mobility with pupils travelling across and throughout the City. Pupil numbers in Year 7 to Year 11 are expected to be almost 19% higher in 2023/2024 compared to 2015/16 – 23,110 compared to 28,666 (an increase of 5,556 pupils). The number of applications to Liverpool Secondary Schools and Academies in increasing year on year, allocations increased in 2016 compared to 2015, from 4823 to 4957, a 3% increase. Allocations in 2016 were 4980 and are currently 5100 (as at 27.07.17) for September 2017 intake, a rise of 2.4% (120 pupils).
6.4.3 Universities There is significant activity and planned investment linked to the Universities. KQ Liverpool remains an area of focus for future development in the City linked to further education provision. • University of Liverpool: The University Strategy covers the period up to 2026 and sets out plans for £600 million investment in teaching, research and the residential estate49. The Estate Strategy is currently under review, with a masterplanner to be appointed early 2018. This will be accompanied by extensive Masterplanning and investment in the University campus. • Liverpool John Moores University (LJMU): The University is currently updating the strategy and associated Masterplan with plans for £100 million investment in projects over the next 5 years with the focus on a ‘connected City Centre campuses with enhanced public transport routes and pedestrian access links within a high quality public realm. Plans also include investment in a new fibre network to service the University50. • Liverpool Hope University: The University has benefitted from £60 million investment over the last 8 years based on an estate strategy which ran to 2015. The University continues to plan for an estate which delivers top quality research informed teaching.
49 https://www.liverpool.ac.uk/strategy-2026/ 50 Interview with LJMU.
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• Other plans: There is continued focus on development of KQ Liverpool as a centre for science, research and education. This includes plans to develop Liverpool International College comprising of a 45,000 sq ft education and learning facility with 260 residential bed spaces at Paddington Village in KQ Liverpool.
6.5 Submission Draft Local Plan Growth The Submission Draft Local Plan vision is for the ‘City Centre to maintain its role as the economic hub for the City Region with world class educational and business uses’. The eastern parts of the City Centre will be strengthened as the focus for knowledge-based uses broadly centred on the three Universities, the Royal Liverpool Teaching Hospital and the School of Tropical Medicine. The vision is for North Liverpool to be transformed through significant economic development including investment in schools, university and other higher education facilities. To achieve this vision the Submission Draft Local Plan Policy CC3 supports proposals which enhance the area’s existing higher education, science and medical assets including expansion of existing facilities for the Liverpool School of Tropical Medicine and re-development of the Copperas Hill Site by Liverpool John Moores University.
6.5.1 Impact of Development Proposals It is estimated that the housing requirement of 34,780 dwellings as set out in the Submission Draft Local Plan (2013-2033) over 20 years would create a demand for 7,905 primary and secondary school places up to 2033. This is based on the LCC calculation of 4.4 dwellings per pupil. Education provision to meet this demand will be funded through the ‘basic needs allocation’ which is dependent on funding allocation from the Education and Skills Funding Agency (see section 6.6.2). When planning future education provision, it is important to take account of the spatial distribution and mix of development order to understand the impact of development proposals. Residential development with planning permission is mainly clustered around the Kirkdale, Central, Everton, Riverside, St Michael’s and Mossley Hill wards, the sites with planning permission for over 500 units are: • Central Docks (Liverpool Waters), Kirkdale ward: 2,839 units; • Northern Docks (Liverpool Waters), Kirkdale: 2,639; • Former International Garden Festival Site, St Michaels: 1,374; • King Edward Triangle, Central: 1,211; • Clarence Dock (Liverpool Waters), Kirkdale: 1,074; • Land at Leeds Street / Lanyork Road, Kirkdale: 1,002; • Great George Street Development Area, Riverside: 790; • Princes Dock Area (Liverpool Waters), Central: 687;
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• 9-27 Freemasons Row, Kirkdale: 656; and • Stanley Dock / North Docks (Liverpool Waters), Kirkdale: 538. As noted above, the housing mix of developments coming forward will be an important consideration for education infrastructure within the City. The above planning commitments are all apartment-led schemes, which are likely to have less impact on education provision. As the schemes progress, LCC will need to work closely with the ESFA and sponsors to plan for any increases in provision needed. The Submission Draft Local Plan (January 2018) allocates development on 23 sites which do not currently have planning permission, this totals 2,320 new dwellings. Sites allocated since the 2016 Draft Local Plan with more than 100 units are: • North of Dock Road, Garston, Cressington ward: 775 units; • Land at Former Spekelands Road Sidings, Picton: 300; • Land at Banks Road, Garston, Speke Garston: 305; and • Former Fruit and Vegetable Market, Prescot Road, Old Swan: 150. The allocation of 180 dwellings for Aintree University Hospital, Longmoor Lane, Fazakerley was included in the 2016 Draft Local Plan. When considering the distribution of development set out in Chapter 4, against the availability of primary school places in Figure 10 the likely impact on schools of planned major residential developments is highlighted below: • Riverside Housing Development – as of September 2017 there is capacity in surrounding primary schools reception class places in the Riverside ward • Otterspool Park (Garden Festival Site) – this development comprises around 1,374 dwellings. As of September 2017, there are 0-1 reception places available in surrounding schools in the St Michael’s and Mossley Hill ward (Figure 10). It is noted that the pupil numbers generated from this development will be low due to the type of accommodation proposed with this scheme (of the total number proposed at present, just 69 are dwelling houses). However, dependent on the housing mix, there is the potential need for a new primary school. Should this be required, it would need to be as an academy or free school with a sponsor. LCC can recommend where to deliver a new school but do not have the powers to take forward the development. It is recommended that LCC work closely with ESFA, sponsors and developers to ensure the need is identified as early as possible and addressed accordingly. • Liverpool Waters – as of September 2017 there is capacity in surrounding primary schools located in the Kirkdale and Central wards. It is anticipated that pupil numbers generated from this development will be low due to the type of accommodation proposed with this scheme. • Ogden Site – this is based on a shared ownership scheme and could see an increase in young families, hence increased demand for school places within the Everton ward. As of September 2016, there is limited capacity of between
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1 and 6 reception places available (Figure 10) in surrounding primary schools located in the Everton ward. In addition, a two-form entry (60 places per year group) primary free school has been approved and a site is being sought in this ward due to the number of housing developments within it. • As of September 2017, there is an under-supply of primary school places in a number of wards. Wards with an under-supply are highlighted below, with the scale of development that has been planned or allocated detailed in the table below.
Wards in which there this an under-supply of Scale of development (planned and allocated) primary school places Allerton & Hunts Cross Existing undersupply without additional development however, potential to expand schools within this area if required Church Expansion of primary schools within this and neighbouring Greenbank ward has provided sufficient places Clubmoor Existing undersupply without additional development however, potential to expand schools within this area if required Cressington North of Dock Road, Garston, Cressington ward: 775 units; sufficient capacity is available in schools in neighbouring Garston area Greenbank Expansion of primary schools within this and neighbouring Church ward has provided sufficient places Norris Green Expansion of a primary school September 2017 within this ward has assisted in providing additional places and there is potential to expand other schools within this area if required. Riverside Great George Street Development Area, Riverside: 790; Speke & Garston Land at Banks Road, Garston, Speke Garston: 305; and Additional places have been provided in the Speke/Garston ward for September 2017 and there is sufficient capacity within primary schools in this ward. Warbreck Existing undersupply without additional development, sufficient capacity in available in primary schools in neighbouring wards. West Derby Existing undersupply without additional development, a proposal is with the Education and Skills Funding Agency for additional places within an Academy in this ward. Woolton Existing undersupply without additional development, sufficient capacity in available in primary schools in neighbouring wards.
The ability to meet demand for places is dependent upon the amount of basic need funding received from central Government. Future constraints will arise in areas where there is limited means to expand existing schools. In the Riverside, St Michael’s and Mossley Hill wards future consideration needs to be made as to whether existing schools can be expanded to accommodate future demands or if a new primary school is required.
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Going forward the demand for school places associated with new development needs to be reviewed on a regular basis with an expectation that expansion of current schools would be funded through Basic Need Funding and the provision of new schools will be secured through Section 106 agreements with developers or through the Education and Skills Funding Agency Free School Programme.
6.6 Delivery and Responsibilities
6.6.1 Delivery
Primary and Secondary Education Primary and Secondary Strategy Groups manage capacity planning and proposals for expansion. The Primary Strategy Group has been established for 3 years and comprises of Local Authority officers, the diocese (CofE and Catholic), and school Heads. The recommendations are fed into the Liverpool Primary Heads Association (LPHA). The proposals then go through the statutory process for consultation and delivery. The Secondary Strategy Group is newly established (to reflect the lag in demand from growth in primary provision) and the Secondary Strategy is being developed with the Liverpool Association of Secondary Heads. Since the Education Act 2010 LCC (as the Local Authority) no longer has the powers to open new schools, due to the academy presumption set out in the Act. Any new school now has to be set up as an academy or free school with a sponsor and approval for its funding and development given by the Education and Skills Funding Authority (ESFA). Therefore, whilst LCC will seek to influence the future location of a new primary or secondary school in the south of the City to serve proposed residential development, it will be up to the ESFA to make the final decision regarding delivery. Whilst this places a risk on the ability of LCC to provide education infrastructure to meet future demand as a result of existing planning permissions and growth proposed in the Submission Draft Local Plan, LCC, ESFA and sponsors are working closely together to address future provision of schools. Primary and secondary provision from a combination of schools under Local Authority (LCC) control, academies and free schools means increasingly, delivery is going to be dependent on collaboration between Local Education Authority (LEA) and non-LEA schools (such as academies and free schools). The Liverpool Learning Partnership ensures this collaboration takes place and there is a good working relationship between LCC (as the LEA) and schools with academy status. There is a co-ordinated strategy to deliver school places across LEA and academy schools. As free schools are set up and operate independently of the LEA, it is recognised there are further opportunities for future collaboration with free schools.
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Universities Universities are responsible for their own governance arrangements including approval of strategies, plans and investment. In Liverpool, the three main Universities work in close collaboration with LCC regarding future plans, particularly for the Knowledge Quarter and City Centre campuses.
6.6.2 Funding
Primary and Secondary Education Funding for additional school places at present is delivered through the ‘Basic Needs Allocation’ which is provided by the Education and Skills Funding Agency (ESFA) on behalf of the Department for Education (DfE). Confirmation of ‘Basic Needs Allocation’ funding from ESFA is 2 years in advance and covers a 2 year period. For example, funding is allocated in March 2017 to fund pupil places in 2019. This covers provision for primary and secondary schools.
Funding received through the Basic Needs Allocation was £8.17m for 2017/18 and £4.98m for 2018/19. Funding is based on forecast pupil population. The level of funding for 2019/2020 from the ESFA will be £7.58m.
The Basic Needs Allocation is ring-fenced for investment in the expansion of schools, to meet the predicted shortfall in school places. Academies (or free schools) are outside the control of the Local Authority (LCC), with approval and funding of free schools made directly by the ESFA. LCC can highlight areas of the city which are at capacity and require additional schools, however the final decision regarding funding and location is down to the ESFA and the New Schools Network. As LCC powers have changed regarding the provision of new schools, there is no capital programme in place for building schools. Therefore, the expectation will increasingly be for individual sites to meet their obligation at a local level by securing private sector investment via Section 106 agreements. This will support delivery of education infrastructure including new schools and investment in schools expansion projects which are currently precluded due to site based limitations such as configuration of and access to sites and buildings, resulting in higher project costs.
Universities Funding for universities is primarily from undergraduate fees, research grants from government and other sources, and income from knowledge exchange.
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6.7 Summary of Education Infrastructure Analysis of the provision of primary, secondary, college and University education shows the following: • Primary schools –Figure 8 within this chapter shows as of September 2017 there is limited capacity to meet demand for primary provision from developments located along the River Mersey Corridor and future planning phases for primary school places will need to address potential demand from planned development in Mossley Hill and St Michael’s wards. There may be the requirement for a new primary school dependent on the development mix for the Garden Festival Site. Further consideration should be given to using alternative sources of funding (such as Section 106). The expansion of schools or provision of new schools is being monitored in Allerton & Hunts Cross, Church, Cressington, Clubmoor, Croxteth, Mossley Hill, Norris Green, West Derby and Woolton. • Secondary schools – current provision is fit for purpose and the draft Secondary School Places strategy will plan for growth in demand for places from 2019. Planned schemes can be identified when the Secondary School Places strategy is made public. • Colleges – current provision is fit for purpose, however the distribution of further education may cause over provision in certain areas of the City. This is exacerbated by emergence of free schools outside local authority control, including UTC’s and Studio Schools. • Universities – the three main Universities in the City are continuing to progress through a planned programme of investment with capacity for around 50,000 students continuing in the short to medium term. • Also, whilst LCC will seek to influence the future location of a new primary or secondary school in the south of the City to serve proposed residential development, and potentially in other areas of the city, the final decision will not be controlled by LCC but the ESFA which is a risk to provide education infrastructure in areas where there is future demand.
6.7.1 Infrastructure Scheme Summary The following table details planned and potential projects relating to education provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency EDU1 Aigburth Expansion of Essential LCC ESFA/Primary Unknown Short No gap Sudley Infant Capital term – 5 School from Programme years 90 to 120 reception places
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Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency EDU2 Norris Expansion of Essential LCC ESFA/ Unknown Short No gap Green Monksdown Primary term – 5 Primary Capital years School from Programme 60 to 90 reception places EDU3 Greenbank Expansion of Essential LCC ESFA/Primary Unknown Short No gap Liverpool Capital term – 5 College from Programme years 54 to 81 reception places EDU4 Mossley New primary Essential TBC ESFA/ S106 Unknown Medium Potential Hill / St two form – long gap Michaels entry free term (5- (location school 15 tbc) provision – years) Mossley Hill / St Michaels (The need for this is dependent on housing mix coming forward) EDU5 University Liverpool Essential LJMU University £100m Short No gap John Moores capital plans term 0– University – 5 years Connected City Centre Campus including public realm improvements. (A masterplan with further details will be available later in the year). EDU6 University University of Desirable UoL University Unknown TBC No gap Liverpool – Capital Plans South Campus (A masterplan setting out further details will be available later in the year). EDU7 University University of Desirable UoL University Unknown TBC No gap Liverpool – Capital Plans
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Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency Campus Enhancements including public realm improvements. EDU8 University University of Desirable UoL University Unknown TBC No gap Liverpool – capital plans New Student Residences Mulberry Court
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7 Health
The following chapter of the IDP covers the provision of health services within the City of Liverpool. This is split into primary care with GPs, dentists, pharmacies and secondary care provision with hospitals, specialist centres and walk-in centres.
7.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document Core Strategy Draft IDP (2012)
Document* Healthy Liverpool Strategic Direction Case (2015) Liverpool CCG
Document Liverpool’s Pharmaceutical Needs Assessment (2014) Document Liverpool’s Pharmaceutical Needs Assessment (2018-2021)
http://liverpool.gov.uk/media/1356506/liverpool-pharmaceutical-needs- assessment-consultation.pdf Document Liverpool Alcohol Strategy 2011-2014 Document Liverpool Physical Activity and Sport Strategy 2014-2021 Document Liverpool CCG Neighbourhood Practices List (6th October 2016) Document* Liverpool CCG Interim Strategic Estates Plan 2015 - 2020 Document* Cheshire and Merseyside STP Estates Workbook (October 2016) Document* Liverpool CCG Primary Care Commissioning Committee Estates Review (June 2017) Document Next Steps on the NHS Fiver Year Forward View (March 2017) Document NHS Property and Estates- Why the estate matters for patients, An independent report by Sir Robert Naylor for the Secretary of State for Health (March 2017) Website Planning Practice Guidance – Health and Wellbeing https://www.gov.uk/guidance/health-and-wellbeing Website Liverpool City Council website Interview Liverpool City Council Public Health Department – February and December 2017 Interview Liverpool Clinical Commissioning Group (CCG)
This chapter has been compiled using the best available information regarding the provision of healthcare. * These documents are to be updated in 2018
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7.2 Current Infrastructure There is currently one Clinical Commissioning Group (CCG) operating in Liverpool, which is the Liverpool CCG. This is a clinically-led, statutory NHS body which replaced the Primary Care Trust (PCT) in 2013. The responsibility of the CCG and their relationship with other governance structures is set out below. The Liverpool CCG is a clinically-led body responsible for planning and commissioning of health care services within the City. It works closely with NHS England to co-commission health services. Most health services are commissioned including planned hospital care, rehabilitative care, urgent and emergency care, most community health services and mental health and learning disability services. All GP Practices belong to a CCG, and CCGs can commission any service provider that meets NHS standards and costs. NHS England are responsible for supporting the development of CCGs and assuring that the CCGs are fit for purpose. NHS England (North area) are responsible for providing highly specialised services and primary care such as GPs, responsibility for which is delegated to Liverpool Clinical Commissioning Group. Alongside these governance arrangements there is the LCC Health and Well- being Board which is a feature of every ‘upper tier’ Local Authority, and act as a forum for local health commissioners The Health and Well-being Board is statutorily responsible for developing a Joint Strategic Needs Assessment and Joint Health and Wellbeing Strategy. The CCG must take account of this strategy in its own plans for reducing illness and improving health. Liverpool forms one of the 9 place based care systems that make up the Cheshire & Mersey Strategic Transformation Plans (STP) system and it is at this STP level that system wide strategic direction is set. Similar to the national context, the provision of healthcare within Liverpool is made increasingly complex through national reforms to the care administration, ever-tightening NHS budgets and increasing difficulties in recruiting skilled medical professionals to existing practices. The Liverpool CCG Strategic Direction Case (2015) has a vision that: “Liverpool will have a health and social care system in Liverpool that is person- centred, supports people to stay well and provides the very best in care.”
7.2.1 Preventative Care Preventative care is increasing in importance as a way to proactively manage pressures on existing services and facilities that are provided. Preventative care can go some of the way to helping relieve this pressure, making the most of available infrastructure particularly as resources are limited for expansion, new developments and re-developments. Preventative care should therefore come to the forefront of health care and links should be made to the Local Plan (2013- 2033) to ensure this is delivered successfully recognising the health benefits
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offered by other types of infrastructure such as pedestrian and cycle networks, green infrastructure and open spaces. Preventative measures are outlined in the Liverpool Physical Activity and Sport Strategy 2014-2021. This sets out the need to transform the physical activity culture of Liverpool by designing places to promote physical activity in order to encourage people to be active and for children to play safely. Improving access to and the maintenance of quality indoor and outdoor places for sport and physical activity will help to utilise the existing infrastructure and ensure that it meets the needs of the public. • The importance of preventative care in supporting health care infrastructure is confirmed in the revised the Health and Wellbeing Planning Practice Guidance (HWPPG)51. The document highlights that the local plan considers the local health and wellbeing strategy and other relevant health improvement strategies in the area; and • The healthcare infrastructure implications of any relevant proposed local development have been considered.
7.2.2 Primary Care
7.2.2.1 General Practices There are 92 GPs within Liverpool52, which are detailed in Table 14 below. These involve 320 full and part time GPs. The GP services within Liverpool are broken up into 12 neighbourhoods outlined in the table. The neighbourhoods of Aintree, Croxteth and Norris Green, Everton and Anfield are within the North Locality; City Centre, Kensington, Picton and West Derby are in Central Locality and South Locality is made up of Childwall and Wavertree, WAGGA (Woolton, Allerton, Gateacre, Garston and Aigburth), Speke and Belle Vale and Riverside. Table 14: GPs practices in Liverpool
Neighbourhood Practice Name List Size Westmoreland GP Centre 12,229 Aintree Park Group Practice 15,682 Aintree Long Lane Medical Centre 7,935 Poulter Road Medical Centre 1,438 Ellergreen Medical Centre 12,781 Langbank Medical Centre 4,748 Croxteth and Jubilee Medical Centre 8,612 Norris Green Abingdon Family Health Care Centre 3,142 Gillmoss Medical Centre 2,630
51 Planning Practice Guidance – Health and Wellbeing (July 2017) https://www.gov.uk/guidance/health-and-wellbeing 52 From Healthy Liverpool Strategic Direction Case (2015) Liverpool CCG
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Neighbourhood Practice Name List Size Moss Way Surgery 2,464 Fir Tree Drive Medical Centre 4,252 Stopgate Lane Medical Centre 2,614 Priory Medical Centre 11,255 Islington House Medical Centre 2,404 Albion Surgery 3,217 Mere Lane Group Practice (Dr Elkin) 6,855
Everton and Robson Street Surgery 1,961 Anfield SSP Everton Road 4,556 Great Homer Street Medical Centre 2,447 Townsend Medical Centre 4,221 Anfield The Surgery 2,430 Anfield Group Practice 5,118 Walton Medical Centre 6,848 Westminster Medical Centre 5,625 Poulter Road at Beeze Hill 2,259 Stanley Primary Care Practice 3,156 Bousfield Health Centre (Dr D Shah) 2,850 Walton Bousfield Health Centre (Dr W Roberts) 3,535 Kirkdale Medical Centre 2,889 Stanley Medical Centre 1,934 Walton Village Medical Centre 2,273 The Grey Road Surgery 5,716 Vauxhall Health Centre 7,015 City Centre Brownlow Group Practice 39,955 Marybone Health Centre 6,030 Benim Medical Centre 3,673 Fairfield Medical Centre 5,462 Park View Medical Centre 3,055 Kensington Bigham Road Medical Centre 2,749 Edge Hill Health Centre 8,947 Kensington Park General Practice 4,925 Sefton Park Medical Centre 8,434 Abercromby Health Centre 6,383 Picton Earle Road Medical Centre 4,165 Princes Park Health Centre 6,462 St James Health Centre 4,925
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Neighbourhood Practice Name List Size Picton Green Medical Centre 2,917 Dr Hedge and Dr Jude (Branch)53 10,266 Dunstan Village Group Practice 6,332 Yew Tree Centre 4,228 Dovecot Health Centre 3,565 West Derby Medical Centre 12,777 Derby Lane Medical Centre 3,421 Stoneycroft Medical Centre 4,409 West Derby Knotty Ash Medical Centre 2,361 Hornspit Medical Centre 3,506 Rock Court Surgery 4,784 Old Swan Health Centre 9,999 Green Lane Medical Centre 9,490 Lance Lane Medical Centre 6,905 Penny Lane Surgery 6,067 Oak Vale Medical Centre 7,650 Hopefields Surgery 2,930
Childwall and The Surgery Queens Drive 1,466 Wavertree Rutherford Medical Centre 7,276 Rocky Lane Medical Centre 3,252 Greenbank Road Surgery 6,545 The Valley Medical Centre 8,233 Greenbank Drive Surgery 4,931 Storrsdale Medical Centre 3,369 Woolton House Medical Centre 9,112 The Village Medical Centre 3,649 Grassendale Medical Practice 7,996 Mather Avenue Surgery 9,125 WAGGA Hunts Cross Health Centre 6,556 Fulwood Green Medical Centre 6,820 The Ash Surgery 6,453 Gateacre Brow Surgery 6,907 The Village Surgery 5,685
Speke and Belle Margaret Thompson Medical Centre 5,622 Vale Garston Family Health Centre 3,537
53 Dr Hedge & Jude Riverside Centre for Health; patient list split between Riverside and Picton NBHs due to branch practice
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Neighbourhood Practice Name List Size Netherley Health Centre 3,860 Belle Vale Medical Centre 7,610 Speke Health Centre (Thakur) 3,161 Speke Heath Centre (Mangarai) 2,504 Speke Health Centre (Choudhary) 2,543 West Speke Health Centre 1,938 Gateacre Medical Centre 2,330 Sandringham Medical Centre 7,982 Dingle Park Practice 4,880 Riverside The Elms Medical Centre 8,291 GP Practice - Riverside 2,306 Dr Hedge and Dr Jude (Branch)54 ** Total 527, 802
NHS England has no recommendation regarding the optimum number of FTE equivalent GPs per 1,000 patients per practice as each practice has patients with differing needs. Across England the average number of FTE GPs per 1,000 patients is 0.5855 and in Liverpool the average small practice has between 2,000 and 3,000 patients. Nationally, on average each GP maintains a list size of 2000, with the average total practice list size being in the region of 7500 – 8000 patients. In Liverpool, the average GP list size is low at circa. 1500 patients per GP and practices on average are less than 5500 patients with 38 practices below 4000 patients.56 Historically there have been areas of Liverpool underserved by GP practices, such as in Everton and Anfield. As a result a new GP and community centre has been developed within this area. There have also been issues with single GP practices which were under-utilised. Since the 2012 IDP, a number of planned schemes have taken place with greater emphasis on community provision through neighbourhood health centres. This forms part of the NHS’ £100 million plans for ‘A New Health Service for Liverpool’ which aims to provide new and improved community-based healthcare to enable more services to be delivered closer to people’s homes. New Neighbourhood Health Centres have been delivered in the following locations: • Allerton – Brooker Avenue; • Anfield – Townsend Lane; • Anfield – Mere Lane; • Aigburth;
54 Dr Hedge & Jude Riverside Centre for Health; patient list split between Riverside and Picton NBHs due to branch practice 55 Source: NHS website http://www.nhs.uk/Scorecard/Pages/IndicatorFacts.aspx?MetricId=100063 56 Liverpool CCG Primary Care Commissioning Committee Estates Review (June 2017)
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• Childwall (on the site of Childwall Library and Childwall Sports College); • Croxteth; • Kensington (Edge Lane / Holt Road); • Wavertree; • Gateacre / Woolton; and • Old Swan. Refurbished Neighbourhood Health Centres: • Princes Park; and • Norris Green.
7.2.2.2 Dental Practices NHS dental practices are commissioned by NHS England. In 2012 there were 153 NHS dentists located within Liverpool, as well as three oral surgeons and seven orthodontists57. There is a lack of NHS dentists within the City as there is a high demand from the public to be signed up to an NHS dentist. The Liverpool University Dental Hospital is located on the same site as the Royal Liverpool University Hospital and provides specialist dental services and training to dentists. Private dentists are also present in the City however the provision of these has not been reviewed as they are not influenced by Liverpool City Council.
7.2.2.3 Pharmacy Provision The Liverpool Pharmaceutical Needs Assessment (2015-2018)58 outlines that there are 135 pharmacies which deliver a minimum of 40 hours service per week, nine of these deliver a minimum of 100 hours service per week and three provide services via the internet or ‘distance selling.’ The map below shows the locations of all of these pharmacies.
57 Liverpool City Council Core Strategy Draft IDP (2012) 58 From Liverpool Pharmaceutical Needs Assessment (2014)
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Figure 11: Map outlining the location of pharmacies in Liverpool
© Ordnance Survey / Liverpool City Council The population of Liverpool is approximately 469,700 which equates to three pharmacies for every 10,000 residents, with the England average at two pharmacies for every 10,000 residents. This results in an above average provision for Liverpool. Table 15 below provides details of the number of pharmacies in each ward and the average number of people per pharmacy, showing the above average provision is across all parts of Liverpool.
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Table 15: Pharmacies in wards in Liverpool
Number of Average Number of Ward Pharmacies People per Pharmacy Allerton and Hunts Cross 3 4,914 Anfield 2 7,221 Belle Vale 5 3,010 Central 9 2,391 Childwall 2 6,947 Church 4 3,530 Clubmoor 6 2,537 County 4 3,506 Cressington 3 4,897 Croxteth 4 3,633 Everton 8 1,842 Fazakerley 4 4,198 Greenbank 4 4,081 Kensington and Fairfield 6 2,616 Kirkdale 7 2,316 Knotty Ash 4 3,313 Mossley Hill 2 6,814 Norris Green 2 7,690 Old Swan 5 3,275 Picton 2 8,680 Princes Park 5 3,530 Riverside 6 3,110 Speke-Garston 8 2,566 St Michael's 3 4,285 Tuebrook and Stoneycroft 5 3,332 Warbreck 5 3,288 Wavertree 5 2,967 West Derby 4 3,594 Woolton 5 2,598 Yew Tree 3 5,576 LIVERPOOL 135 4,075
There are 53 pharmacy contractors in Liverpool who operate out of these 135 community pharmacies. Liverpool’s Pharmaceutical Needs Assessment 2018-2021 is currently in draft form and therefore is subject to change. The report highlights there are 130
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community pharmacies, five distance selling pharmacies, three appliance contractors and no dispensing doctors. At present, there are a minimum of two pharmacies within each electoral ward and 3,681 residents per pharmacy. Every resident within Liverpool can access a pharmacy within a five minute drive, 20 minute bus ride and there are very few areas in which people cannot access a pharmacy within a 15 minute walk. The out of hour’s service is also present with 45 pharmacies open before 9am and 49 open after 6pm within the working week. There is also provision on a weekend with 63% of pharmacies open on a Saturday and 18% open on a Sunday, with 10 pharmacies providing a 100 hour service. This highlights that there are a range of options and suitable access to these at various times throughout the day and the week. There are also 35 pharmacies which are within 1 mile from Liverpool and can be used by Liverpool residents. The 2018-2021 Pharmaceutical Needs Assessment states that there are sufficient numbers of pharmacies for residents and access and opening times are sufficient too. There has been no identified need for new services within the city, however this may be altered as current residential permissions and the proposed Local Plan (2013-2033) allocations come forward for development and the needs assessment is updated59.
7.2.3 Secondary Care There are eight secondary care trusts operating out of seven sites within Merseyside which serve Liverpool. These are: • Aintree University Hospital; • Royal Liverpool & Broadgreen University Hospital; • Walton Centre; • Liverpool Heart & Chest Hospital; • Liverpool Women’s Hospital; • Alder Hey Children’s Hospital; • St Helens & Knowsley Teaching Hospital; and • Southport and Ormskirk Hospital. The Royal Liverpool and Broadgreen University Hospital provides services across the two sites which contain three hospitals. The Royal Liverpool University Hospital is located in the City Centre and was originally opened in 1978. It contains 710 beds and is the main centre for health care research and education in Merseyside and Cheshire. Broadgreen Hospital is located on the eastern edge of Liverpool and has 65 beds for inpatients. There was a large development and expansion of the site completed in 2006. The Aintree University Hospital provides acute health care to the residents of North Liverpool. The hospital is located at one site in Fazakerley which has been
59 Liverpool’s Pharmaceutical Needs Assessment (2018-2021) http://liverpool.gov.uk/media/1356506/liverpool-pharmaceutical-needs-assessment- consultation.pdf
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expanded to allow services from Walton Hospital to transfer. It also provides tertiary health care to a much wider population of around 1.5 million in Merseyside, Cheshire, South Lancashire and North Wales. Liverpool Women’s Hospital provides one of the largest maternity units in Europe, and the Liverpool Heart and Chest Hospital provides specialist services in those areas. The Walton Centre provides comprehensive neuroscience services. Alder Hey Children’s Hospital is one of the largest and busiest children’s hospitals in Europe. It acts as a tertiary care centre for children and young people from a wide catchment across the North West and North Wales. Within these five sites, there are pharmacy services for inpatients and during any Out-Patient clinics. There are also three walk-in centres for adults in Liverpool: • South Liverpool NHS Walk-In Centre in Garston; • Old Swan NHS Walk-In Centre off Edge Lane; and • Liverpool City Centre Walk-In Centre. There is also the Smithdown Children’s NHS Walk-In Centre which is specifically designed for the care of 0-15 year olds with minor injuries and minor ailments. There is an on-site X-ray facility. This site is off Smithdown Road and is three miles from the City Centre.60 There are plans to review Walk In Centres and Urgent Treatment Centre provision following the Next Steps on the NHS five year forward view, March 2017 set out the timetable for achievement of a range of actions, including the requirement to standardise existing Walk In Centres (WiC) and Minor Injuries units (MIU) through the implementation of Urgent Treatment Centres (UTCs), open 12 hours a day, seven days a week and integrated with local urgent care services. The expectation was for 150 UTCs would be operational by March 2018 and any remaining transformation work in respect of current WIC/MIU being complete by December 2019. Accident and Emergency departments are experiencing similar issues to other areas of the Country with long wait times and a lack of beds for patients. The shortage of beds then has a knock-on effect to social care provision as there is more demand for and therefore more pressure on care homes and other extra care facilities. Although there a significant number of residential homes in Liverpool, Liverpool City Council no longer run any residential homes.
7.3 Fitness of Provision Discussions were held with Liverpool CCG in February 2017 and December 2017. Although at present there are no immediate concerns with any specific areas of Liverpool, there are significant numbers of housing to be developed and associated increases in population which will result in increased demand when added to existing pressure on primary care in some neighbourhoods will result in
60 Liverpool Community Health website - http://www.liverpoolcommunityhealth.nhs.uk/health- services/walk-in-centres/
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more facilities being required. Gaining an understanding of the changes predicted allows the CCG to align their plans with the Local Plan (2013-2033). The CCG plans over the long term and advise GPs on future expansion. The CCG strategies are reviewed every two to three years and therefore they are able to respond to the Local Plan (2013-2033). An updated Estates Strategy is currently being prepared by the CCG which will also be able to reflect the scale of growth that is outlined in the Local Plan (2013-2033). The associated action plan will identify where there are requirements for new or upgraded facilities including where population growth due to developments are a contributing factor.
7.3.1 Preventative Care Preventative Care in Liverpool is emerging as an important aspect of health care provision. There needs to be clear links to primary and secondary care facilities and other services such as social care and other types of infrastructure (such as green infrastructure) available to support preventative health care measures.
7.3.2 Primary Care Discussions with LCC and the CCG highlighted that the number of GPs is sufficient at present, and areas which have struggled with undersupply have been targeted with new services to rectify this. The provision of dentists and pharmacies is also considered to be adequate. The key area to monitor is that provision is maintained in areas where there is an increase in population, predominately in the City Centre where there are a large number of existing planning permissions. The change in approach to assess need in the City by neighbourhoods has helped to improve access to facilities and community care. Riverside is the neighbourhood covering the waterfront area and is also the area that will see the biggest increases in population. The CCG outlined that Riverside would need to consider if they are able to respond to developments going forward and are likely to need new infrastructure to support the level of development. The Great Homer Street District Centre, known as ‘Project Jennifer’ is located 1.5 miles to the north of the City Centre and a health facility was included within the original plans. However due to a lack of funding available from NHS England this is no longer included and therefore a facility in this area, or expansion of existing facilities, will be necessary. The Liverpool CCG Strategic Interim Estates Plan outlines that approximately 20% of primary care facilities and two community properties are not fit for purpose however more detailed assessment at an individual estate project level is needed. The document also provides a capacity study of a number of the neighbourhood health centres. Health centre utilisation ranges from 19% to 90%, therefore there are significant opportunities to improve the utilisation of these key assets. The Liverpool CCG Primary Care Commissioning Committee published an Estates Review in June 2017 outlining challenges including delivery from poor
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condition premises, underutilisation across a range of premises, and limited space in many primary care premises which restricts practices ability to grow and offer a wider range of services or allow co-location with Community Care Teams. Liverpool CCG is working through opportunities and challenges within the estate, with collaboration between the Healthy Liverpool Programme, the CCG’s GPFV Plan and the CCGs Strategic Estates Plan. The work will improve the delivery of key CCG priorities through projects to improve utilisation across all key buildings, estate rationalisation projects and new build projects. The CCG is committed to bringing unoccupied or underused space into beneficial use. There are a number of key priorities for the CCG estate which includes improving accessibility and providing primary care at scale, which links back to the rationalising of primary care facilities. This is in line with the Naylor Report which warns that the 30% of GP practices 'having a list size under 4,000 patients are unlikely to be large enough to meet the vision of person-centred care set out in the Five Year Forward View'. In Liverpool, there are 38 practices (53%) with a list size of less than 4,000. The CCG Estates Plan sets out that there is an identified need for an additional 30 clinical rooms a gross internal floor area of 2,500m² and a further 500m² every four years. The general approach at present is to try and rationalise primary care services so that the number of facilities is reduced but the individual buildings retained will provide a wider range of services. However, in some areas, such as Vauxhall and around the Liverpool Waters development, there is already a known shortfall in provision and the existing infrastructure is of poor quality. The updated Estates Strategy which is currently being prepared by the Liverpool CCG will highlight where there are gaps in provision and how this will be addressed. The Estates Strategy is expected to cover a three to ten year delivering period.
7.3.3 Secondary Care There are seven secondary care facilities in Liverpool at present. These are spread across the City and are considered to be sufficient to meet the needs of the population, both now and with the projected population growth. The new Royal Liverpool University Hospital was built in order to create a modern facility to serve the existing and future population. An area of concern for the CCG is intermediate care which is currently being reviewed. This predominately concerns delayed discharge or ‘bed blocking’, whereby patients who are medically fit to leave hospital are unable to do to problems with arranging care in the community. Options for how to address this are being explored by the CCG, however there are no definitive plans at this time.
7.4 Planned Schemes Over the last 10 years the Liverpool CCG / PCT has invested £90 million in primary and community facilities and now has 10 modern buildings from which care can be delivered.
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The Naylor Review (2017) set out the development of a new NHS estate strategy which would support NHS targets. This set out a series of recommendations providing guidance and emphasising that affordable estates and infrastructure plans should be prepared and assessed against their targets. Therefore, the planned schemes that are put forward need to have regard to the Naylor Review and ensure that it is a key consideration as it aims to produce a more cost efficient estate that is fit for purpose and ultimately provides better patient care61.
7.4.1 Primary Care The Liverpool Interim Strategic Estates Plan 2015-2020 states that new, integrated health centres will be delivered in Croxteth, Aintree (Long Lane), Project Jennifer and Gateacre / Woolton. However, the Project Jennifer health centre is no longer part of the development due to a lack of NHS funding. Smaller GP schemes will also be delivered to drive the transformation plans, such as Ash Surgery, Penny Lane, Ruthfords Road and Langbank. Liverpool CCG has identified two projects which require investment and supported bids, these are the proposed new Health and Wellbeing Centre co- locating two GP practices (Long Lane and Westmoreland) and redevelopment of the existing premises at Hunts Cross Health Centre. There were a further two projects which are in discussions with relevant parties which are Croxteth Clinic and the utilisation of vacant space and the work at Project Jennifer.
7.4.2 Secondary Care The Liverpool CCG outlined in the Liverpool Interim Strategic Estates Plan that between 2015 and 2019 there is a plan to invest £700 million in secondary care capital investment. This includes completed projects such as the new Mersey Care’s Clock View Hospital, the new Alder Hey Children’s Hospital and the new Walton Centre. Other developments, such as the New Royal Liverpool and the redevelopment of Aintree University Hospitals which are both planned for completion in the near future. Improvements will be made at Broadgreen Hospital to provide additional capacity and improve the current building stock. The Submission Draft Local Plan outlines within its vision that there will be a rebuilt Royal Liverpool University Hospital which will cost an estimated £451 million. Works for the rebuild are currently underway on site. Clatterbridge Cancer Centre is located on the Wirral, however a new base at the Royal Liverpool campus is due for completion in 2019/20. This will operate as the hub serving Merseyside and Cheshire, supporting a network of cancer services including the satellite radiotherapy centre on the Aintree Hospital campus, and the existing cancer centre at Clatterbridge. Outlined within the Submission Draft Local Plan is the proposal at ‘Land at Aintree University Hospital, Longmoor Lane.’ This is a residential allocation for the provision of 180 dwellings however within the conditions on development it
61 NHS Property and Estates- Why the estate matters for patients, An independent report by Sir Robert Naylor for the Secretary of State for Health (March 2017)
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outlines that its proximity to an operational NHS hospital provides an opportunity to deliver a residential development alongside a range of health and well-being services, including GP services and social and elderly care housing provision.
7.5 Submission Draft Local Plan Growth The key areas which are outlined to have significant growth, either through existing planning permissions or as they are put forward as allocations in the Submission Draft Local Plan, are Liverpool Waters, the Docks and Garston. These areas will undoubtedly require further infrastructure and the existing infrastructure will not be able to absorb the increased capacity. The area around Liverpool Waters, an existing planning permission, pre-dating the Local plan preparation, has no provision and there will be a definite need to include primary care and potential to include secondary care to serve the development. For most of the major developments such as this, the allocations within Garston and along the Docks will need funding for new health infrastructure as there is no excess provision that can be expanded or that can absorb the new developments.
7.6 Impact of Development Proposals Discussions with LCC and Liverpool CCG considered that taking account of planned investment there was currently sufficient provision of GP facilities, dentists and pharmacies and secondary care facilities distributed across Liverpool for the current population. However, there are areas identified in the Submission Draft Local Plan, primarily as a result of existing permissions and to a lesser extent arising through those allocations which are of a substantial size and will require the provision of health infrastructure to support the population. The existing health infrastructure will not be sufficient to support growth and therefore to support this level of growth, health infrastructure will need to be provided which will result in new health facilities that are larger, providing more services to support a larger population. The main areas in which new facilities are required are: • The Docks • Liverpool Waters • Speke / Garston The CCG are currently updating their Estates Plan and will consider estates rationalisation and the provision of new health centres. The funding of these at present is unknown however taking account of both existing commitments and Local Plan growth proposals, there will be demand for these services in these locations. Given the timescales associated with the above housing provision coming forward, for example Speke Garston coming forward later in the plan period and Liverpool Waters taking 15+ years to build out, there is time for the CCG, working with LCC, to plan for the additional health infrastructure, through the CCG Estates Strategy.
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The updated Estates Strategy will address these areas. The main wards that will be affected are: The main wards that will be affected are: • Riverside • Croxteth • Speke and Garston Liverpool CCG commission work with both primary and secondary care providers and therefore are able to give an informed view on how the proposed growth will impact the health infrastructure and services. The Better Care Fund Programme spans the NHS and local government, and in Liverpool this results in a significant pooled budget between LCC and the CCG which is designed to promote seamless health and social care services and reduce pressures in the system. In the future, there will increasing be a push for integrating more between health and social care services to cope with the health needs of an increasing older population. This may mean greater numbers of services that are co-located and a review of the estates facilities across organisations in order to support more joined up working. This supports the approach to rationalise health services so more services are provided in each facility.
7.7 Delivery and Responsibilities Owing to austerity measures, spending on the NHS by Central Government has significantly reduced. Delivery of healthcare infrastructure is therefore likely to see change over the next five years. However, Liverpool CCG is the responsible commissioning body for primary and secondary care in Liverpool, and the CCG works with the appropriate delivery partners to ensure this is achieved. The CCG receives funding primarily from Central Government and NHS England in order to deliver these schemes. The CCG anticipate that there may be opportunities to use S106 contributions to support the delivery of health infrastructure and this will need to be explored further with LCC where appropriate. LCC are also advised to establish a more formal method of consultation between the CCG and LCC Planning Team, including Development Management, both through the Local Plan process and when determining planning applications. This will enable the health infrastructure needs of new development coming forward to be explored through the CCG Estate Strategy and also appropriate contributions from developers sought (through S106 / CIL). Close dialogue will enable clear understanding of timing and delivery programmes for residential development coming forward and for CCG projects.
7.8 Summary The following points provide a summary of the information gained from discussions with the Public Health Department at LCC and Liverpool CCG. The existing health infrastructure is generally considered to be sufficient for the
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population of Liverpool. The review has mainly looked at primary care in terms of GPs, dentists, pharmacies, and secondary care with the hospitals but also walk- in centres. Preventative care is an emerging concept and the infrastructure required has not been assessed, however it may be an area for LCC to review in the future. However, the CCG recognise that there are issues with the planned population growth and the provision of health infrastructure and will be addressing these within the updated Estates Plan. There are considered to be areas of deficiency against the predicted growth outlined in the Local Plan (existing commitments and allocations), particularly along the Docks, at Liverpool Waters and in Garston. However, given the timescales of development coming forward (either later in the plan period, or with long build out periods), there is time for the CCG, working with LCC, to plan for the additional infrastructure, through the CCG Estates Strategy. • There is little planned investment in primary care, except the neighbourhood centres that are currently in the pipeline. There is more planned investment in secondary care with renovations and rebuilds of the existing facilities, but with no new facilities planned. • Areas of deficiency are to be addressed through CCG Estates Plan and S106 contributions. • The health facility planned for Project Jennifer was removed and therefore a facility is likely to be needed in this area. The Riverside neighbourhood may need further provision as it will have a significant population increase. Health care services are also to be included as part of the Longmoor Lane residential development, as required in the Submission Draft Local Plan.
7.8.1 Infrastructure Scheme Summary The following table provides a summary of planned and potential projects for health provision**.
Essential Lead Funding Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency Integrated CCG Liverpool H1 Croxteth Health Essential investment Unknown Unknown No gap CCG Centres plans Aintree Integrated CCG Liverpool H2 (Long Health Essential investment Unknown Unknown No gap CCG Lane) Centres plans Integrated CCG Gateacre / Liverpool H3 Health Essential investment Unknown Unknown Unknown Woolton CCG Centres plans Royal CCG Liverpool New hospital £451 Up to H4 Essential Unknown investment No gap University development million 2020 plans Hospital
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Essential Lead Funding Delivery Gaps in Ref Location Scheme or Delivery Cost Mechanism Phasing Funding Desirable Agency Clatterbridg e Cancer Centre at CCG New purpose- By H5 the Royal Essential Unknown investment Unknown No gap built facility 2019/2020 Liverpool plans University Hospital Unknown CCG Unknown Unknown No gap Aintree New H6 Essential investment Hospital development plans Provide additional CCG Broadgreen capacity and £14 H7 Essential Unknown investment 2017 No gap Hospital improve million plans current building stock Land at Residential Aintree allocation – CCG University Private H8 with health Essential investment Unknown Unknown No gap Hospital, Sector and well- plans Longmoor being services Lane Long Lane and Co-location of CCG Liverpool H9 Westmorela the two GP Essential investment Unknown Unknown Unknown CCG nd GP practices plans Practice Hunts Cross CCG Redevelopme Liverpool H10 Health Essential investment Unknown Unknown Unknown nt CCG Centre plans CCG Integrated Croxteth Liverpool investment H11 Health Essential Unknown Unknown Unknown Clinic CCG plans Centres Unknown CCG Integrated Speke / Liverpool investment H12 Health Essential Unknown Unknown Unknown Garston CCG plans Centres Unknown CCG Integrated Liverpool Liverpool investment H13 Health Essential Unknown Unknown Unknown Waters CCG plans Centres Unknown H14 Project Project Desirable Liverpool CCG Unknown Unknown No gap Jennifer Jennifer CCG investment (Everton) Feasibility plans Analysis - Integrated Health Centres
** This list is not exhaustive and a more considered and comprehensive list will become available by April 2018.
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8 Utilities
The following chapter of the IDP covers the provision of the primary utilities services for the City of Liverpool. This includes the provision of electricity, gas, water supply and its treatment, and heat networks. This chapter summarises the position to date. Further engagement with stakeholders will take place as the Local Plan (2013-2033) progresses.
8.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document Draft 2012 Liverpool Infrastructure Delivery Plan
Electricity Document SP Manweb: Distribution Long Term Development Statement for 2016/17 to 2020/21 (November 2016) including 132 kV and 32 kV schematic diagrams for Liverpool area Document Liverpool City Council / City Region: Electricity Networks and Local Authorities – Opinion Paper (October 2016) Telephone Discussion with Lead Design Engineer at SP Energy Networks Interview Gas Document National Grid Gas Distribution: Long Term Development Plan 2016 Online Resource National Grid Distribution: Gas network maps Discussions Discussion with officers at National Grid (February 2017) Water Supply Document United Utilities: Final Water Resources Management Plan (March 2015) Document United Utilities Written Statement (March 2017) Waste Water Document United Utilities: Final Water Resources Management Plan (March 2015) Document United Utilities Written Statement (March 2017) Heat Networks Document Liverpool Low Carbon City: Sustainable Energy Action Plan Review Cabinet Report March 2017.
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8.2 Current Infrastructure
8.2.1 Electricity National Grid operates the national electricity transmission network and owns and maintains the network in England and Wales. The electrical supply system in Liverpool originates from a 275 kV underground cable running from Wirral to Knowsley via the Lister Drive substation in Liverpool. The main electrical infrastructure in Liverpool is operated by SP Energy Networks on behalf of SP Manweb plc, which is the licenced Distribution Network Operator for the area including Liverpool. SP Energy Networks distributes electricity to customers’ homes and businesses on behalf of the electricity supply companies. As a regional Distribution Network Operator (DNO), SP Energy Networks are required to produce a Long Term Development Statement (LTDS) giving detail of the current and proposed status of their network. This includes demand forecasts for the next 5 years on their 132 kV and 33 kV equipment. Liverpool is served by 132 kV overhead lines. The 132 kV lines connect into the 33 kV network, which is shown in the LTDS62. SP Energy Networks, like all regional DNOs, operate a first come, first serve basis for electricity. This means that in areas with limited capacity, a development site may absorb the existing capacity in a substation, requiring the next development to contribute towards an upgrade. In any areas of limited capacity, limitations on the 33/11kV substations or 11kV circuits could result in costs in the millions of pounds being passed from SP Energy Networks to potential developers.
8.2.2 Gas The local gas distribution network in Liverpool is supplied by National Grid and owned and operated by National Grid Gas as part of its UK gas distribution network. National Grid produces Long Term Development Statements (LTDS) which cover the four UK gas networks which the company owns and operates. The LTDS sets out scenarios for future gas use and any potential plans and investments and shows the network of high pressure gas pipelines around Merseyside. There are no NHP pipelines within Liverpool, with pressure being reduced before it reaches the city.
8.2.3 Water Supply and Waste Water The regulated water company in Liverpool is United Utilities. They have a statutory duty to ensure that adequate water supply infrastructure is provided to meet the requirements of new development. United Utilities is responsible for the full range of the water business from production, treatment, distribution, metering
62 https://www.spenergynetworks.co.uk/userfiles/file/SPM_LTDS_Summary_Nov_2016.pdf
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and billing. United Utilities divides its water supply in the North West into four operating areas; Liverpool falls within the Integrated Resource Zone, the largest zone which covers the majority of the North West. United Utilities is responsible for waste water in Liverpool through their sewer network and waste water treatment works. They have a statutory duty to ensure that adequate water treatment infrastructure is provided to meet the requirements of new development. Waste water is captured via private drains, connecting to gravity fed public sewers and eventually local pump stations. Pressurised ‘rising mains’ then transport the waste water to the closest Waste Water Treatment Works for processing. United Utilities is also responsible for any sewer flooding within Liverpool. Liverpool is served by three waste water treatment works (WwTW) – Liverpool (at Sandon Dock), Fazakerley and Woolton (within Knowsley). Liverpool WwTW is the second largest plant in the North West and serves a catchment area which includes areas outside Liverpool. In April 2016, a £200 million extension to the Liverpool WwTW was opened. This scheme was included in the Infrastructure Schedule of the 2012 Draft IDP, and delivers major improvements to the quality of the River Mersey.
8.2.4 Heat Networks Heat networks, or district heating, supply heat to multiple properties and consumers through a central source through insulated underground pipes. This is generally a more efficient system of energy, delivering lower greenhouse gas emissions and reduced consumer bills. Heat networks have been used to supply heat and power in Liverpool for several decades. The system was used by the University of Liverpool in the 1980s, providing heat and power to university buildings and the Royal Liverpool University Hospital. In 2011, it completed a transformation of the network in order to meet sustainability and carbon reduction targets. As well as heat networks in the University and around the Knowledge Quarter, there are also Combined Heat and Power (CHP) engines at Alexandra Dock which provide heat and power to businesses around the Port of Liverpool.
8.3 Fitness of Provision
8.3.1 Electricity
Opportunity for demand connections The 132kV, 33kV and 11kV networks across Merseyside generally have reasonable levels of capacity headroom to accommodate future demand connections. SP Energy Networks consider that even with modest demand forecasts the Merseyside network is expected to operate within thermal, voltage and fault level capabilities. SP Energy Networks produce a Long Term Development Statement (LTDS) giving detail of the current and proposed status
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of their network. This includes demand forecasts for the next 5 years on each of their 132 kV and 33 kV substations. SP Energy Networks maps the demand opportunity at 11 kV across Merseyside. This shows that most High Voltage substation groups would be expected to be able to accommodate demand connections at 11 kV up to circa 1 MVA without major reconfiguration works. There are a small number of substations where capacity may be constrained, particularly networks operating at 6.6kV. These are generally in Central Liverpool,63 close to areas such as Liverpool Waters where a significant amount of development is anticipated to take place. In these areas, coordination between LCC, SP Energy Networks and IDNOs is recommended to identify any capacity constraints in more detail. Most 33kV substation groups would be expected to be able to accommodate demand connections at 33kV up to circa 10-15 MVA without major reconfiguration works. SP Energy Networks’ Long Term Development Statement states that projects requiring less than 50 kW would generally not need to worry about network capacity. This equates to a development of around 10 houses, meaning that schemes smaller than this may be able to be developed without requiring any improvement in the electricity network.
Opportunity for generation connections Due to high levels of generation connection activity over recent years, the network capacity to accommodate future Distributed Generation connections into the 11 kV, 33 kV and 132kV networks is much more limited. Generation connections into the 11 kV network are likely to be constrained by the reverse power flow capability of the 33/11kV supply transformers. This would limit smaller scale generation connections to roughly the level of the minimum demand supplied by that area of network. Developments of larger electricity generating stations connecting directly into the 33 kV and 132 kV networks are likely to be constrained by fault level limitations. The fault level in the 33kV network is reasonably high and depending upon the technology of the generating plant, future connections of larger generating stations would likely require major network modifications or reinforcements. Some types of generation (such as PV or Battery Storage) have a lower fault level contribution and more of these types of generation might be accommodated at 33kV without major works. To support generation developers, SP Energy Networks maintains a heat map64 giving an indication of the potential opportunities to connect Distributed Generation (DG) to the 11 kV, 33 kV and 132 kV network. The majority of
63 Identified groups are in areas including Albert Dock, Beaumont Street, Dingle Vale, Kings Dock, Lark Lane, Brunswick Dock, Wapping, Blundell Street, St James and Ropewalks. 64 https://www.spenergynetworks.co.uk/pages/connection_opportunities.aspx
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substations and circuits in Liverpool have a ‘red’ rating due to either reverse power flow or 11 kV fault level.
8.3.2 Gas Discussion with National Grid indicated that the existing gas network was generally able to cope with the demand generated in Liverpool.
8.3.3 Water Supply and Waste Water United Utilities has a statutory duty to provide water supply and waste water infrastructure to new development. They can most appropriately manage the impact of development on its infrastructure if development is identified in locations where infrastructure is available with existing capacity. In some cases, it is necessary to co-ordinate the delivery of development with the delivery of water supply and waste water infrastructure. United Utilities has highlighted that within the north-west of England ‘any abstraction of water from the environment will put it under a degree of stress65’. Water efficiency is encouraged through means such as water metering, water butts, cistern displacement services and general consumer awareness. With regard to site drainage United Utilities has confirmed that the expectation is for surface water to be managed at source rather than discharged into a public sewerage network. The aim should be for surface water to be managed by use of green infrastructure or above ground SuDs with use of a combined sewer viewed as a last option. Discussions with United Utilities have indicated that there are no known major constraints to water supply across Liverpool. This will continue to be monitored throughout the plan period.
8.3.4 Heat Networks Since the 2012 Draft IDP was published, there has been a national push towards developing heat network projects. The Government established the Heat Network Delivery Unit in September 2013, and has since provided around £14 million for local authorities to develop heat networks. Liverpool City Council was an early beneficiary of the scheme, and received £10,500 in Round 1 to develop local heat networks. Feasibility studies are assessing potential locations for new energy and heat networks.
65 United Utilities written statement
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8.4 Planned Schemes
8.4.1 Submission Draft Local Plan Growth The Submission Draft Local Plan does not set out any planned schemes for utilities infrastructure.
8.4.2 Other Planned Schemes
Electricity SP Energy Networks will continue to invest in Liverpool’s electricity network in order to meet demand over the plan period. Work had already been undertaken by LCC, in conjunction with the Liverpool City Region LEP, to identify the utility infrastructure necessary to support growth across the city region, and models to fund this that are more acceptable (particularly to smaller developers) than the present connection costs arrangements. This had been done in partnership with SP Energy Networks. As the local DNO, SP Energy Networks has confirmed that their local distribution network is capable of dealing with forward planned investment. For areas where investment is required they have a good understanding of where new investment is needed and planned timescales for this. Where new investment in existing networks is needed, and this includes proposals for new site(s) identified by SP Energy Networks for installing new apparatus such as, for example, substations to facilitate additional development, LCC will support network related development.
Gas National Grid’s 2016 Long Term Development Plan sets out major future investments in the gas distribution network up to 2020-21. There are no significant (over £500,000) asset investment schemes planned in or close to Liverpool up to 2020-21.
Water Supply and Waste Water United Utilities’ Final Water Resources Management Plan (WRMP) preferred strategy does not include any schemes in the Liverpool area, as potential schemes were discounted at earlier stages. United Utilities will continue to invest to ensure that Liverpool’s waste water management works effectively. There are currently no known major planned schemes. As part of the PR19 process, United Utilities are currently assessing the supply and demand impact on the water supply and waste water infrastructure within the City to understand whether the proposed increase in domestic population along with forecast trade effluent increase will require any additional investment in infrastructure. If a risk is presented, a solution will be proposed and a decision made regarding when the solution should be implemented.
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Heat Networks Heat network feasibility studies have been completed for the Knowledge Quarter and its surroundings, as well as the Waterfront and City Centre areas. The Health Sector in the city is also progressing local energy and heat generation projects. At a City Region level the LEP is progressing strategic energy master plans. These plans follow on from the City Region Sustainable Energy Action Plan (November 2012). The City is committed to pursuing low carbon energy solutions and this is reflected in the City Region Devolution Deal.
8.5 Impact of Development Proposals
8.5.1 Electricity Discussions with SP Energy Networks and LCC indicated that there are a number of economic growth areas within Liverpool City Region that are likely to be constrained by available electricity network capacity. Network reinforcements are likely to be needed if the capacity is increased by traditional means. This will be particularly important in areas where there is a significant amount of existing committed development and proposed development sites set out in the Submission Draft Local Plan (2013-2033), such as respectively Liverpool Waters and Garston. LCC is also concerned about supply security and resilience, both of which have a significant impact on business confidence and the economic growth environment. Work had already been undertaken by Liverpool City Council, in conjunction with the Liverpool City Region LEP, to identify the utility infrastructure necessary to support growth across the city region, and models to fund this that are more acceptable (particularly to smaller developers) than the present connection costs arrangements. This had been done in partnership with SP Energy Networks. LCC will work with SP Energy Networks to ensure the provision of appropriate siting and provision for the required electricity network apparatus within new development sites.
8.5.2 Gas Figure 12 gives the forecast annual demand for gas in the North West area, which includes Liverpool. This shows that gas demand across the region is generally expected to fall by around 10% up to 2025.
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Figure 12: Forecast annual gas demand for the North West 2016-2025
© National Grid
Discussion with National Grid indicated that distribution of new housing growth around Liverpool will not have a significant effect upon National Grid’s infrastructure, both gas and electricity transmission. It is unlikely that any extra growth will create capacity issues for National Grid given the scale of these gas and electricity transmission networks. The existing network should therefore be able to cope with this additional demand.
8.5.3 Water Supply and Waste Water United Utilities are planning for the AMP7 investment period (2020 – 2025), which will take account of future planned development, however this is reliant on further details being made available such as known connection points, flows and build rates for each of the sites available for development. United Utilities encourage developers to discuss options on potential development land66. They will also continue to work closely with LCC to understand infrastructure requirements to support the proposed amount and distribution of existing committed development and the allocations for development in the Submission Draft Local Plan (2013-2033).
8.5.4 Heat Networks Whilst at an early stage, there is the opportunity to pursue low carbon local energy and heat generation solutions within the City to support areas of growth. These are being progressed by the LEP and Combined Authority.
66 Website: http://www.unitedutilities.com/builder-developer-planning.aspx and Website: http://www.unitedutilities.com/newwatersupply.aspx
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8.6 Delivery and Responsibilities
8.6.1 Electricity and Gas The arrangements for connecting new developments are made with the incumbent DNO for both gas and electricity. A typical process is as follows: • Developer issues connection request to the DNO who return the connection offer with costs divided between “contestable” and “non-contestable”. • Contestable work can be carried out by appropriately qualified contractors who are employed by the developer instead of the DNO. • Arrangements can be made with Independent Distribution Network Operators (IDNO) who can own and operate the assets. Such arrangements can enable the costs of the installation to be reduced. • Arrangements with appropriately qualified contractors can result in a reduced programme of installation and more control over the actual site activities • The contestable works must be of the same standard as non-contestable and in some cases the contestable works are handed over to the DNO. • These arrangements can take many months and in some cases for large amounts of electricity many years depending upon the size of the connection, the condition of the existing network and circumstances. • The application of modern procurement methods can effectively reduce the connection costs. • A more effective way of reducing the cost of connections is for developers to work together and request a single connection for a group of developments and then distribute the capacity between them via an IDNO owned network. • The further ahead development utility connections are planned and programmed then generally the lower the cost of the connected MVA/KVA. • It is understood LCC are working with SP Energy Networks to address capacity constraints for developments over 10 units to ensure electricity supply can be successfully delivered to new developments.
8.6.2 Water Supply and Waste Water United Utilities has an obligation to provide water supplies and sewage treatment capacity for future development. It therefore will work with LCC to assess the impacts of future development on sewer capacity and flooding, surface water and water quality and supply. Most developments will not have any particular issues. Specific comments will be available to be made once sites have been allocated for development through the Local Plan (2013-2033) process.
8.6.3 Heat Networks The LEP and Combined Authority are progressing feasibility analysis and developing projects for local energy and heat networks in the City.
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8.7 Summary • The 11kV, 33kV and 132kV electricity networks across Merseyside generally have reasonable levels of capacity headroom to accommodate future demand connections. • Network constraints are likely when connecting new electricity generating plant in or around Merseyside at 11kV and above. • Constraints on electricity supply in areas of the City are possible, therefore coordination between LCC, SP Energy Networks and IDNOs is recommended to identify any capacity constraints in more detail. • There are unlikely to be capacity constraints on the gas supply network resulting from the growth set out in the Submission Draft Local Plan (2013- 2033). • Discussions with United Utilities have indicated that there are no known major constraints to water supply across Liverpool. This will continue to be monitored throughout the plan period. • Whilst at the early stages of development, the IDP analysis shows there are opportunities to progress low carbon solutions through implementation of local energy and heat generation networks. This is being prioritised for the Waterfront / Docks area and the Knowledge Quarter.
8.7.1 Infrastructure Scheme Summary The following table provides a summary of planned and potential projects for utilities provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency U1 Liverpool Identify Essential Developer Developer Unknown Throughout No gap wide capacity / SP costs plan period constraints to Energy (2013-33) support new Networks developments U2 Waterfront District Desirable Canals Unknown Unknown Medium – Unknown / Docks Heating and River Long Term Power from Trust / the Mersey to LEP provide heat and cooling to buildings across the Liverpool dock system. U3 North CHP / DH Desirable City Unknown Unknown Medium – Unknown Docks and networks Region Long Term Knowledge located at Partners Quarter energy dense locations.
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9 Telecommunications
The following chapter of the IDP covers the provision of telecommunications infrastructure within the City of Liverpool. This includes the provision of broadband and mobile services to residents and businesses in the City.
9.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Broadband Document Department for Culture, Media and Sport / Superfast Britain: New Build Homes: Superfast Broadband Connectivity Options (April 2016) Online Resource Think Broadband: Speed Information provided by Thinkbroadband.com (2017) Online Resource BT: Merseyside Connected online resources (2016) Online Resource Department for Culture, Media and Sport: Broadband Delivery UK online resources (2017) Interview Discussion with Economic Development officers at Liverpool City Council (February 2017) Telephony Online Resource Ofcom: Definitions of 2G, 3G and 4G Networks (2017) Online Resource Open Signal: Mobile Network Coverage (2017)
9.2 Current Infrastructure
9.2.1 Broadband Broadband telecommunication services are provided across the UK by a wide range of Internet Service Providers, however the vast majority of residential and Small & Medium Enterprise (SME) subscribers are served by one of five major providers – BT, Sky, Virgin Media, Talk Talk or EE. Together they account for over 98% of broadband subscriptions. The broadband sector is regulated by Ofcom, which was formed in 2001 following the merging of several previously separate regulators for broadcasting and telecommunications. In Liverpool, the major providers of broadband infrastructure are BT and Virgin. LCC and the City’s Universities also own and/or lease a significant amount of fibre-optic cable in the City. Think Broadband provides information on current broadband coverage in local authorities and over geographies. Data for Liverpool is shown in Table 16.
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Table 16: Data on current broadband coverage in Liverpool (Think Broadband)
Liverpool Superfast and UK Superfast and Fibre Fibre Coverage Coverage Mean Download Speed 26.9 Mbps 24.1 Mbps Median Download Speed 17.6 Mbps 15.8 Mbps Mean Upload Speed 4.8 Mbps 4.5 Mbps Median Upload Speed 2.8 Mbps 1.9 Mbps UK standard: Superfast (+24 97.11% 94.65% Mbps) EU standard: Superfast (+30 97.09% 94.26% Mbps) Openreach (+30 Mbps) 88.62% 88.75% Ultrafast (+100 Mbps) 81.25% 53.24% Openreach FTTP (Native) 0.19% 2.02% Below 2 Mbps (USC) 0.00% 0.71% Below 10 Mbps (USO) 2.84% 3.90% Below 15 Mbps 0.43% 3.41% Virgin Media Cable 79.16% 50.55% FTTP or FTTH 3.08% 3.27%
Since the publication of the 2012 Infrastructure Delivery Plan, there has been further investment in superfast broadband in Liverpool through the Merseyside Connected scheme. This constitutes a £15 million partnership between BT and Merseyside’s five local councils to roll out superfast broadband to a larger number of homes and businesses, and has been funded through contributions from BT, the Government and the European Union. The scheme was completed in July 2016 and extended superfast broadband to around 43,000 (23% of) homes and businesses across Merseyside as part of Phase 1 of Broadband Delivery UK (BDUK)’s nationwide scheme.
9.2.2 Telephony Mobile and telephony services are vitally important for social, community and business networks. The telephony sector is also regulated by Ofcom. As part of its services, Ofcom measures the coverage and speed of services offered by the four main mobile operators within the UK, namely EE, O2, Three UK and Vodafone. Analysis of coverage and speed across Liverpool is given in Section 9.3.2. 2G, 3G and 4G mobile services are all currently available in the UK. Ofcom defines 2G, 3G and 4G services as follows: • 2G networks support voice calls, text messaging and very low speed data connections; • 3G networks support voice calls, text messages and mobile broadband; and • 4G networks are dedicated to providing mobile broadband only.
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9.3 Fitness of Provision
9.3.1 Broadband The ThinkBroadband website67 shows that broadband speeds across Liverpool are generally strong by national standards, with a small number of notable weak spots in ADSL coverage in recently developed residential estates close to Croxteth and Aintree in the north east of the City. The website also shows that while superfast broadband is available in the majority of the areas in the outskirts of the city, close to the City Centre there are significant areas where only ‘standard’ coverage is available. There is also limited ultrafast coverage. This was confirmed as a major issue through discussions with officers at Liverpool City Council. This situation whereby broadband coverage is weaker in the core business district than in the suburbs is detrimental to the city’s business offer. However, it is understood that this situation applies also to other City Centres across the UK, with broadband coverage tending to be stronger in suburban areas. This is due mainly to the high costs associated with supplying and/or upgrading infrastructure within City Centres. This is supported by Think Broadband data which ranks all 650 UK parliamentary constituencies by their superfast (over 24 Mbps) broadband coverage. Constituencies in Liverpool are placed as follows: • Liverpool Wavertree 80th; • Liverpool West Derby 94th; • Garston and Halewood 124th; • Liverpool Walton 205th; and • Liverpool Riverside 522nd. While coverage across the city is generally stronger than the national average, it is far below the average in Liverpool Riverside, the constituency which includes the City Centre and significant development areas such as Liverpool Waters.
9.3.2 Telephony The Open Signal website68 provides maps which show mobile network coverage for all network providers across Liverpool. Green denotes a strong signal and red denotes a weak signal. The website shows that mobile coverage is generally strong in populated areas of the city, particularly as usage of mobile devices able to use 4G networks continues to rise. It should be noted that coverage may vary between networks.
67 http://maps.thinkbroadband.com 68 https://opensignal.com/
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9.4 Planned Schemes
9.4.1 Submission Draft Local Plan Growth The Submission Draft Local Plan does not set out any specific schemes for the provision of telecommunications infrastructure. However, Policy EC3 (Delivering Economic Growth) states that digital technology is a knowledge-based industry which has strong growth potential in Liverpool, and development of it as a business sector will be supported. Developments and innovations which arise through this support may lead to improvements to services in Liverpool during the plan period. However, it should be noted that digital technology as a sector demands high levels of connectivity. As broadband services in Liverpool City Centre are currently weak, this means that LCC will need to work with providers to secure investment and improvements in services in order to achieve the aspiration of developing the City’s digital technology sector.
9.4.2 Other Planned Schemes
Broadband The Department for Culture, Media and Sport is continuing to deliver superfast broadband and better mobile connectivity nationwide through Broadband Delivery UK (BDUK). Phase 1 of the superfast broadband programme was completed in early 2016, and aimed to provide superfast coverage (at least 24 Mbps) to 90% of the UK and universal access to basic broadband (at least 2 Mbps) to the whole country. In Liverpool, this was carried out by Merseyside Connected. Phase 2 of the scheme ran up to December 2017, and aimed to deliver superfast coverage to 95% of the UK by the end of 2017. Following this, options will be explored for providing superfast broadband to the “final 5%” of UK premises. However, broadband demand continues to evolve quickly and it is envisaged that speeds of 24 Mbps will by the end of the plan period no longer be considered fast enough, as people look to have ‘ultrafast’ coverage. Fortunately, existing superfast infrastructure is largely ‘future proof’ in that ultrafast broadband can generally be run over it. The government is currently consulting on the rolling out of fibre-optic broadband directly to homes, rather than the current system of running the fibre-optic cable to street boxes. This is likely to be expensive and is unlikely to be implemented widely across Liverpool before the end of the plan period. LCC are currently also looking at the options for commercialising the duct network owned by the City Council, which is currently used for traffic monitoring and CCTV. This could potentially improve broadband access and speeds across the city, although this may be difficult to implement due to European Union rules on state aid. LCC is aware that other cities such as Bristol have already
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successfully utilised similar infrastructure, and the UK’s likely exit from the EU following the 2016 referendum may lead to it no longer being subject to such state aid rules. In terms of new allocations for development, Openreach and the Home Builders Federation have agreed a solution capable of offering fibre broadband infrastructure connectivity to all new homes. Developers will have access to a clear, up-front indication where a site can be connected for free and where Openreach and Developer co-funding is required for a development. Openreach has announced that from November 2016, free FTTP infrastructure will be installed in all new developments that contain 30 or more homes provided the developers register their contract with Openreach69. The Department for Culture Media and Sport have identified alternative options to the Openreach agreement in ‘New Build Homes: Superfast Broadband Connectivity Options’. This report highlights typical and alternative options, such as Fluidata and Satellite Internet which are methods which can be explored in rural areas. As City Centre living becomes more popular and housing increases with for example new developments such as Liverpool Waters, good broadband coverage in the City Centre will become more of a priority. Peel previously provided their own network at Media City UK and are looking to do the same at Liverpool Waters.
Telephony Mobile phone operators will continue to work to improve network coverage in Liverpool as in the rest of the country over the plan period. There are no known specific changes to services.
9.5 Impact of Development Proposals
9.5.1 Broadband As established in Section 9.3.1, there are currently significant shortfalls in broadband infrastructure in the City Centre which lead to reduced speeds and negatively affect the City’s business offer. This is likely to impact proposals for employment related development around the Port of Liverpool and Liverpool John Lennon Airport. The levels of growth, primarily that arising from existing planning permissions as well as those set out in the Submission Draft Local Plan (2013-2033) will involve a major expansion in City Centre living through schemes such as Liverpool Waters, with a large proportion of the City’s new dwellings likely to be clustered in areas with relatively poor broadband provision.
69 "Superfast Fibre for New Build Sites". Newdevelopments-openreach.co.uk. N.p., 2016. Web. 26 Oct. 2016.
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Both economic and residential growth proposals will significantly impact on current infrastructure. For residential development, there are a number of potential ways to upgrade and provide new broadband infrastructure to meet future demand, including Openreach schemes and the potential for LCC to commercialise the areas of the network it owns. There is also the potential for private sector investment in private networks as part of employment related schemes. These options will need to be explored further in order to accommodate the future growth during the Local Plan period (2013-2033), particularly around the City Centre.
9.5.2 Telephony Due to the constantly evolving nature of the technology involved in the industry, it is generally not possible for mobile phone operators to give a clear indication of what their infrastructure requirements are likely to be in 5, 10 or 15 years. In terms of the growth primarily arising from existing commitments and as set out in the Submission Draft Local Plan (2013-2033), future demand will be met by operators and there are unlikely to be any major issues which cannot be met through the network improvements process. 4G coverage is currently strong in areas where there is a significant amount of development planned such as Liverpool Waters and other growth areas close to the City Centre.
9.5.3 Future Digital Provision Given the duration of the Local Plan, future digital opportunities will need to be considered around emerging digital technologies. The City Region Digital Infrastructure Action Plan is currently underway and will help inform how this sector will move forward in the City. This will include consideration of 5G connectivity and automated vehicles for example. It is recognised that further work is needed on future digital infrastructure provision, and this could include preparation of a Supplementary Planning Document (SPD). This will require suitable policy ‘hooks’ to be included in the emerging Local Plan. The outcome of discussions on the future of digital technologies in the City will influence future iterations of this IDP.
9.6 Delivery and Responsibilities
9.6.1 Broadband With the exception of the Merseyside Connected scheme, delivery of broadband infrastructure on new sites is generally the responsibility of developers. BT Openreach have a new sites team to provide broadband connectivity for new developments at a flat rate. Improvements to existing infrastructure are generally delivered by the bodies which own it, principally BT, Virgin, Liverpool City Council and the Universities.
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9.6.2 Telephony It is generally the responsibility of mobile operators to improve the coverage of their mobile network services. Unlike broadband services, improvements will generally not be site-specific but instead will be driven by wider trends in demand and coverage.
9.7 Summary • While broadband speeds are generally strong across most of Liverpool, provision is weaker around the City Centre. This is a major issue as it affects the City’s economic potential. • The high levels of housing growth that will take place during the plan period of the Local Plan (2013-2033) especially in the City Centre, particularly in waterfront areas, means that it should be a priority to improve broadband infrastructure. This IDP, alongside Policies STP5 and STP6 seek to utilise available resources such as Openreach schemes, the potential commercialisation of its own broadband infrastructure and opportunities offered by private sector investment. • Further discussions are taking place between LCC and digital providers on the future digital strategy and opportunities for the City. • Telephony coverage is generally strong across the City. Network providers are responsive to demand and will continue to upgrade infrastructure to meet changes in technology over the plan period, meaning that the proposed development is not likely to cause major problems.
9.7.1 Infrastructure Scheme Summary The following table provides a summary of planned and potential projects for telecoms provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency TE1 City Improvements Essential Network Delivery Unknown Throughout Unknown- Centre to broadband providers / agency funds Plan Period potential gap network developers / Merseyside (2013-33) speeds Connected TE2 Liverpool Ongoing Desirable Network Delivery Unknown Throughout Funding wide improvements operators agency funds Plan Period through to mobile (2013-33) investment network plans- speeds and uncommitted coverage TE3 Liverpool Future digital Desirable LCC and Unknown Unknown Medium – Unknown wide provision digital long term partners
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10 Flood Risk and Drainage
The following chapter of the IDP covers the provision of flood risk and drainage infrastructure in Liverpool. This includes fluvial, groundwater and surface water flooding infrastructure.
10.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016) Document Submission Draft Liverpool Local Plan (January 2018) Document Draft Liverpool Local Flood Risk Management Strategy (April 2016) Document Liverpool Interim Strategic Flood Risk Assessment (2018) Document Liverpool Strategic Flood Risk Assessment (April 2012) Document Liverpool Preliminary Flood Risk Assessment Report (June 2011) Document Liverpool IDP (2012) Document Environment Agency, Flood and Coastal Erosion Risk Management Investment Programme 2015 to 2021 – republished August 2015 Document Environment Agency, ‘North West River Basin District, Flood Risk Management Plan 2015-2021: Part B – Sub Areas in the North West River Basin District’ (March 2016) Document Environment Agency, Mersey Estuary Catchment Flood Management Plan (2010) Document Halcrow, North West England and North Wales Shoreline Management Plan SMP2 (2010) Interviews Discussions with officers at Liverpool City Council (February 2017 / January 2018)
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10.2 Current Infrastructure
10.2.1 Overview of Flooding Issues70 LCC is the Lead Local Flood Authority (LLFA) for Liverpool and will develop strategies to address all flood risk management matters. LCC produced a Strategic Flood Risk Assessment in 2008, this was updated in April 2012. A Preliminary Flood Risk Assessment was undertaken in June 2011 and reviewed in June 2017. An Interim Final Strategic Flood Risk Assessment was published in January 2018, however it should be noted that this has not yet been scrutinised by the Environment Agency (EA). Liverpool lies on the bank of the River Mersey and approximately 4% of Liverpool is at risk of fluvial flooding from main rivers (located in the Environment Agency flood zones 2 and 3). These areas of fluvial flood risk are concentrated alongside the main rivers in the north east of the city, including the River Alt, Tue Brook, Fazakerley Brook, Sugar Brook and Croxteth Brook. Fluvial flooding only affects a small area of Liverpool, however the effects of flooding can be significant, as experienced during historic events. The EA identifies main rivers and canals, and those which are adjacent to Liverpool City administrative boundary are: • Deys Brook (partial); • Croxteth Brook; • Childwall Brook (partial); • Court Hey Brook; • Knowsley Brook; • Fazakerley Brook (partial); • River Alt; • Netherley Brook; • Tue Brook (partial); and • Sugar Brook. There are two canal systems within and adjacent to Liverpool – the Leeds and Liverpool Canal to the north of the city and the Manchester Ship Canal to the south. There are approximately 29.7km of culverted watercourses and 3.6km of open watercourse networks in Liverpool representing flood risk assets which LCC manages.71
70 Draft Local Plan and Strategic Flood Risk Assessment 71 Environment Agency, ‘North West River Basin District, Flood Risk Management Plan 20152021: Part B – Sub Areas in the North West River Basin District’ (March 2016)
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There are a number of individuals, bodies and agencies involved in flood risk management. These are: • Environment Agency – Providing a strategic overview for all sources of flood risk and holds responsibility for managing flood risk from main rivers, the sea and large reservoirs. • Lead Local Flood Authority – LCC as the LLFA is responsible for managing ‘local’ flood risk. This refers to the flood risk from surface water following heavy storms, groundwater and ordinary watercourses (river and watercourses not designated as main river) and coordinate flood risk management across Liverpool. • Statutory Water and Sewerage Undertaker – United Utilities is responsible for the sewers and drains within Liverpool and they manage flood risk relating to sewers. • Private – Maintenance of own flood defences.
10.2.2 Flood Risk Sources Within Liverpool, flooding occurs from a variety of sources and certain areas of Liverpool are more susceptible to some sources rather than others. These sources are set out below:72 • Tidal flooding occurs at low-lying land from the sea and tidal estuaries. It is caused by storm surges and high tides, with the onset of flooding from the sea often rapid and dependent on a number of factors including the height of tides, weather systems, wind and wave conditions, topography, the effectiveness of the drainage systems and the presence of and condition of flood defences. Tidal flooding in Liverpool occurs from the Mersey Estuary and therefore the places most vulnerable are along the waterfront. • Fluvial flooding is caused by high flows in a river or large watercourse. In Liverpool, one risk of flooding from adjacent authorities is fluvial flooding from main rivers, reservoirs and artificial sources such as failure of water supply mains. Liverpool’s flooding history has included fluvial flooding and approximately 4% of Liverpool is at risk from fluvial flooding from the main rivers, particularly in the north east of Liverpool. • Surface water flooding occurs when ordinary watercourses (non-main river), both open and culverted watercourses, ditches and areas of less permeable ground, such as towns, experience high rainfall. In July 2010 Liverpool experienced a high intensity rainfall event which resulted in widespread flooding across the City (it had an annual probability of 1 in 20 to 1 in 50 years), with 257 properties being affected by surface water flooding. • Sewer flooding is generally concentrated in built-up areas with flooding resulting when the sewer is overwhelmed by heavy rainfall, becomes blocked or is of inadequate capacity and will continue until water drains away. This
72 Sources: Liverpool Strategic Flood Risk Assessment (April 2012), Liverpool IDP (2012) and discussions with Liverpool City Council officers
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then results in a risk to land and property flooding with contaminated water. In Liverpool, sewer flooding is a high risk due to the age and condition of the sewers in the city. The sewer system in Liverpool is the responsibility of United Utilities and not LCC. • Groundwater flooding occurs when groundwater levels rise above ground levels. Historically, groundwater was abstracted from sandstone aquifers to the north and the south of the River Mersey for industrial and public water supply, which are now used less often and result in a rise in groundwater. However, groundwater flooding is not an immediate risk to areas of Liverpool at present but with rising groundwater levels, increased rainfall and the presence of aquifers, groundwater flooding is likely to become more of an issue in the future. • Artificial flood sources such as canals are generally a product of an area’s industrial heritage. Although in Liverpool there are a number of canals, there is no history of canal flooding within any records in Liverpool. Other artificial sources include reservoirs however the risk in Liverpool is low. The failure of water supply mains represents a further artificial source of flooding and burst water pipes have caused flooding in Liverpool on a number of occasions.
10.2.3 Current Measures The 2012 Strategic Flood Risk Assessment highlights that Liverpool is covered by three flood alerts from the EA: • River Alt – River Alt and other watercourses from Huyton to Hightown including Kirkby, Fazakerley, Maghull, Formby, Aughton, Sefton and Lunt. • River Ditton catchment including areas around Huyton-with-Roby and • Widnes - The Ditton catchment includes, Ditton, Logwood Mill, Fox's Bank, Dog Clog, Stewards, and Netherley Brooks and their tributaries. Also including the areas around Huyton, Widnes and Penketh. • Mersey Estuary from Liverpool to Warrington - The Mersey Estuary area includes both sides of the estuary from Liverpool to Warrington. There are three sets of flood defence embankments within or adjacent to the Liverpool City boundary, located at: • Croxteth Brook (approximate length 835m) on Knowsley side of the watercourse; • River Alt (approximate length 530m) in Liverpool, both banks of watercourse; and • Netherley Brook (approximate length 260m) on the Liverpool side of the watercourse.
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10.2.4 Wider Policy Context The Interim Strategic Flood Risk Assessment (2018) identifies areas in Liverpool that are at risk from different types of flooding. Liverpool is located within the Mersey Estuary and is therefore also covered by the Mersey Estuary Catchment Flood Management Plan (CFMP) which was produced by the Environment Agency and was updated in 2010. The Mersey Estuary CFMP identifies flood risk in the Mersey Estuary catchment and sets out the Environment Agency’s plan for sustainable flood risk management over the next 50 to 100 years. The North West England and North Wales Shoreline Management Plan SMP2 published in 2010 by Halcrow sets out the approach to the long term sustainability of flood and coastal defences along the North West and North Wales coastline The Submission Draft Liverpool Local Plan (September 2016) outlines that LCC is required to prepare and implement a planning strategy that will help to deliver sustainable development by appraising, managing and reducing flood risk. As Lead Local Flood Authority, the City Council also has a duty to fulfil their requirements through the 'Flood Risk Regulations 2009' and the 'Flood and Water Management Act 2010' to manage flood risk and water management.
10.3 Fitness of Provision Liverpool’s extensive culverted watercourse network is over 150 years old, and there are identified sections that are in poor condition and in need of upgrading. Potential collapses to these culverts pose a considerable risk of future flooding. Culvert failures can occur for a wide variety of reasons including maintenance, structural, environmental, and installation related failures, functional or process failures related to capacity and volume causing the erosion of the soil around or under them, and structural or material failures that cause culverts to fail due to collapse or corrosion of the materials from which they are made. Discussions with LCC officers revealed that LCC is identifying culverts in most need of work. The upgraded culverts often have an increased capacity and longer design life. The alternative process of lining existing culverts has a shorter design life. The impact of culvert failures is particularly serious where it could impact upon densely populated areas or the strategic highway network (for example such as Tuebrook), thus such culverts are being prioritised by LCC for upgrading. In addition to the culverted watercourse network, Liverpool has many brick gullies which need upgrading. LCC officers estimate that there are approximately 20,000 of these which would cost approximately £20 million to replace in total. LCC is currently prioritising the ones located in flood risk areas or undertaking reactive maintenance for gullies which have been reported as being blocked. They are also taking up opportunities to upgrade the gullies in locations where new highway schemes are planned.
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10.4 Planned Schemes
10.4.1 Submission Draft Local Plan Growth There are no specific flood alleviation or flood risk management schemes outlined in the Submission Draft Local Plan however it does state that proposals which protect or enhance flood defences and flood risk management measures will be supported, subject to other Plan policies (Draft Policy R3).
10.4.2 Other Planned Schemes73 Since the 2012 IDP LCC has invested in flood alleviation infrastructure at two key areas within Liverpool which were prone to severe flooding and had previously experienced numerous flooding events. This consists of Leyfield Road where the Thornhead Brook Improvement and Environmental Enhancement Scheme was undertaken. Also at Churchdown Park a flood risk reduction scheme to protect households and highways from regular flooding was completed in 2015 and since then there have been no recorded flooding incidents. Liverpool’s Local Flood Risk Management Strategy was published for consultation in December 2017. It includes a number of proposed future Capital Schemes from 2015 to 2022 with indicative funding in the Medium Term Plan. The total estimated cost of delivering these schemes would be £1,135,000. This is likely to increase further to incorporate LCC’s match funding contributions once the schemes have been developed further. These are set out in the table below. Table 17: Proposed Capital Schemes 2015-2022 – Flood Risk Management
Project Name 2015-16 2016-17 2017-18 2018- 2019- 2020-21 2021-22 19 20 Liverpool £81,000 £40,000 Debris screens and access improvements (City Wide) Phase 2 £110,000 £110,000 detailed study of modelled flood hotspots and implementation of proposals (City Wide) Upper Brook £160,000 Surface Water Management Lower £375,000 Tuebrook Culvert Mab Lane, £375,000 Deysbrook
73 IDP August 2012 App 1
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Project Name 2015-16 2016-17 2017-18 2018- 2019- 2020-21 2021-22 19 20 Surface Water flooding Lower £64,000 Tuebrook Culvert 1 (St Johns Avenue and Greenbank) River Mersey £20,000 Wall TOTAL £1,335,000
LCC first started gathering data about Liverpool’s watercourse network in 2008 as part of the Liverpool Land Drainage Investigations study. The Liverpool Land Drainage Investigations: Hydraulic Modelling of Watercourse and Sewerage Networks Study (2013) was carried out by United Utilities on the behalf of LCC. The study looked at providing a better understanding of the interactive relationship between sewers, rivers and watercourses on surface water flood risk across Liverpool and provides a snap shot of how the system is performing at that point in time. The outputs included detailed city-wide modelling and have assisted in creating an inventory and condition record of Liverpool’s network of culverted and open watercourses. The Study has not been published however LCC is in the process of inputting the findings into the LCC MapInfo system. When fully functional, the system will greatly assist LCC in identifying flood risk issues for potential schemes and represents a significant upgrade compared to the Lidar data which is currently used to assess flood risk by LCC. The study represents the first time the three flood authorities have worked together. The condition of Liverpool’s 29.7km culverted watercourse network is varied with some sections identified as being in poor condition leading to a risk of collapse and flooding.74 The identified sections have been prioritised and will be put forward for future funding bids. The 3.6km of open watercourse within Liverpool’s boundary are prone to blockages from flytipping, siltation and vegetation. Further work is proposed on installing debris screens to prevent blockages beneath the highway and to improve access requirements to enable regular maintenance activities to be carried out. There are three types of measures which can be taken to manage flood risk. This includes preventing risk, preparing for risk, and protecting from risk. LCC is currently doing the following: • Preventing risk: There are no measures proposed in Liverpool over and above existing flood risk work.
74 Environment Agency, ‘North West River Basin District, Flood Risk Management Plan 20152021: Part B – Sub Areas in the North West River Basin District’ (March 2016)
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• Preparing for risk: There are no measures proposed in Liverpool over and above existing flood risk work. • Protecting from risk: There are currently a number of measures proposed in Liverpool for 2015-2021, as follows:75, 76 • Lower Tue Brook Culvert, Liverpool - Replace section, reconstruct headwall and construct sump at outfall. • Wavertree Culvert – Further investigation work required to understand the blockage. • Liverpool Debris screens and access - Replace the existing debris screens and outfall structures with new to meet current standards. • Mab Lane Surface Water Culvert, Liverpool – Further work required to understand the risks • Upper Brook Surface Water Management, Liverpool - Replace or reline culvert section. • Haven Road – This is within the boundary of Knowsley Council. However, the land is owned by Liverpool City Council. Funding has been secured to undertake work at this location.
10.5 Impact of Development Proposals The Submission Draft Local Plan sets out a number of policies that are relevant to flooding which state that these need to be sensitive to the issue and development should be located in lower risk areas (Draft Policy R3, R4 and R5). Whilst Policy R3 recognises that the inclusion of sustainable drainage systems (SUDS) are required to be considered for major developments, the policy provides some flexibility given that hard engineered drainage techniques such as attenuation tanks are more effective flood reduction measures in Liverpool compared to SUDS. These are generally delivered on site, and guidance therefore requires attenuation to mitigate flood risk to be provided on the development site. A large proportion of the extant planning permissions for housing in Liverpool are located at the strategic site of Liverpool Waters and this area does not present any flood risk issues as water drains into the River Mersey. Schemes with planning permission have been approved on the basis of having appropriate flood mitigation measures in place including hard engineered flood solutions which would be able to withstand a big storm event. LCC plans for future resilience through the planning application process by taking into account the restriction of flows and requiring large schemes to consider flow exceedance by modelling both 1 in 200 year events as well as 1 in 100 year events.77
75 Environment Agency, ‘North West River Basin District, Flood Risk Management Plan 2015- 76 : Part B – Sub Areas in the North West River Basin District’ (March 2016) 77 Discussions with Liverpool City Council officers
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Interim Strategic Flood Risk Assessment (2018) The 2018 Interim Strategic Flood Risk Assessment (SFRA) provides a Level 1 assessment of the City, updating and collating existing flood risk information, to assess implications of climate change at potential sites and include flood risk management measures. It also reviews and provides an initial assessment of locations of development growth, making recommendations on possible flood risk mitigation solutions and inform the Local Plan 2013-2033. It identifies that no sites are at risk of fluvial flooding. There is one site that is at risk of tidal flooding, although this is a minor risk which should be able to be mitigated. There are three sites at risk of a 1 in 100 year flood event from surface water flooding. Of these, the Interim SFRA (2018) recommends the withdrawal of H1: Land bounded by East Lancs Road / Stonebridge Lane / Stonedale Crescent, from the housing land supply. This is due the nature of the risk, the proposed residential use (more vulnerable) and difficulty mitigating the risk as it is not confined to one area. However, it is noted that the low risk parts could be developed and states “This is not to say the site cannot be delivered, though more detailed investigations will be required by way of a drainage strategy and detailed Flood Risk Assessment” (p55). Proposed allocation H1 is a previously developed site for housing and the Environment Agency (EA) did not object to its allocation in the Draft Local Plan (2016). Therefore, it remains an allocation at present. The EA will have opportunity to provide further a response through consultation on the Submission Draft Local Plan (and the accompanying evidence documents). In summary, the Interim SFRA recommends that: • 1 site (H1) is considered for withdrawal based on a 1 in 100 year surface water flood risk event; • 3 sites78 (one industrial, one residential and one retail) should consider site layout and design around the identified flood risk if the site passes the Sequential Test; • 52 sites will require a site-specific flood risk assessment; and • The remaining 11 sites would be permitted on flood risk grounds due to little perceived risk, subject to consultation with the Local Planning Authority (LPA) / Lead Local Flood Authority (LLFA).
10.6 Delivery and Responsibilities As set out above, LCC are responsible for managing flood risk from local sources including surface water, groundwater and ordinary watercourses. LCC’s approach to flood risk management is supported by planning policy in the Submission Draft Local Plan which directs development into areas of low flood risk and promotes
78 Sites E12 (Former Northern Airfield, Dakota Drive, Speke), 5.10 hectares; H19 (North of Dock Road, Garston), 775 units; R5 (Former Hunts Cross Hotel, Hillfoot Avenue, Hunts Cross)
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strong design principles to ensure development minimises flood risk and has adequate drainage (see Policies R3, R4 and R5). LCC obtains its funding for flood risk infrastructure improvements from the Environment Agency. In the past 8 years LCC has received in the order of £3 million of funding.79 The process of receiving funding involves the preparation and submission of a bid to the EA. As part of the bid process LCC must demonstrate the cost benefit of the scheme and identify how many properties it will protect. LCC often provide match funding on schemes, particularly where there are in strategic highway locations. The maintenance of culverts is the responsibility of the riparian landowner and not LCC thus it is technically not LCC’s responsibility to clean and maintain all culverts within the city. However, in reality it is not feasible for LCC to serve notice on landowners to force them to act. Many landowners are not aware of the existence of culverts on their land. Thus, the responsibility falls on LCC to act in areas where danger from flooding would otherwise result. LCC does make use of the planning process in order to capture any required maintenance issues prior to granting permission for development. In addition to the work being undertaken by LCC, the EA and United Utilities have produced a Strategic Flood Risk Mapping Study which maps all sources of flooding in the Upper Alt, taking into account the United Utilities sewer model.
10.7 Summary of Infrastructure Existing planning permission commitments and the proposed development allocations in the Submission Draft Local Plan (January 2018) growth have the potential to put more properties at risk from flooding however ongoing measures are in place to mitigate flood risk as well as identifying and resolving flood risk issues80. The Submission Draft Local Plan proposals are for the majority of residential development to be located along the Mersey Estuary Corridor. Planning policy supports the effective management of flood risk in these locations through the location of development in low flood risk areas and the use of appropriate design measures to minimise risk of flooding. Existing drainage infrastructure presents the greatest flood risk to the City. This is being addressed by LCC to undertake work on culverts considered to be a risk and by replacing brick back box gullies. The Council is in the process of preparing funding bids for a number of specific flood protection measures at high risk locations as well as for studies to gather data. This planned investment will ensure that increasing numbers of households are protected from flood risk in Liverpool. Investment in flood risk infrastructure will be an ongoing requirement however individual planning applications coming forward will need to ensure that surface water flooding is not increased and future resilience is in built into these schemes.
79 Discussions with Liverpool City Council officers 80 Environment Agency, Flood and Coastal Erosion Risk Management Investment Programme 2015 to 2021 – republished August 2015
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Ref Location Scheme Essential or Lead Delivery Cost Delivery Gaps in Desirable Delivery Mechanism Phasing Funding Agency
F1 Liverpool Lower Tue Essential – LCC LCC / £439,000 2017- No gap Walton Brook 155 Environment 2022 Culvert, households Agency Liverpool – protected replacement of part of the culvert F2 Liverpool Mab Lane Essential – LCC LCC / £375,000 2020- No gap West Derby Surface 270 Environment 2021 Water households Agency Culvert, protected Liverpool – replacement of part of the culvert F3 Fazakerley Haven Road Essential – LCC DEFRA / EA £30,000 2017- No gap Flood 146 funding 2018 Alleviation households Study protected
F4 Liverpool Green Lane Essential LCC DEFRA / EA Unknown Unknown No gap Culvert – funding – bid not replacement yet of part of submitted the culvert F5 Riverside Mersey Essential LCC LCC / £45,000 2021- No gap Dock Wall Environment 2022 – flood Agency defences F6 Liverpool Phase 2: Desirable LCC Department £220,000 2017- No gap Liverpool for 2018 Land Environment, Drainage Food and Investigatio Rural Affairs ns study (DEFRA) / EA funding F7 Liverpool Liverpool Desirable – LCC LCC / £171,000 2018- No gap West Derby, Debris 85 Environment 2019 Liverpool screens and households Agency Riverside, access – protected Liverpool replacement Walton of debris screens and outfall structures F8 Liverpool Upper Desirable – LCC LCC / £160,000 2020- No gap Wavertree, Brook 105 Environment 2021 Liverpool Surface households Agency Riverside Water protected Mgmt, Liverpool – replacement of part of the culvert.
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11 Waste Management
The following chapter of the IDP covers the provision of waste management services within the City of Liverpool.
11.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Local Plan (January 2018) Document Joint Waste Local Plan (2013) Document Joint Waste Development Plan Document: Needs Assessment (2011) Document Resources Merseyside 2011 – 2041 Document Liverpool Streetscene Ward Report Interview Discussion with Chief Executive at Merseyside Recycling and Waste Authority (February 2017)
11.2 Current Infrastructure In 2013, the five Merseyside local authorities and Halton adopted a Joint Waste Local Plan. This sets out the direction for waste management development to 2027. The Submission Draft Local Plan postdates the Waste Local Plan and therefore its growth scenarios do not fully reflect the likely future levels of growth. The Waste Local Plan was based on levels of growth set out in the since abolished Regional Spatial Strategy for the North West, which for Liverpool were much higher than those set out in both the Draft Local Plan (2016) and Submission Draft Local Plan (2018). The Mayor of Liverpool has pledged to deliver a recycling rate of 55% by 2020 for Local Authority Collected Waste (LACW.) July 2016 is the most recent month for which household waste recycling data is available. For this month, the average recycling rate across the city was 33.2%, although the rate was significantly less than this in some wards (e.g. 16.24% in Picton) and significantly higher in others (e.g. 57% in Woolton.) The Mayor has also pledged to tackle waste on the City’s high streets by enrolling businesses, particularly street-facing ones dealing in food, into a business accreditation scheme promoting cleanliness and responsible waste treatment and disposal.
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11.2.1 Waste Collection Liverpool City Council is the Waste Collection Authority (WCA) for Liverpool. This means that it is responsible for the collection of municipal waste in the city. It then passes waste to the Waste Disposal Authority (WDA). Liverpool City Council’s Household Waste and Recycling Policy was published in October 2013 and outlines the agreed policies and standards relating to the collection of household waste. For the majority of households (approximately 136,000 properties), LCC provides a managed weekly collection of: • Purple bins (general rubbish); • Blue bins (recycling); and • Green bins (garden waste).
11.2.2 Waste Disposal Merseyside Recycling and Waste Authority (MRWA) is the WDA for Liverpool and the rest of Merseyside. It facilitates the disposal of municipal waste through recycling and resource recovery. Merseyside Recycling and Waste Authority is the public facing name for Merseyside Waste Disposal Authority, which is a statutory Joint Waste Disposal Authority under the Local Government Act 1985. Waste management is organised into four main ‘streams’. These are set out in Table 18: Liverpool Waste Streams, below: Table 18: Liverpool Waste Streams
Stream Activities Responsibility Facilities Local Recycling MRWA operates a contract with Veolia 14 Household Waste Authority to operate recycling services across Recycling Centres Collected Merseyside. This includes both waste (HWRCs) Waste collected by WCAs and waste 4 Waste Transfer (LACW) deposited by residents through Stations (WTS) HWRCs. 2 Materials Recycling Facilities (MRF) Resource Suez holds a 30 year contract (starting Recovery from 2013) for the development of facilities which will create energy from non-recycled household waste. This is expected to divert around 90% of such waste from landfill. Residual waste is transported, via a waste transfer station at Knowsley, to an energy transfer facility in Teesside. Commercial and Individual businesses are responsible No specific MRWA Industrial Waste for their own waste, although MRWA facilities, although and Veolia now offer a waste and businesses can pay to recycling scheme for business, deposit waste at industrial and commercial waste HWRCs. offering a ‘pay by the load’ recycling and waste disposal service to
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Stream Activities Responsibility Facilities businesses and traders. This is likely to save Liverpool City Council money in that it will reduce instances of fly tipping, which can be costly to deal with. Although there is currently no strategy for commercial waste, there is an economic case to be made for strategic intervention to keep high value materials processed locally in order to keep jobs local. Construction, Demolition CD&E waste is generally the No specific MRWA and Excavation Waste responsibility of commercial operators. facilities. (CD&E) Hazardous Waste MRWA offers services to residents to dispose of waste which may be hazardous, e.g. asbestos at selected sites.
11.3 Fitness of Provision Discussions with MRWA indicated that there are currently differences in how each WCA in Merseyside collects its waste. For example, some WCAs have introduced food waste collection services while others have not. Some WCAs also have separated recycling waste collections, whereas others collect all recyclable materials in the same load. As MRWA is required to maintain facilities which can deal with waste from all of Merseyside’s WCAs, this leads to inefficiencies in the waste disposal process. Further standardisation of the waste collection process across Merseyside would lead to a more efficient disposal system and potentially deliver savings. Discussions with MRWA indicated that the quantity of waste disposal facilities in Merseyside is currently adequate. Merseyside’s two Materials Recycling Facilities (MRFs) are both fit for purpose. The four Waste Transfer Stations (WTSs) are also generally fit for purpose, although three of these are more dated and may require development over the plan period. The fourth is situated in Knowsley, and was opened in 2016.
11.4 Planned Schemes Waste disposal facilities generally have a long lifespan and will generally be in use for 30 to 50 years, far longer than the 20 year plan period. This means that physical assets are unlikely to change significantly over the plan period. There are currently no major planned schemes. Discussions with MRWA indicated that collection procedures across Merseyside could potentially become more standardised over the plan period, subject to greater strategic cooperation between WCAs.
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11.5 Impact of Development Proposals
11.5.1 Submission Draft Local Plan Growth From discussions with MWRA it is understood that the growth levels arising from existing planning permission commitments and as set out in the Submission Draft Liverpool Local Plan are unlikely to require any major new facilities for dealing with municipal waste. This reflects the fact that the Waste Local Plan was based on levels of housing growth in the former RSS which are higher than those proposed in the Submission Draft Local Plan. Waste planning does need to take account of any variations in the potential impact of housing and employment development depending on the type of development with occurs. For example, development of housing units for smaller households of one or two people will generate far less waste than development of larger family housing. Likewise, for employment land, office and warehouse development would normally generate less waste than development for manufacturing uses. This means that the type of development delivered through the Local Plan (2013-2033) will greatly affect the demand placed on waste collection and disposal services.
11.5.2 Waste Local Plan The Merseyside Joint Waste Local Plan (JWLP) was produced jointly by Knowsley, Liverpool, St. Helens, Sefton, Wirral, and Halton Councils, and was formally adopted in July 2013. Together these form the Merseyside and Halton Waste Partnership (MHWP). It is understood that the growth levels that the Waste Local Plan was based on came from the since abolished Regional Spatial Strategy, and are much higher than those set out in the more recent Submission Draft Local Plan. However, forecasts are included here as the Waste Local Plan is the statutory document which sets out waste policies for Liverpool. The plan provides the City Region with a clear direction for future waste management development to 2027, both in terms of site allocations and detailed development policies. The process of forecasting waste capacity needs in Merseyside was carried out as part of a Needs Assessment in 2011. This was influenced by a number of factors including: • Uncertainty about the future availability of landfill capacity as many of the North West’s largest sites are near the end of their consented periods and there is no guarantee that extensions will be granted; • Effects of the recession on the ability of waste companies to secure the investment needed to build treatment and recycling facilities and its effect on the phasing of delivery of new capacity; and • Effects of sustainable consumption and production initiatives, particularly in terms of reducing waste creation.
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Given these uncertainties, it was considered inappropriate to plan capacity and site requirements on a single ‘best estimate’ which would be both inflexible and could be invalidated by a significant change to any one of the factors listed above. Instead, for each of the four principal waste streams, the Needs Assessment forecast for both the most ‘optimistic’ scenario and most ‘pessimistic’ scenario. The optimistic scenario assumed a gentle drop in arisings due to a combined effect of recession and waste minimisation initiatives, and also assumed that all recently consented facilities would enter service in line with current information about the phasing of delivery of new capacity, and that higher rates of recycling and hence landfill diversion will be achieved. The pessimistic scenario assumed the maximum realistic growth rate expected for each stream, representing a greater waste challenge, and also assumed lower rates of recycling and therefore a greater reliance on landfill capacity which is both locally scarce and an unsustainable waste management option. This represents a ‘Plan B’ which identifies what may need to be delivered in the worst case scenario. The tables below summarise the forecasting arising under these different growth scenarios. These projections are based on figures given in the Needs Assessment Document which was published in 2011 and takes 2010 as the baseline year for forecasts. For Hazardous Wastes, there are clear trends of falling quantities from the amount of waste that arises and is managed locally, which has led to a forecast of limited further change in all elements of the management need, hence there is little need to model separate pessimistic and optimistic forecasts. Table 19: Local Authority Collected Waste
All figures are in thousands of tonnes [Source: Merseyside Environmental Advisory Service (EAS)] Scenario 2010 2015 2020 2025 2030 Pessimistic (Short 836 848 860 860 860 recession) Optimistic (Waste 836 805 787 803 819 reduction)
Table 20: Commercial Waste
All figures are in thousands of tonnes [Source: Merseyside EAS] Scenario 2010 2015 2020 2025 2030 Pessimistic (Recession / 751 742 772 791 791 rebound) Optimistic (Waste 751 742 733 733 733 reduction)
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Table 21: Industrial Waste
All figures are in thousands of tonnes [Source: Merseyside EAS] Scenario 2010 2015 2020 2025 2030 Pessimistic (Zero 363 363 363 363 363 growth) Optimistic (Short 354 331 331 331 331 recession)
Table 22: Construction, Demolition and Excavation Waste
All figures are in thousands of tonnes [Source: Merseyside EAS] Scenario 2010 2015 2020 2025 2030 Pessimistic (Shorter 2220 2233 2280 2336 2385 recession) Optimistic (Deeper 2220 2220 2231 2253 2270 recession)
In terms of landfill sites, a comprehensive survey of active and historic landfill sites within the sub-region was undertaken, which concluded that there are no new sites suitable for non-inert landfill disposal within the sub-region that are deliverable. The JWLP has to adopt a policy position that non-inert, non- municipal residual waste will have to be exported throughout the plan period. From these projections, it can be established that there may either be small increases or decreases in both household and commercial waste. These projections are built into MRWA’s operational plans for the Plan Period. Table 23 summarises facility forecasts up to 2030 based on the optimistic and scenario capacity forecasting scenarios outlined above. The site requirements are based on the largest figure regardless of whether it is from the optimistic or pessimistic scenario. This approach provides flexibility insofar as it ensures the sites brought forward through the Waste Local Plan will deliver the capacity regardless of which scenario materialises in the future. However, these forecasts do not necessarily correspond to any planned facilities, but rather give an indication as to what may be required going forward. Given that waste management is planned on a Merseyside-wide scale, these facilities may not be situated in Liverpool. It should be noted that the Waste Transfer Station mentioned in the table has since been delivered.
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Table 23: Forecast waste facility requirements to 2030 (Waste Local Plan)
Facility forecast Land (Ha./site) 2010 2015 2020 2025 2030 Local Authority Waste 1 0 0 0 0 3 Collected Waste Transfer & (LACW)/Municipal Sorting: Solid Waste Materials (MSW) only Recycling Facility Industrial only Pre- 0 0 1 0 0 3 treatment (other wastes): specialised facilities Local Authority Food waste 1 2 1 0 0 1 Collected Waste treatment (LACW)/ (In-Vessel Municipal Solid Composting, Waste (MSW) and Anaerobic Commercial Digestion, etc.) Open 0 0 1 0 0 2.5 windrow composting
11.6 Delivery and Responsibilities Merseyside Recycling and Waste Authority (MRWA) is responsible for delivery of waste disposal services throughout Merseyside. MRWA is entirely funded through council tax revenue from Merseyside’s local councils, and any improvements would have to be delivered through efficiency savings elsewhere in the budget or through council tax increases. Waste management is subject to planning policy either through Local Plans or through the Joint Waste Local Plan.
11.7 Summary • The Joint Waste Local Plan sets policies on waste for Liverpool, rather than the Local Plan (2013-2033). However, it has been noted that the levels of growth envisaged in the Waste Local Plan are higher than those in the more recent Submission Draft Local Plan, and therefore there is expected to be sufficient capacity to support the Local Plan (2013-2033). • Discussions with MRWA indicated that waste disposal facilities in general are currently fit for purpose. Different systems for collecting waste in different local authorities lead to inefficiencies in waste disposal, and improving this will be a priority over the plan period. • There are significant differences in the amount of waste generated by different housing and employment types. The Local Plan (2013-2033) growth is likely
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to involve a large amount of apartment developments and smaller households, which are likely to put less pressure on waste infrastructure than larger family dwellings.
11.7.1 Infrastructure Scheme Summary The following table presents planned projects and potential projects for waste provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency W1 Merseyside Potential for Desirable Waste WCA Unknown Througho Unknown wide increased Collection funding ut plan standardisation Authorities period of collection procedures between WCAs
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12 Green Infrastructure
The following chapter of the Infrastructure Delivery Programme covers the provision of green infrastructure for the City of Liverpool. This includes the provision of parks and gardens, natural and semi-natural green space, amenity green space, provision for children and young people, allotments, cemeteries and churchyards, civic space and green corridors.
12.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document Liverpool City Council Open Space Assessment Report and Standards (April 2017) Strategic Green and Open Spaces Review Board Final Report (2016) Fields in Trust Guidance for Outdoor Sport and Play: Beyond the Six Acre Standard (October 2015) Interview Discussion with Liverpool City Council Parks Development Officers
12.2 Current Infrastructure The overall scope of green infrastructure includes land in both public and private ownership. The Liverpool City Council Open Space Assessment Report and Standards (2017) assesses the provision of parks and gardens, natural and semi- natural green space, amenity green space, provision for children and young people, allotments, cemeteries and churchyards, civic space and green corridors in the city. The 2017 Assessment builds upon the work of the previous Open Space Study published in November 2005. The Liverpool City Council Open Space Assessment Report and Standards April 2017 (‘LCC OSA 2017’) has largely been used to inform the chapter, information has been used alongside discussions with LCC officers. The LCC OSA 2017 divides the city into five analysis areas as part of the assessment methodology, these analysis areas allow for more localised assessment of provision. The analysis areas are defined as follows:
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Table 24: Analysis areas
Analysis area Population (2013) City Centre 28,491 Inner North 92,047 Inner South 94,649 Outer North 138,425 Outer South 117,168 LIVERPOOL 470,780
Figure 13: Map of analysis areas
© Liverpool City Council Although there are no statutory requirements for level of provision for green infrastructure, guidelines by the Fields in Trust (formerly National Playing Fields Association) provide ‘per population’ benchmarks for some of the green infrastructure typologies discussed in this section. These benchmarks are as follows:
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Table 25: Fields in Trust recommended benchmark guidelines for informal outdoor space
Open space typology Quantity guideline (hectares per 1,000 population) Parks and gardens 0.80 Amenity greenspace 0.60 Natural and semi-natural 1.80
The protection and enhancement of green infrastructure is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure). Additionally, the Strategic Green and Open Spaces Review Board reports on the state of green infrastructure in Liverpool. The Board has provided recommendations on maintaining and improving green infrastructure, the final report outlining these recommendations published by the Board in 2016 has also been used to inform this chapter. The site audit for the OSA identifies assess in total, 320 open spaces (including provision for children and young people) to evaluate site value and quality. Liverpool’s 115 Parks and Gardens comprise the most significant proportion of these sites. The approach taken by the OSA consultants classifies each site based on its primary open space functional purpose, so that each type of space is counted only once. This analysis, as shown in the table below means that it is possible to show the importance of Liverpool’s parks and the significant contribution they make to the City’s wide range of open space types. Table 26: The Contribution of Liverpool’s Parks and Other Sites to Key Open Space Functions across the City
Open Space by Primary Number of Number of Other Total Number of Functional Type Parks Sites Sites Parks and Gardens 52 2 54 Natural and semi-natural 4 21 25 greenspace Amenity greenspace 55 46 101 Provision for children and young 2 54 56 people Allotments 27 27 Cemeteries 2 20 22
Civic space 5 5
Green corridors 31 31
115 205 320
12.2.1 Parks and Gardens The typology of parks and gardens includes urban parks, country parks and formal gardens (including designed landscapes). It is necessary to distinguish the difference between parks and amenity greenspace. Parks are defined by the LCC OSA 2017 as sites with formal layouts, well defined boundaries and entrances that normally include a network of paths, seating and/or other facilities and features. In
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contrast, amenity greenspace is considered as grassed areas with no significant facilities and generally few features. Parks in Liverpool are owned by the City Council and maintained by a joint- partnership comprising the City Council and Glendale Liverpool Limited. Park maintenance is funded by the City Council through the budget set by central government. A study conducted by KKP concluded that there are 115 Parks and Gardens in Liverpool performing a wide range of opens space functions. Of the 115 Parks and Gardens maintained by the City Council 54 sites are classified as parks and gardens by KKP for the purposes of the OSA in view of their formal layouts, well defined boundaries and entrances that normally include a network of paths, seating and/or other facilities and features covering an area of 911.10 hectares. This is because KKP’s approach focuses on the primary characteristics and function of a site, irrespective of the name by which the space may be known. These are summarised as follows: Table 27: Distribution of parks and gardens by analysis area (source: LCC OSA 2017)
Analysis area Parks and gardens Number Size (ha) City Centre 5 5.11 Inner North 9 193.18 Inner South 9 224.19 Outer North 14 238.92 Outer South 17 249.69 LIVERPOOL 54 911.10
Figure 13: Map of analysis areas shows the Outer South Analysis Area has the greatest number of sites. It also contains some of the largest singular sites across the City. The largest single park site is the Croxteth Hall and Country Park in the Outer North Analysis Area, which accounts for the majority of provision in the area. At over 189 hectares it is the single largest park site in Liverpool. Other significantly sized sites include Walton Hall Park (56 hectares), Newsham Park (49 hectares) and Everton Park (47 hectares) in the Inner North Analysis Area; Sefton Park (98 hectares) and Wavertree Park (44 hectares) in the Inner South Analysis Area and Calderstones Park (49 hectares) in the Outer South Analysis Area. While there are no statutory standards of provision for parks and gardens, and existing provision considered satisfactory. The protection and enhancement of parks is supported by the Submission Draft Local Plan in Policies GI 1, GI 2 and GI3.
12.2.2 Natural and Semi-Natural Greenspace Natural and semi-natural green space are defined by the LCC OSA 2017 as including woodland and scrub, grassland, heath or moor, wetlands, wastelands,
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bare rock habitats and commons. Such sites are often associated with providing wildlife conservation, biodiversity and environmental education and awareness. In total, 25 sites are identified as natural and semi-natural greenspace, totalling over 194 hectares of provision. These are summarised as follows: Table 28: Distribution of natural and semi-natural greenspace by analysis area (source: LCC OSA 2017)
Analysis Area Natural and semi-natural greenspace Number Size (ha) City Centre - - Inner North 3 3.71 Inner South 1 2.24 Outer North 11 98.42 Outer South 10 89.74 LIVERPOOL 25 194.12
A significant amount of provision across the City is located in the Outer North Analysis Area (98 hectares). Over half of the total provision of identified natural and semi-natural greenspace in the City can be attributed to four large sites. Two of these are located in the Outer North Analysis Area; Fazakerley Ecology Park (26 hectares) and Craven Wood & Dam Wood (25 hectares). The other large forms of provision are Childwall Woods and Fields (25 hectares) and Speke Garston Coastal Reserve (36 hectares) in the Outer South Analysis Area. The protection and enhancement of biodiversity assets is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure).
12.2.3 Amenity Greenspace Amenity green space is defined by the LCC OSA 2017 as sites offering opportunities for informal activities close to home or work or enhancement of the appearance of residential or other areas. It includes informal recreation spaces, housing green spaces, village greens and other similar space. Amenity green spaces comprise grassed areas with no significant facilities and generally few features. There is a total of 101 amenity greenspace sites identified in the City with over 225 hectares of provision. Amenity spaces are most often found within areas of housing and function as informal recreation spaces or as open spaces along highways that provide a visual amenity. A site threshold of 0.2 hectares has been applied.
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Table 29: Distribution of amenity greenspace sites by analysis area (source: LCC OSA 2017)
Analysis area Amenity greenspace Number Size (ha) City Centre 4 2.05 Inner North 20 31.17 Inner South 19 27.85 Outer North 25 60.31 Outer South 33 104.51 LIVERPOOL 101 225.89
The protection and enhancement of locally important open spaces, including amenity spaces, is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure).
12.2.4 Provision for Children and Young People This type of provision includes areas designated primarily for play and social interaction involving children and young people, such as equipped play areas, ball courts, skateboard areas and teenage shelters. Provision for children is deemed to be sites consisting of formal equipped play facilities typically associated with play areas. This is usually perceived to be for children under 12 years of age. Provision for young people can also include equipped sites that provide more robust equipment catering to older age ranges. It can include facilities such as skate parks, BMX, basketball courts, youth shelters and Multi-Use Games Areas (MUGAs). A total of 56 sites are identified in the City as provision for children and young people. This combines to create a total of nearly 6 hectares. Table 30 below shows the distribution of provision. Table 30: Distribution of provision for children and young people by analysis area
Analysis area Provision for children and young people Number Size (ha) City Centre 3 0.28 Inner North 17 1.21 Inner South 10 1.10 Outer North 9 0.51 Outer South 17 2.55 LIVERPOOL 56 5.65
The protection and enhancement of parks which includes provision for children and young people is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure).
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12.2.5 Allotments Allotments are defined as open spaces that provide ‘opportunities for those people who wish to do so to grow their own produce as part of the long-term promotion of sustainability, health and social interaction.’ This may include allotments, community gardens and city farms. The majority of sites are owned by LCC. The exceptions are the Randles Bridge Farm and Broadway Allotment sites (both sites are located in the Outer North analysis area). To help provide a more efficient process of site and plot management, the majority of LCC sites (around 75%) are self-managed through site committees with LCC providing an advisory role. Currently demand appears to outweigh supply; demonstrated by the length of site waiting lists. This reflects a national trend of more people aspiring to have an allotment for reasons of healthy living and self-sufficiency. The OSA (2017) supports the use of waiting lists as a means to determine future requirements of provision (in conjunction with accessibility mapping) as opposed to a standards approach. There are 27 sites classified as allotments in Liverpool, equating to over 64 hectares as identified by the LCC OSA 2017. Table 31: Distribution of allotment sites by analysis area (source: LCC OSA 2016)
Analysis area Allotments Number of sites Size (ha) City Centre - - Inner North 2 6.19 Inner South 7 20.19 Outer North 8 17.49 Outer South 10 20.31 LIVERPOOL 27 64.18
The protection and enhancement of locally important open spaces, including allotments, is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure).
12.2.6 Cemeteries and churchyards While LCC has a statutory requirement to provide sufficient cemetery and graveyard capacity, the provision of these resources from a capacity perspective is addressed in Chapter 14. This section addresses cemeteries and churchyards as an open space resource. Cemeteries and churchyards include areas for ‘quiet contemplation and burial of the dead’. There are 22 sites classified as cemeteries or churchyards, as identified by the LCC OSA 2017, equating to over 198 hectares of provision in Liverpool.
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Management of the main active cemetery sites is undertaken by the LCC. In addition, some ‘closed’ churchyards are also maintained and there are nine non- council sites identified. Table 32: Distribution of cemeteries by analysis area (source: LCC OSA 2017)
Analysis area Cemeteries/churchyards Number of sites Size (ha) City Centre 4 7.59 Inner North 2 45.57 Inner South 3 20.09 Outer North 8 72.91 Outer South 5 52.63 LIVERPOOL 22 198.79
12.2.7 Civic space Civic space includes civic and market squares and other hard surfaced areas designed for pedestrians, providing a setting for civic buildings, public meetings, demonstrations and community events. Also included as civic space are publicly accessible docks and marinas. Five civic space sites across the city have been identified by the LCC OSA 2017. Table 33: Distribution of civic spaces by analysis area (source: LCC OSA 2017)
Analysis area Civic space Number of sites Size (ha) City Centre 4 15.80 Inner North - - Inner South 1 16.74 Outer North - - Outer South - - LIVERPOOL 5 32.54
The five civic space sites are identified as: • Pier Head Open Space; • Abercromby Square; • Wapping / Albert / Salthouse / Canning Docks; • Queens / Coburg / Brunswick Docks; and • St George’s Plateau. The largest being the Wapping / Albert / Salthouse / Canning Docks (12.1 hectares) and Queens / Coburg / Brunswick Docks (16.7 hectares). The protection of open space, including civic space is supported by the Submission Draft Local Plan, in Policy GI 3 (Open Space, Sport and Recreation Provision).
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12.2.8 Green Corridors The green corridors typology is defined by the LCC OSA 2017 as including sites that offer opportunities for walking, cycling or horse riding, whether for leisure purposes or travel. Such sites also provide opportunities for wildlife migration. This may include river and canal banks, road and rail corridors, cycling routes, pedestrian paths, rights of way and permissive paths. There are 30 green corridors, equating to over 123 hectare of provision, identified in Liverpool by the LCC OSA 2017. Table 34: Distribution of green corridors by analysis area (source: LCC OSA 2017)
Analysis area Green corridors Number of sites Size (ha) City Centre - - Inner North 9 18.52 Inner South 6 11.01 Outer North 6 39.39 Outer South 9 54.14 LIVERPOOL 30 123.06
The Outer South and Outer North Analysis Areas combined account for over 75% of all green corridor provision identified in Liverpool. The protection and enhancement of biodiversity assets is supported by the Submission Draft Local Plan, in Policy GI 1 (Green Infrastructure).
12.3 Fitness of Provision The LCC OSA 2017 applies the following accessibility standards relating to various green infrastructure typologies that will be used as a variable (alongside quality, quantity and value) to assess fitness of provision: Table 35: Accessibility standards for green infrastructure provision
Typology Applied standard Parks and gardens 15 minute walk time (1200m) Natural and semi-natural 15 minute walk time (1200m) Amenity greenspace 5 minute walk time (400m) Provision for children and young people 10 minute walk time (800m) Allotments 15 minute walk time (1200m) Cemeteries No standard set Green corridors No standard set Civic spaces No standard set
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12.3.1 Parks and Gardens In general, there is good coverage of parks based on a 15 minute walk time and there are no significant gaps resulting in a high standard of park provision for Liverpool. Most park and garden sites in Liverpool (73%) rate above the threshold set for quality; demonstrating the generally high standard of existing provision as defined by the LCC Open Space Assessment methodology. The quality of parks and gardens provision is viewed positively with respondents to the Parks and Green Space Survey being either very satisfied (45%) or quite satisfied (40%). Further supporting the quality of provision is the small proportion of respondents that are quite dissatisfied (7%) or very dissatisfied (3%). Discussions with LCC have revealed that, spatially, park provision is sufficient, although quality of provision varies. Subsequently, the approach taken by LCC is to focus on maintenance and improvement rather than the creation of new parks provision. In recent years, due to budget cuts, there has been a trend towards re- wilding green infrastructure as a means of minimising ongoing maintenance costs. The joint venture with Glendale Ltd for maintaining parks is due to end in 2018.
12.3.2 Natural and Semi-Natural Greenspace An accessibility standard of a 15 minute walk time shows some gaps in catchment, however, these are met by other forms of open space provision. The quality of natural and semi-natural greenspace provision is viewed positively with respondents to the Parks and Green Space Survey being either quite satisfied (43%) or very satisfied (29%). Further supporting the quality of provision is the small proportion of respondents that are quite dissatisfied (7%) or very dissatisfied (3%).
12.3.3 Amenity Greenspace Provision of amenity green space is relatively evenly spread across the city. A standard of reasonable coverage for amenity greenspace has been identified as being accessible within a five minute walking distance. Using this standard, the LCC OSA 2017 suggesting a reasonably even level of coverage for amenity greenspace within Liverpool. Gaps in provision are noted. Three sites are identified as having restricted access (Turner Memorial Field, Donaldson Street Rec Ground and Derwent Square). These sites are currently included in the audit as it is uncertain as to the level/extent of public access. Gaps are, however, well-served by other open space typologies such as parks. Overall amenity greenspace quality is positive. Respondents to the Parks and Green Space Survey were generally quite satisfied (34%); a further 16% were very satisfied in terms of quality. Further supporting the quality of provision is the small proportion of respondents that were quite dissatisfied (13%) or very dissatisfied (6%). Most sites (64%) rate above the LCC OSA 2017 quality threshold, spaces in the Outer North and Outer South Analysis Areas scored better with 72% and 70% of
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sites respectively rating above the threshold. Proportionally there are more sites in the City Centre Analysis Area (75%) and the Inner South (47%) that rate below the threshold. Both areas contain a number of sites that are lacking in ancillary facilities and features. Subsequently, sites can be unattractive with no reason or obvious benefit for people to visit/use. However, it is important to recognise that despite scoring below the threshold for quality, sites may still have the potential to be of a high value to the community. For instance, if a site is the only form of open space in that local area it may be of high value given it is the only provision of its type. Amenity greenspace often makes a valuable contribution to visual aesthetics for communities.
12.3.4 Provision for Children and Young People No major gaps in provision are identified against a 10 minute walk time standard, although minor gaps are noted to the Outer North and Outer South areas of the city. New provision is unlikely to be required given gaps are in areas of low density populations. Provision of additional play equipment at existing sites to meet needs of older children and young people should be considered. The majority of play sites (78%) have been assessed to be above the threshold for quality. However, there is a significant spread between the highest and lowest scoring sites across Liverpool. Reasons for low scoring sites include their limited range of play equipment, lack of controls to prevent illegal use, bins and signage in comparison to others. In contrast, Picton Playground received the highest score of 88% due to its range and condition of play equipment. The site also benefits from additional features such as seating, signage, bins and fencing provided. All play provision is rated as being high value, reflecting its role in providing healthy, inclusive and safe access across the city.
12.3.5 Allotments If the National Society of Allotment and Leisure Gardeners (‘NSALG’) standard is applied to the city, the current provision of 64.18 hectares is 53.5 hectares below the NSALG recommended standard. Individual analysis areas fall short of the NSALG recommendation city-wide. Assessment of ‘waiting lists’ as an approach to identifying need is considered by the LCC OSA 2017 to be more practical than the NSALG standard. Assessment of waiting lists city-wide suggests demand for allotments is not met by supply. However, in contrast to the NSALG standard (suggesting 53.5 hectare deficiency), the waiting list figures suggest that the additional number of allotments required is only 13.1 hectares (using NSALG average plot size of 0.025 hectares). Not all identified sites are operating at 100% occupancy due to issues with plots flooding. This, along with vandalism are the two main concerns regarding quality of sites. Consultation suggests the number of targeted thefts occurring is increasing, particularly at sites with shared equipment. All allotments are viewed as being of high value reflecting the associated social inclusion and health benefits, their amenity value and the sense of place offered by provision. High
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waiting list numbers suggest that continuing measures should be made to provide additional plots or bring unused plots back into use where feasible, while continuing the current City Council policy whereby any new plots that become available are considered as to whether it is suitable to split plots further. The perception of the quality of provision is generally positive with respondents being either quite satisfied (28%) or very satisfied (19%). However, most respondents to the Parks and Green Space Survey (39%) are neither satisfied nor dissatisfied with allotments. This is not an uncommon trend as it reflects the niche use of this type of open space. Only a small proportion of respondents are quite dissatisfied (9%) or very dissatisfied (6%) with quality.
12.3.6 Cemeteries and Churchyards There is a fairly even distribution of provision across the city. The need for additional cemetery provision should be driven by the requirement for burial demand and capacity. As one of the main providers for future burial capacity, Allerton Cemetery is noted as having circa 7-8,000 grave plots available. Everton Cemetery is next with circa 4-5,000 grave plots. Discussion with LCC officers confirms sufficient capacity within existing cemeteries over the plan period, therefore provision can be considered sufficient. The majority of cemeteries and churchyards are rated as high quality, predominantly due to the excellent level of maintenance and cleanliness observed. However, a few sites score below the quality threshold. These are identified as either closed churchyards or non-council sites. Nearly all cemeteries are assessed as high value in Liverpool, reflecting that generally provision has a cultural/heritage role and provide a sense of place to the local community.
12.3.7 Civic Space The quality and value of all five identified civic space sites is deemed to be of a high standard overall with a generally good level of maintenance and appearance. The five civic spaces identified are further assessed in terms of quality and value by the LCC OSA 2017, as follows: Table 36: Assessment of identified civic spaces in Liverpool (source: LCC OSA 2017)
Site name Analysis area Quality score Value score Pier Head Open Space City Centre High High Abercromby Square City Centre High High Wapping/Albert/Salthouse/Canning Docks City Centre High High Queens/Coburg/Brunswick Docks Inner South High High St George’s Plateau City Centre High High
No adverse issues relating to civic space are highlighted or observed. The sites also have a unique cultural/heritage value. There are also other forms of civic space provision in the city (for example within district and local centres, in the universities, within shopping centres such as Liverpool One) that provide
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localised opportunities associated with the function of civic space – provision can therefore be considered sufficient.
12.3.8 Green Corridors There are 30 sites classified as green corridors in Liverpool, equating to over 123 hectares. There are also other forms of provision in the city (e.g. parks, natural and semi-natural sites) that provide additional opportunities associated with green corridors. Availability and access to riverside provision is generally positive with the majority of respondents rating it very or quite satisfactory. Quality is also rated highly as evidenced in assessment scores and survey returns. The value of all identified sites is rated above the threshold indicating the positive social and health benefits provision offers. There are 11 sites identified as being below quality and value thresholds. These have been highlighted as having no noticeable features or ancillary provisions i.e. lack of seating, signage or fencing, as well as issues with access.
12.4 Planned Schemes
12.4.1 Submission Draft Local Plan Growth • New public woodland: Provision of new public woodland is recommended on two sites of approximately 2 hectares in size, one to the north of the City Centre and one in the eastern core of Liverpool81. • Green corridors: There are significant opportunities for the City Council and other agencies, such as Merseytravel or Sustrans, to put in place a coherent plan that creates the initial grid of a citywide green corridor network. The Horizon 2020 funding has been secured to trial and monitor the retrofitting of Nature Based Solutions and green corridors in three identified city centre locations. This will take place between June 2017 and June 2020. The network of green corridors will be developed over a longer time scale and largely funded through both partnering with key stakeholders as outlined above and the use of S106 contributions. • Leeds Liverpool Canal: Future linkage of the Leeds Liverpool Canal with the major city-scale development at Liverpool Waters.
81 The Draft Liverpool Local Plan September 2016
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Figure 14: Green corridors forming a Green Web, as recommended by the Strategic Green and Open Spaces Review Board
© Liverpool City Council
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12.5 Impact of Development Proposals Policies GI 1 and GI 3 of the Submission Draft Local Plan seek to protect and enhance existing green infrastructure, and will treat proposals for new development as unacceptable which would result in a loss of green infrastructure except where it can be demonstrated that it would not result in material harm. Policy GI 7 states that all new development should make an appropriate contribution to the enhancement of the City’s green infrastructure resource. As there are currently no major gaps in provision, these policies mean that the development set out in the Submission Draft Local Plan (2013-2033) would be required to include provision for green infrastructure which will meet its own demand. This may either be on site or where improvements to the quality of nearby sites would enhance their capacity to meet local qualitative needs.
12.6 Delivery and Responsibilities LCC own the majority of sites and maintenance is provided through a joint venture partnership between LCC and Glendale Ltd. Funding is received through budget from central government and developer contributions. In terms of the green corridors network, some of this land is in private ownership and delivery and maintenance responsibility will rely on co-operation from relevant land owners. Delivery of new green infrastructure is likely to be linked with the delivery of new housing and employment land through Section 106 agreements, supported by Submission Draft Local Plan policies as set out in Section 17.3.3.
12.7 Summary The OSA (2017) looks at quality, value and accessibility of open spaces within the city. In summary: • The majority of assessed open spaces in the City rate above the quality thresholds set. No significant quality issues are highlighted. • The majority of sites are assessed as being above the threshold for value. • In general, the applied walk time catchments for each typology tends to provide a sufficient level of coverage to the analysis areas. However, some minor gaps are highlighted for certain typologies and recommendations identified to address this. The report outlines policy implications and recommendations, outlining where enhancement of quality or equipment is recommended. Furthermore, discussions with LCC officers has confirmed that: • There is 13.1 ha identified allotment deficiency (based on waiting lists), however there is no statutory requirement to meet demand.
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• Planned investment will improve the quality and quantity of natural and semi- natural greenspace provision, however there is no known planned investment which could resolve the identified deficiencies in allotment provision.
12.7.1 Infrastructure Scheme Summary The following table presents planned and potential projects for Green Infrastructure provision.
Ref Location Project Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanis Phasing Funding Desirable Agency m G1 Liverpool Green Desirable LCC with S106 / Unknown Throughout Unknown, Wide corridor (priority Merseytravel/ CIL plan period network for GI) Sustrans (2013-33) linked up to form a Green Web G2 North of New Desirable LCC LCC Unknown Unknown Unknown- City public capital potential Centre woodland plans/ funding and on two S106/ CIL gap Eastern sites Core G3 Riverside Leeds Desirable LCC with LCC Unknown Unknown Unknown- Liverpool Merseytravel/ capital potential Canal Sustrans plans/ funding linkage S106/ CIL with Liverpool Waters
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13 Sport, Leisure and Recreation
The following chapter of the Infrastructure Delivery Programme covers the provision of sport, leisure and recreation infrastructure for the City of Liverpool. This includes the provision of dedicated playing pitches, indoor and outdoor sport and leisure facilities.
13.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document LCC Draft Playing Pitch Assessment (2013) LCC Draft Playing Pitch Strategy (2015) Discussions with LCC Officers Fields in Trust Guidance for Outdoor Sport and Play Beyond the Six Acre Standard (October 2015) Interview Discussion with Interim Head of Sport and Recreation at Liverpool City Council
13.2 Current Infrastructure The Liverpool City Council Draft Playing Pitch Assessment 2013 (‘LCC Draft PPA 2013’) assesses the provision for football, cricket, rugby union, rugby league, hockey and other pitch sports. The LCC Draft PPA has largely been used to inform the chapter, as a draft document, information has been used alongside discussions with LCC officers. It should be noted that a refresh of the LCC Draft PPA 2013 is being carried out to update the Playing Pitch Strategy. This is due to be completed in 2018. The information in this chapter therefore reflects the current position based on 2013 evidence, and will be updated following the publication of the PPA refresh. The LCC Draft PPA 2013 divides the city into five analysis areas as part of the assessment methodology, these analysis areas allow for more localised assessment of provision. The analysis areas are defined as follows:
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Table 37: Analysis areas
Analysis area Population (2013) City Centre 28,491 Inner North 92,047 Inner South 94,649 Outer North 138,425 Outer South 117,168 LIVERPOOL 470,780
Figure 15: Map of analysis areas
© Liverpool City Council
Although there are no statutory requirements for level of provision for sport, leisure and recreation, guidelines by the Fields in Trust (formerly National Playing Fields Association) are typically used as industry standard for playing pitch provision. The Fields in Trust Guidance for Outdoor Sport and Play recommends the following levels of provision:
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Table 38: Fields in Trust recommended benchmark guidelines for formal outdoor space
Open space typology Quantity guideline Walking guideline (hectares per 1,000 (walking distance: metres population) from dwellings) Playing pitches 1.20 1,200m All outdoor sports 1.60 1,200m Equipped/designated play areas 0.25 100 – 1,000m Other outdoor provision 0.30 700m
The protection of sport, leisure and recreation provision is supported by Section 8 of the NPPF and the Draft Submission Local Plan, in Policy GI 3 (Open Space, Sport and Recreation Provision).
13.2.1 Football Football pitches are located on a mixture of privately owned and/or managed and local authority sites. The allocation and booking of sports pitches is managed by the City Council’s Outdoor Services Team. Liverpool County FA (LCFA) is the primary organisation responsible for development (and some elements of administration) of football in Liverpool including development of clubs and facilities.82
Grass pitches A variety of providers in Liverpool manage sites containing grass football pitches. The City Council own the majority of sites, other providers include: • Alder Sports Club; • Cheshire Lines (British Rail) Sports Ground; • Dockers; • Mossley Hill Athletics Club; • North End Sports & Social Club; • Jacobs Sports & Social Club; • Merseyside Police; • HMP; • Tiber Street Project; and • Alt Valley Community Trust. There are 61 sites providing grass football pitches currently used for community use in Liverpool, providing a total of 229 grass football pitches.
82 LCC Draft Playing Pitches Assessment Report (2013)
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Table 39: Distribution of pitches used for community use (source: LCC Draft PPA 2013).
Analysis Area Number of pitches Adult football Youth football Mini soccer (11v11) 7v7 9v9 11v11 5v5 7v7 Liverpool North 51 1 15 19 2 15 Liverpool City Centre - - 2 - - - Liverpool South 66 2 13 18 7 18 LIVERPOOL 117 3 30 37 9 33
Over half (53%) of football pitches in Liverpool are rated as standard quality and 31% of pitches are rated as good quality. Clubs predominantly rate pitches as overall acceptable quality (45%). WIGAN Based on discussions with LCC officers, grass football pitch provision is generally well-distributed throughout populated areas of the Local Authority boundary. Figure 16: Location of football pitches in Liverpool mapped by availability for community use (source: LCC Draft PPA 2013).
Liverpool 10 Football sites by availability 71 86 No community use 45 Community use SEFTON 104 Analysis area boundary 40 77 27 19 Population density per square mile 85 78 75 29,100 to 45,800 7 90 22,700 to 29,100 52 29 18,200 to 22,700 92 43 ST. HELENS 16,100 to 18,200 35 14,400 to 16,100 12,800 to 14,400 North 10,800 to 12,800 8,500 to 10,800 31 15 68 6,200 to 8,500 12 99 23 47 800 to 6,200 38 49 22 105 42 16 87
102 58 25 89 95 34 97 91 KNOWSLEY 33
36 28 57 98 City 37 11 Centre 48 84 13 4 46 62 88 39 3 1 41 51 WIRRAL 2 55 32 South 101 66 17 70 6 53 8 WARRINGTON 18 44 103 5 24 30 14 76 21 67 93
94
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Playing pitch provision is covered by Policy GI 3 in the Submission Draft Local Plan. Where development impacts on open space, improvements to facilities will be sought in accordance with relevant sport specific design guidance.
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Sixty clubs report plans to increase the number of teams they could provide for in the future and 24 clubs express unmet demand for access to more pitches to accommodate current demand. Fifty-three clubs express potential spare capacity in Liverpool, as well as an additional 20 Primary Schools not currently available for community use. Of the 128 pitches with spare capacity, 56.5 pitches are available within the peak period (or around 45%). This equates to 113 match equivalent sessions as actual spare capacity. Twenty-two sites are identified as being overplayed in Liverpool. Poor quality pitches are a significant factor for these overplayed in Liverpool. Although some sites with spare capacity could accommodate play from overused sites, there is a particular need for access to better quality pitches to meet unmet and future demand also identified.
Artificial grass pitches Provision, ownership and management of artificial football pitches is outlined in section 13.2.1. There are several surface types that fall into the category of artificial grass pitch (‘AGP’). The three main groups are rubber crumb (3G), sand (filled or dressed) and water based. Competitive football can take place on all 3G surfaces. Football training can take place on sand and water based surfaces but is not the preferred option. Spatial analysis suggests that AGPs are more prominent in the south part of the city. Current provision of artificial grass pitches is outlined as follows: Table 40: AGPs used for football in Liverpool
Site name Area of Size Pitch type city Everton Park Sports Centre North 2 x 9v9 Short Pile 3G 2 x 5v5 (40mm) Hope Park Sports – Liverpool Hope South Full Size Sand Filled University IM Marsh Campus – LJMU South Full Size Sand Filled King David High South Half Size Short Pile 3G (40mm) Liverpool College South Full Size Sand Filled Liverpool Soccer Centre North Full Size Sand Filled Parklands High School South Full Size Sand Filled St Edward’s College North Full Size Sand Filled The Bluecoat School South Full Size Short Pile 3G (40mm) Wyncote Sports Ground – University of South 2 x Full Sand Filled Liverpool Size
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Figure 17: Location of full size AGPs in comparison with football pitches with community use in Liverpool
Liverpool - Football 10 AGP - Half size 71 Sand Dressed 45 Short Pile 3G SEFTON AGP - Full size 27 19 75 Sand Dressed 85 Sand Filled 7 Short Pile 3G 106 29 Football sites by availability 35 43 ST. HELENS Community use Analysis area boundary North Population density per square mile 31 29,100 to 45,800 15 68 12 22,700 to 29,100 23 18,200 to 22,700 38 22 47 42 16,100 to 18,200 16 59 14,400 to 16,100 12,800 to 14,400 58 25 34 10,800 to 12,800 8,500 to 10,800 33 KNOWSLEY 6,200 to 8,500 800 to 6,200 36 28 57 37 11 City 48 Centre 84 60 13 4 46 88 39 3 1 41 51 WIRRAL 32 2 66 South 70 17 53 6 WARRINGTON 18 44 8 5 24 30 76 21 14 67
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50 20
© Crown Copyright. All rights reserved. Licence number 100020577. Created by Knight, Kavanagh & Page (www.kkp.co.uk) © Liverpool City Council Playing pitch provision is protected by Policy GI 3 in the Submission Draft Local Plan. Where development impacts on open space, improvements to facilities will be sought in accordance with relevant sport specific design guidance. There are 18 football teams playing competitively on AGPs in Liverpool. All of these are youth teams playing at Everton Park Sports Centre in the Scotland Road Youth Football League, which operates as a central venue league. The Football Association (FA) considers high quality third generation artificial grass pitches as an essential tool in promoting coach and player development. The FA can support intensive use and as such are great assets for both playing and training. Primarily such facilities have been installed for community use and training, however, are increasingly used for competition which the FA wholly supports. In addition, AGPs are in high demand for football training. Peak hours are 6pm – 9pm Tuesday to Thursday and some clubs report no accessibility at this time.
13.2.2 Cricket The Lancashire Cricket Board (LCB) is the governing and representative body for cricket within the County. There are 24 cricket pitches available for community use in Liverpool, accommodating 93 teams (including senior men, women and juniors). Non-
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technical site assessments generally score the quality of available cricket pitches as standard to high. Club consultation generally supports this, however, clubs including Mossley Hill CC and Aigburth CC suggest that they are looking to replace artificial wickets due to poor quality. Alder CC (using Cardinal Heenan College) also report that the quality of the pitch at this site is likely to improve due to changes in maintenance. There are 20 sites providing a total of 24 cricket pitches currently available for community use identified in Liverpool, these are outlined as follows: Table 41: Distribution of cricket pitches (source: LCC Draft PPA 2013).
Analysis area No. of pitches Liverpool North 6 Liverpool City Centre - Liverpool South 18 LIVERPOOL 24
Five of the above sites are standalone artificial wickets, and are all provided at education sites. There are two sites within Liverpool North that have cricket pitches which are not available for community use. North Liverpool Academy has one grass wicket only and is unsuitable for competitive use and Archbishop Beck Sports College has one artificial wicket.
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WIGAN
Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
Figure 18: Location of cricket pitches
Liverpool Cricket sites by availability No community use Community use SEFTON Analysis area boundary 40 Population density per square mile 29,100 to 45,800 22,700 to 29,100 18,200 to 22,700 ST. HELENS 16,100 to 18,200 43 14,400 to 16,100 12,800 to 14,400 North 10,800 to 12,800 8,500 to 10,800 6,200 to 8,500 800 to 6,200
59 49 42 58 25
KNOWSLEY
74 57 City 48 Centre
72 3 41 51 WIRRAL 1 2 66 South 70 WARRINGTON 53
69 76 67
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Table 42: Cricket pitches in Liverpool
Site name Area of Community Cricket city use pitches Alder Sports Club North Yes 1 Archbishop Beck Sports College North No 1 Cardinal Heenan Sports College North Yes 1 De La Salle Academy North Yes 1 Newsham Park Playing Fields North Yes 1 North Liverpool Academy North No 1 St Edward's College North Yes 2 Aigburth Bowling & Cricket Club South Yes 1 Calderstones School South Yes 1 Cheshire Lines (British Rail) Sports Ground South Yes 1 Childwall Sports & Science Academy South Yes 1 Greenbank Sports Academy - University of South Yes 1 Liverpool
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Site name Area of Community Cricket city use pitches King David High South Yes 1 Liverpool College South Yes 2 Liverpool Cricket & Sports Club South Yes 2 Mossley Hill Athletics Club South Yes 1 Riversdale Police Club South Yes 1 Sefton Park Cricket Club South Yes 2 St Francis Xavier School South Yes 1 St Margaret's High School South Yes 1 Wavertree Cricket Club South Yes 1 Wyncote Sports Ground - University of South Yes 1 Liverpool
13.2.3 Rugby Union The Rugby Football Union (RFU) is the national governing body responsible for grassroots and elite rugby in England. The rugby union playing season operates from September to April. Most clubs play on pitches that are either education or privately owned/managed sites. Only two, Sudley Estate Playing Fields and Otterspool, are owned by LCC and maintained by Glendale. In total, there are 14 grass rugby union pitches in Liverpool across eight sites, all are available for community use. Spatial analysis suggests that Rugby Union provision is more prominent in the south of the city. There are no rugby pitches in Liverpool City Centre. Table 43: Distribution of Rugby Union pitches (source: LCC Draft PPA 2013)
Analysis Area No. of available pitches Senior Mini/midi Liverpool North 5 - Liverpool City Centre - - Liverpool South 9 - LIVERPOOL 14 -
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WIGAN
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Figure 19: Location of Rugby Union pitches
Liverpool Rugby Union sites by availability Community use Analysis area boundary SEFTON Population density per square mile 29,100 to 45,800 22,700 to 29,100 18,200 to 22,700 16,100 to 18,200 ST. HELENS 14,400 to 16,100 12,800 to 14,400 North 10,800 to 12,800 8,500 to 10,800 6,200 to 8,500 800 to 6,200 73 59 42
KNOWSLEY
57 City Centre 4
WIRRAL 1 2 32 South
WARRINGTON 26 53
69 76
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Table 44: List of Rugby Union sites (source: LCC Draft PPA 2013)
Site name Analysis area Community Senior Mini use rugby rugby union union Cardinal Heenan Sports College North Yes 1 Sefton RFC North Yes 3 St Edward's College North Yes 3 Childwall Sports & Science Academy South Yes 1 Hope Park Sports - Liverpool Hope South Yes 1 University Liverpool College South Yes 4 1 Liverpool Collegiate RFC (Liverpool South Yes 3 Cricket & Sports Club) Otterspool Park South Yes 1 Riversdale Police Club South Yes 1 St Margaret's High School South Yes 1 Sudley Estate Playing Fields South Yes 1
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Site name Analysis area Community Senior Mini use rugby rugby union union Wyncote Sports Ground (University of South Yes 3 Liverpool)
All clubs playing at privately owned/managed sites have access to changing room provision and the quality of them is generally viewed by clubs as acceptable to good with the exception of Sudley Estate Playing Fields and Otterspool where there are limited facilities. Senior membership levels have been growing rapidly over the last three years and as a result have gone from having one senior team to three senior teams in that period of time and, if this trend continues, clubs may potentially be unable to accommodate additional teams.
13.2.4 Rugby League The national governing body for grassroots and elite rugby league in England is The Rugby Football League (RFL). In Liverpool rugby league competitions and junior activities are administered by the leagues. The season runs from February to September, with the exception of university teams that play in winter. All designated rugby league pitches in Liverpool are located at education sites. North Liverpool Academy is not currently available for community use due to a lack of demand. In total, five grass rugby league pitches are available for community use in Liverpool across four sites. North Liverpool Academy also has a junior rugby league pitch on site but is not available for community use. There are no rugby pitches in Liverpool Centre. The majority of rugby league pitches are located in the south of the city.
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Figure 20: Location of Rugby League sites
Liverpool Rugby league sites by availability No community use Community use SEFTON Analysis area boundary Population density per square mile 29,100 to 45,800 22,700 to 29,100 18,200 to 22,700 ST. HELENS 16,100 to 18,200 43 14,400 to 16,100 12,800 to 14,400 North 10,800 to 12,800 8,500 to 10,800 6,200 to 8,500 800 to 6,200
49
KNOWSLEY
City Centre 4
WIRRAL 2 South
8 WARRINGTON
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Table 45: List of Rugby League sites (source: LCC Draft PPA 2013)
Site name Analysis area Community Senior rugby Junior use rugby De La Salle Academy North Yes - 2 North Liverpool Academy North No - 1 Hope Park Sports - Liverpool South Yes 1 - Hope University IM Marsh Campus - LJMU South Yes 1 - Wyncote Sports Ground - South Yes 1 - University of Liverpool
All rugby league sites have access to changing accommodation with quality and quantity varying across sites. Quality of changing room accommodation is generally viewed as ‘acceptable’ or ‘good’ by clubs. De La Salle Academy is currently building a sports centre on the site and as a result the changing rooms are temporarily closed and not available for community use.
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13.2.5 Hockey Governance of the sport is devolved by England Hockey (EH) at a regional and local level to regional and county associations. The game is played predominantly on sand based/filled artificial grass pitches (AGPs). Although competitive play cannot take place on third generation turf (3G) pitches, 40mm pitches may be suitable, in some instances, for beginner training and are preferred to poor grass or tarmac surfaces. All six full size AGPs suitable for hockey in Liverpool are located at either education or privately owned/ managed sites. These AGPs are suitable for competitive hockey and are available for community use. In addition, there are a further four half sized AGPs suitable for hockey training which are available for community use. All three hockey clubs in Liverpool rely fully on accessing hockey provision at privately owned/education sites as there are no local authority AGP’s suitable for competitive hockey. Table 46: Distribution of hockey sites (source: LCC Draft PPA 2013)
Site name Analysis Pitch Type Year Year No. of Pitch area built refurbished AGPs size St Edward's College North Sand Filled 1996 2010 1 Full Hope Park Sports - South Sand Filled 1996 2009 1 Full Liverpool Hope University IM Marsh Campus - South Sand Filled 2004 * 1 Full LJMU Liverpool College South Sand Filled 1999 2010 1 Full Parklands High School South Sand Filled * * 1 Full Wyncote Sports Ground - South Sand Filled 2006 * 2 Full University of Liverpool
In addition to these AGPs that are suitable for competitive club hockey, there are an additional two AGPs that may be used for school use and training. AGPs suitable for school use and hockey training:
Site name Analysis Pitch Type Year Year No. of Pitch area built refurbished AGPs size King David High South Short Pile * * 1 Half 3G The Bluecoat School South Short Pile * * 1 Half 3G
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13.2.6 Other pitch sports
Gaelic football Gaelic football is governed by Lancashire Gaelic Athletic Association (GAA). It is a growing sport in Liverpool and there are now five clubs competing in the Lancashire GAA. In addition to the Liverpool clubs, the League also hosts teams from Manchester, Chester and the Isle of Man. There are two dedicated Gaelic pitches in Liverpool one of which is located at Greenbank Sports Academy (University of Liverpool) and the other is located at Wavertree Playground (The Mistry). University rugby pitches are also used for Gaelic football.
Baseball Baseball is governed on both a national and local level by the English Baseball Association (EBA) which is based in Liverpool. Face to face consultation was carried out with the English Baseball Association which provided extensive information on baseball in Liverpool. There is only one dedicated baseball pitch in Liverpool which is located at the Maiden/Townsend Playing Fields (Liverpool North). The four remaining clubs in Liverpool all play at this site and have been doing so for the past eight years. The English Baseball Association (EBA) suggests that the quality of the pitch is adequate. There are four baseball clubs based in Liverpool each of which has one senior team. All teams play their fixtures at Maiden/Townsend Playing Fields on either a Tuesday evening or a Saturday afternoon. The EBA reports that baseball in Liverpool is in a poor state and there are very few senior teams remaining. It states that the junior game needs to grow and interest generated with youth people in Liverpool. The EBA run a schools youth league/training night on a Thursday night at Maiden/Townsend Playing Fields.
13.2.7 Public space and recreation A number of local centres across Liverpool would benefit from improvements to the public realm and environmental quality of place among other interventions as a means of improving commercial health.83
83 Liverpool Council Retail and Leisure Study 2016, September 2016
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13.3 Fitness of Provision
13.3.1 Football
Grass pitches Services are currently fit for purpose in regards to quality and quantity. Over half (53%) of football pitches in Liverpool are rated as standard quality and 31% of pitches are rated as good quality. They are located on a mixture of privately owned and/or managed sites and local authority sites. Clubs predominantly rate pitches as overall acceptable quality (45%). Twenty-two sites are identified as being overplayed in Liverpool and poor quality of these pitches is a significant factor for them. Although some sites with spare capacity could accommodate play from overused sites, there is a particular need for access to better quality pitches to meet unmet and future identified demand. Although there are some identified overplayed pitches in the north and south areas of the city – overall, the north, south and central parts of the city contain pitches with sufficient capacity.
Artificial grass pitches Both The FA and Sport England modelling suggests a need for more full size 3G pitches to service football in Liverpool. The Sport England model shows that unmet demand is at a consistent level across all analysis areas. This is further supported through consultation with clubs. It is likely that with the provision of more 3G pitches in Liverpool (which can accommodate competitive fixtures) that there will be a future reduction in demand for grass pitches, particularly at youth 9v9 size. Over and above the two new pitches being provided at Wavertree and Walton, one more additional 3G pitch to service football is needed with unmet demand being highest in North Liverpool. There is a need for three additional AGPs in Liverpool North, two additional AGPs in Liverpool South and one additional AGP in Liverpool City Centre to achieve sufficient capacity.
13.3.2 Cricket The draft LCC Playing Pitch Assessment suggests that current supply of cricket pitches is sufficient to meet the demands of cricket clubs. Education sites offer a significant supply of cricket pitches within Liverpool, most of which are available for community use. In order to accommodate displaced and future demand, improving pitch quality at school sites will meet the expressed demand. Participation growth will also generate the need to find additional pitches. Cricket capacity is concentrated in the south, however there is one cricket pitch with spare capacity in the north and two unused pitches in the north, suggesting that capacity is sufficient overall.
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13.3.3 Rugby Union Rugby training in Liverpool is generally accommodated on existing competitive grass rugby union pitches by community rugby clubs. As a result this contributed to a number of sites being overplayed beyond their carrying capacity which is the biggest issue. Sefton RFC and Liverpool Collegiate RFC are significantly overplayed due to the large number of competitive matches and training being accommodated. In addition, the quality of some of the pitches is already poor. The University of Liverpool reports that its site (Wyncoates) is currently unable to meet the demands placed upon it and has approached the RFU with regards to the need for a 3G pitch to help accommodate unmet demand. There is no spare capacity within the existing stock of rugby union pitches to accommodate further usage and there is a significant shortfall of pitches, primarily due to match pitches accommodating training and also the quality of the pitches. Unmet, displaced and future demand cannot be met by existing provision and at least three new pitches would be required to meet this level of demand. Improving the quality of a rugby pitch can increase the carrying capacity of a pitch and hence the number of match equivalents it is able to accommodate per week. If the quality of all rugby pitches in Liverpool was improved to the highest standard, overplay would be alleviated at a number of sites. However, Liverpool Collegiate RFC and Sefton RFC would still remain significantly overplayed by 10 and 15 match sessions per week respectively (25 in total). Rugby Union pitches are slightly more concentrated in the south of the city (nine pitches) than the north of the city (five pitches). Three sites in the north have reached capacity suggesting a greater need for further capacity in the north. However, four pitches have reached capacity in the south.
13.3.4 Rugby League The general quality of pitches in the City is either ‘good’ or ‘standard’ and therefore suggests the level of play (training and matches) can be sustained. Increasing the quality of the sites assessed as standard quality will further increase carrying capacity. Although spare capacity is expressed on pitches in Liverpool (at weekends), there is no actual spare capacity identified within the peak period for senior (midweek) or junior pitches (weekend). Displaced demand is expressed by Liverpool City RLFC, reporting demand for access to good quality rugby league provision in Liverpool to accommodate growth plans. Senior Rugby League pitches are concentrated in the south of the city (three pitches) as there are no senior pitches in the north. However, there are two junior pitches in the north and none in the south. Capacity can therefore be considered uneven when pitch type is taken into consideration.
13.3.5 Hockey There is one AGP, located at St Edward’s College, which may need to be surfaced. In addition, it is also likely that two AGPs; IM Marsh Campus – LJMU and Wyncote Sports Ground University of Liverpool will need to be replaced within the near future. The typical life span of an AGP is 10-12 years, but this
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depends heavily on design, amount of usage and the quality of maintenance. Liverpool clubs express a significant amount of unmet demand. West Derby HC provides an example of a club that has been displaced due to lack of available pitches for its competitive fixtures. In addition, there is no capacity to accommodate future growth and a lack of access to provision is inhibiting its growth. Currently there appears to be few opportunities to increase access in Liverpool to accommodate increased competitive hockey at existing sites. There is a need for two new full-sized pitches to service hockey within Liverpool. One to accommodate West Derby HC and a strategic need for a new full-sized pitch in the Aigburth area to accommodate Liverpool Sefton HC. There are six hockey pitches in Liverpool, five in the south of the city and one in the north of the city. All are assessed as at-capacity.
13.4 Planned Schemes
13.4.1 Submission Draft Local Plan Growth Policy GI 3 of the Submission Draft Local Plan protects the existing provision of open space, sport and recreation provision. Where development impacts on open space, improvements to facilities will be sought in accordance with relevant sport specific design guidance.
13.4.2 Other Planned Schemes There are no critical issues identified for sport and leisure in the Draft IDP 2012, subsequently, no relevant schemes are planned. Based on discussions with LCC officers, funding has been secured from the FA Parklife Football Hubs Programme which will be used to improve existing sport facilities.
13.5 Impact of Development Proposals Policy GI 3 in the Submission Draft Local Plan states that planning permission for development will not be granted where it would result in the loss of sports and recreation provision unless it can be demonstrated that the proposals could be accommodated without material harm. This means that the proposed development would most likely not result in the loss of sport, leisure and recreation infrastructure. In terms of meeting the demand generated by new development, sports and recreation provision does not have an equivalent policy in the Submission Draft Local Plan to Policy GI 7, which will ensure that new development will incorporate sufficient green infrastructure to meet its own demand. However, discussions with LCC found that the planned growth is unlikely to generate unsustainable demand for sport, leisure and recreation infrastructure. The upgrading of playing pitches to 3G will significantly increase capacity to cope with the planned growth. Discussions with LCC officers have highlighted a need for consistent quality of provision across the City.
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A summary of the analysis of provision to support future development is set out below: Grass pitches - Discussions with LCC has revealed that proposed development will not create or exacerbate problems with football grass pitch provision – provision is considered sufficient over the plan period. Artificial grass pitches - Provided the additional 6 AGPs are provided in the relevant spatial areas, capacity in each area will be sufficient to accommodate proposed development over the plan period. Discussions with LCC has revealed that proposed development will not create or exacerbate problems with AGP provision. Cricket - Discussions with LCC has revealed that proposed development will not create or exacerbate problems with cricket pitch provision – provision is considered sufficient over the plan period. Rugby Union - The additional future teams would equate to the need for access to two senior pitches and as there is no capacity on existing pitches to accommodate this demand, access to at least three new pitches would need to be secured, spatial analysis suggests some additional provision should be located in the north. Rugby League - All available sites are assessed as having spare capacity, proposed development will not create new problems or exacerbate problems in relation to capacity. Hockey - Required additional capacity should be strategically located in the Aigburth to accommodate demand from hockey clubs.
13.6 Delivery and Responsibilities
13.6.1 Playing pitches Private sector investment secured through development will form an important source of investment for sport, leisure and recreation infrastructure to support future provision. Funding from bodies such as the FA, the Premier League and Sport England are applied for through programmes such as the Parklife Football Hubs Programme. LCC are responsible for the management and delivery of public leisure centres. Some sport and leisure services are provided privately through paid membership models.
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13.7 Summary Total playing pitch provision against Fields in Trust recommended benchmark guidelines:
Sport Total number of Minimum pitch size Provision in hectares pitches (full size) (industry standard) (based on minimum industry standard) Football: grass 229 0.24ha 169.46ha pitches Football: AGP 17 0.74ha 12.58ha Cricket 24 1.43ha 34.32ha Rugby Union 14 0.70ha 9.8ha Rugby League 5 0.70ha 3.5ha Hockey 6 0.31 1.86ha TOTAL 295 n/a 231.52
Although the total provision in hectares is below the Fields in Trust recommended guidelines in relation to the population of Liverpool, assessment analysis suggests a number of playing pitches are underutilised and discussions with LCC officers suggest capacity to accommodate growth within the plan period using existing assets. Subsequently: • There is no identified deficiency in playing pitch provision against Submission Draft Local Plan growth (2013-2033). • Planned investment will better utilise existing assets to further accommodate Submission Draft Local Plan (2013-2033) growth. • The investment will also resolve for the potential deficiency. • Following investment, there is no identified deficiency remaining.
13.7.1 Infrastructure Scheme Summary The following table presents the projects planned for sports, leisure and recreation provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency S1 Liverpool Parklife Essential Sport Government Unknown Short to No gap wide Football England grant Medium Hubs term (1-6 Programme years)
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14 Communities and Cultural
The following chapter of the IDP covers the provision of community and cultural infrastructure within the City of Liverpool. This includes resources such as libraries, cemeteries, crematoria, museums and cultural facilities and attractions.
14.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Document Liverpool IDP (2012)
Document Liverpool City Council, Liverpool Green Infrastructure Study (May 2011)
Document Liverpool City Council Open Space Assessment Report and Standards (OSA Report) (April 2017) Interviews Dialogue with Liverpool City Council officers
Website Liverpool City Council Find a Library. Website: http://liverpool.gov.uk/libraries/find-a-library/) Website Liverpool Local Enterprise Partnership Data (published July 2016). Website: https://www.liverpoollep.org/wp- content/uploads/2016/07/Tourism-Data-Summary-July-2016.pdf
14.2 Current Infrastructure Provision
14.2.1 Libraries The Government’s vision and commitment to public libraries is set out in a new policy framework, ‘Libraries Deliver – Ambition for public libraries in England 2016-2021’ published in December 2016. This strategic framework includes the potential for authorities to adopt a ‘mixed model’ of library provision whereby local authority managed libraries are supplemented by community managed libraries. Liverpool City Council has adopted this delivery model for its Library Service which represents a significant shift in delivery and strategy since the 2012 IDP. Central library is the main library, located within Liverpool City Centre with 18 community libraries and a home delivery service available to the wider Liverpool communities. These libraries offer more services than just the loaning of books and audio-visual materials, as they act as an information and business enquiry service, public computing service, meeting spaces, services for children and young people and social and community spaces for exhibitions and events. The Central Library also houses the Liverpool Record Office which collects, preserves and makes archives accessible to the public, as well as other documents relating to the history of Liverpool. LCC also has a range of e-services. All libraries are fully
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equipped with Wi-Fi access and there are a wide range of e-books and other online resources available remotely for downloading. The 18 community libraries across Liverpool consist of the following84: • Allerton Library; • Breck Road Community Library; • Childwall Library; • Croxteth Library; • Dovecot Community Library; • Fazakerley Community Library; • Garston Library; • Kensington Library; • Lee Valley Library; • Norris Green Library; • Old Swan Library; • Parklands Library; • Sefton Park Library; • Spellow Library; • Toxteth Library; • Walton Library (Life Rooms); • Wavertree Library; and • West Derby Library. It is recognised that community centres also form important social infrastructure however these are managed by community organisations and are considered in more detail in the following sections.
14.2.2 Cemeteries and Crematoria LCC has a duty to make provision for the deceased and it is recognised that bereavement services are critical to the local community. It is recognised that burial sites for other faith groups are also located in Liverpool however this section only covers the burial sites managed by LCC. There are currently seven cemeteries and two crematoria located in Liverpool. All of these are owned and managed by LCC with the exception of Yew Tree Cemetery which is managed and run solely by the Catholic Church. Cemeteries, churchyards and burial grounds cover 1.15% of the total area of Liverpool.85
84 https://liverpool.gov.uk/libraries/find-a-library/ 85 Liverpool IDP 2012
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The cemeteries and crematoria are listed below: • Anfield Cemetery and Crematorium; • Springwood Crematorium; • Allerton Cemetery; • Everton Cemetery; • Kirkdale Cemetery; • Toxteth Cemetery; • West Derby Cemetery; and • Yew Tree Cemetery (managed and run by the Catholic Church). There are also ten sites which are now identified as closed churchyards as they are no longer able to accommodate new burials, although are maintained by the City Council: • Everton Churchyard; • Holy Trinity Church & Graveyard; • Kent Street Church; • St George’s Churchyard; • St James Church; • St Luke’s Churchyard (known locally as the Bombed Out Church) - The City Council maintain the landscape around it, however do not hold responsibility for it from a cemetery perspective; • St Mary’s Church & Cemetery; • St Marys Church & Rectory; • St Michael’s Churchyard; and • Walton Park (Rice Lane) Cemetery. The table below outlines the current capacity of the cemeteries within Liverpool.86
Cemetery Unused Graves Estimated Years Notes Before Capacity Allerton Approximately 5,000 – Estimated 15 years 40.9 hectares in size Cemetery 6,000 new graves plus remaining Anfield Approximately 1,000 – Estimated 10 years This site is the largest in Cemetery 1,500 new graves plus remaining Liverpool at 44.3 hectares Everton Approximately 4,000 – Estimated 40 years Cemetery 5,000 new graves plus remaining Kirkdale Full to capacity No new burial space Cemetery
86 Sources: Interviews with Liverpool City Council officers and Liverpool City Council, Liverpool Green Infrastructure Study (May 2011)
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Cemetery Unused Graves Estimated Years Notes Before Capacity Toxteth Approximately 1,000 Estimated 30 years Cemetery new graves plus remaining West Derby Full to capacity No new burial space Cemetery Yew Tree No data available as managed and run by the Catholic Church Cemetery
14.2.3 Cultural Facilities and Attractions Liverpool is a well-known cultural destination and has a number of features which make it attractive for visitors. LCC therefore needs to support Liverpool’s role as a visitor destination and ensure that its facilities and attractions continue to attract visitors. There are a significant number of cultural attractions in Liverpool, including eight museums and art galleries and heritage assets including six distinctive historic areas. The Museum of Liverpool was the most visited free attraction in the North West in 2015 with 747,000 visits, an increase of 5.6% from the previous year.87 The list below sets out some of the many cultural resources which are in Liverpool (it does not represent an exhaustive list and it is recognised there are many other attractions both inside and outside of the City Centre): • UNESCO World Heritage Site at the waterfront; • 8 museums and art galleries: Walker Art Gallery, Museum of Liverpool, World Museum, International Slavery Museum, Merseyside Maritime Museum, Victoria Gallery and Museum, Tate Liverpool, and Sudley House; • The Arena and Convention Centre; • Liverpool Ropewalks in the Duke Street Conservation Area; • 27 Grade I listed; 105 Grade II*; and 1,409 Grade II Listed Buildings; • 36 Conservation Areas covering 9% of the total area of the City; • Princes Park; • Sefton Park; • Croxteth Park; • Newsham Park; • Stanley Park; • Various smaller community parks; • Wavertree Botanic Garden;
87 Visit Britain, ‘Annual Survey of Visits to Visitor Attractions: Latest Results’, Data for the North West Region (2015). Website: https://www.visitbritain.org/annual-survey-visits-visitor-attractions- latest-results
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• Four Scheduled Ancient Monuments - The Calderstones, Allerton; Robin Hood’s Stone, Allerton; Site of motte and bailey castle, West Derby; Speke Hall and moated site; • The Beatles Story; • Two Football clubs; • Two cathedrals; • Liverpool One shopping district; • Annual Food Festival in Sefton Park; • The Giants Parade; and • Sound of the City. The top events attended in Liverpool in 2015 were:88
Top Free Events Top Paid Events Event Number of visitors Event Number of visitors Three Queens 1.2m Musical Fireworks 35,000
Mersey River Festival 220,000
Transatlantic 175 200,000
International Music 161,000 Festival Africa Oye 80,000
The Top Attractions attended in Liverpool in 2015 were:89
Top Free Attractions Top Paid Attractions Event Number of visitors Event Number of visitors
Museum of Liverpool 747,000 Mersey Ferries 607,500
Merseyside Maritime 662,000 Beatles Story 250,000 Museum World Museum 658,000 Tate Liverpool 626,000
International Slavery 460,000 Museum
88 Liverpool Local Enterprise Partnership Data (published July 2016). Website: https://www.liverpoollep.org/wp-content/uploads/2016/07/Tourism-Data-Summary-July-2016.pdf 89 Liverpool Local Enterprise Partnership Data (published July 2016). Website: https://www.liverpoollep.org/wp-content/uploads/2016/07/Tourism-Data-Summary-July-2016.pdf
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There are three tourist information centres in Liverpool which provide information on events, attractions and accommodation in Liverpool and across the North West. These are located at the Albert Dock, Liverpool Lime Street Station and John Lennon Airport.
14.3 Fitness of Provision
14.3.1 Libraries Prior to the 2012 IDP, a number of reviews had taken place of the library service within Liverpool in order to assess the library stock. The review found that the stock was appropriate for the population and the condition of the buildings ranged from moderate to excellent. Furthermore, all of the libraries were fully accessible and Disability Discrimination Act (DDA) compliant. The locations of the libraries are well spread across Liverpool and are predominantly located along routes with good existing public transport and highways infrastructure. Central Library is well utilised averaging approximately 750,000 visitors a year with over 40% of local people using the library.90 The local authority budget cuts have impacted upon library resources with a number of services being discontinued and the libraries being closed in April 2012, including Edge Hill Library, Woolton Library, and Great Homer Street Library. Other libraries have been saved from closure through partnerships with community organisations, as discussed in more detail in the following sections. LCC also previously ran a mobile library service, however this was discontinued in April 2012.
14.3.2 Cemeteries and Crematoria The six ‘open’ cemeteries with Liverpool (those which are owned by LCC) are fairly evenly distributed across the City, however any further demand should be driven by the requirement for burial demand and capacity in certain locations as opposed to maintaining geographical spread. There are also a number of locational criteria which drive the locations for this infrastructure focused around sustainability, including existing infrastructure, highways accessibility and constraints such as flood risk. There is considered to be a sufficient amount of surplus graveyard capacity remaining across Liverpool, the majority of which is located at Allerton Cemetery and Everton Cemetery (one in north Liverpool and one in South Liverpool which serves the population well). The majority of cemeteries and churchyards in Liverpool (64%) are rated as being above the threshold set for quality defined in the LCC Open Space Study Assessment Report and Standards 2016. All identified cemeteries and churchyards are assessed as being of high value aside from one, making a contribution to the
90 Figures from discussions with Liverpool City Council officers.
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local community in the form of culture and providing a sense of place to the local environment and wildlife/habitat.
14.3.3 Cultural Facilities and Attractions Liverpool has been a popular visitor destination for many years, with Liverpool itself being a strong brand that attracts people at both the national and international level. In terms of physical infrastructure, Liverpool is lacking in major event spaces with St George’s Plateau being the only major event space in the City. Discussions with LCC officers revealed an aspiration to expand on Liverpool’s event space offering. Liverpool is well known as being the birthplace of the Beatles and there are numerous Beatles attractions located around the City representing a major draw for tourist and day visitors alike. However, in order to compete with other cities who are tapping into their Beatles connections both in England and internationally including London, Hamburg, and Uttarakhand (India), the City intends to consolidate the existing Beatles attractions on offer and create a new super Beatles attraction. Other visitor infrastructure in the City requires investment including the need to improve wayfinding around the City generally. Furthermore, the City intends to consolidate the existing tourist information points to form one single major tourist information centre. This represents a key aspiration for the City. Whilst the existing offer is functioning well, it currently has too many separate parts for it to work effectively.
14.4 Planned Schemes
14.4.1 Submission Draft Local Plan Growth There are no Community and Cultural Infrastructure schemes specifically outlined in the Submission Draft Local Plan, however it can be argued that most, if not all the proposed infrastructure schemes will impact on the community in some form or another.
14.4.2 Other Planned Schemes
14.4.3 Libraries Since the 2012 Liverpool IDP a number of planned schemes have now been completed: • Central Library – this involved a £50m PFI redevelopment upgrade of Central Library including the re-building of the Brown Library Extension and renovation of the historic fabric to the Picton Library. This was completed in May 2013.
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• West Derby Library opened in 2010 as part of the West Derby Academy Campus acting as a replacement for Larkhill Library which closed in 2010 and was demolished in 2012.
14.4.4 Cemeteries and Crematoria There are no planned schemes for cemeteries given the surplus capacity available. LCC recognise that the emerging trend in this sector is increasingly for cremation and therefore the City is investing in its crematoria. Springwood Crematorium has recently been completely refitted and the City are currently out for tender for the refit of Anfield crematorium. This recent investment in the crematorium infrastructure will mean that existing facilities will be able to serve the community the next 25 years.
14.4.5 Cultural Facilities and Attractions Since the 2012 IDP, the following schemes have been completed or are underway: • The Arena and Convention Centre expansion project involving the Exhibition Centre Liverpool at Kings Dock was completed in August 2015 with the Pullman Hotel, which has 216 beds and cost £27 million completed in February 2016. The Exhibition Centre is a state of the art, 8100sqm centre that can be sub divided into three interlinked exhibition halls which can be used separately or in conjunction with the others. The development was intended to ensure that Liverpool increases its momentum as one of Europe’s leading destinations for large scale conferences exhibitions and events. The project was delivered by LCC, ACC Liverpool and the Homes and Communities Agency, with a budget of £40 million. • The renovation of the Royal Court Theatre is ongoing with Phase 1 and 2 having been completed in 2016. The final Phase, Phase 3 is underway and due to be completed this year (2017). The building is a Grade 2 listed art deco building from 1938. The renovation will make a positive contribution to the regeneration of the St George’s Quarter of the City. A number of delivery partners have been involved and the cost is estimated to be £10.6 million.
14.5 Impact of Development Proposals
14.5.1 Libraries As set out in Section 14.3.1 previous studies have highlighted that the existing libraries are adequate to support the existing population and their needs. Whilst LCC has faced a number of library closures as a result of budget cuts they have been able to retain many of their libraries due to partnerships with other organisations. Since 2012, three libraries have been closed resulting in 19 libraries remaining. Five of these libraries have been taken over by community organisations, one has been taken over by Mersey Care NHS Trust and negotiations are underway for the takeover of a further library by a community organisation.
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14.5.2 Cemeteries and Crematoria There is sufficient surplus capacity of graveyards available in Liverpool to support development throughout the plan period. Furthermore, the recent investment in crematorium infrastructure will ensure these facilities are sustainable for the next 25 years. As a result, LCC do not intend to increase infrastructure within this Local Plan period (2013-2033). It is envisaged that towards the end of the plan period LCC will begin to identify new sites or areas in which to expand cemetery infrastructure. The locational criteria of sites will be an important factor when the time comes to identify sites given that these tend of be located out of the City Centre in order not to prejudice potential economic development. Larger sites are preferential as these are more sustainable and thus extensions to existing cemeteries represent the most sustainable option. Proximity to existing cemeteries combined with flood risk constraints and highways accessibility are also key considerations for location.
14.5.3 Cultural Facilities and Attractions Submission Draft Local Plan growth is not directly related to investment in cultural facilities and attractions. Existing and future development proposals within Liverpool are likely to have a beneficial impact upon cultural facilities and attractions within the City as they have the ability to increase the use of these faculties and enhance the local environment, particularly where they involve the regeneration of areas.
14.6 Delivery and Responsibilities
14.6.1 Libraries In accordance with the Government’s strategy for delivering libraries through a community managed approach, there are currently five libraries in Liverpool which are managed by community organisations; these libraries were taken out of Council control in July 2015: Breck Road Library, Croxteth Library, Dovecot Library, Walton Library (all four of these are managed by Alt Valley Community Trust), and Fazakerley Library (managed by Fazarkeley Federation). Negotiations are currently underway to transfer Kensington Library to Kensington Fields Community Association although the City will continue to retain the building within which it is located and lease it to the organisation whilst transferring the internal assets to the organisation. In the case of Walton Library (Life Rooms), this has been taken over by Mersey Care NHS Trust which has enabled a combined use of the library for the public with the inclusion of meeting rooms for the Trust representing a shared and sustainable community facility. Thus, if LCC are faced with further budget cuts they would be inclined to see if any other organisations would be willing to take over the management of a library. This approach is preferable to a closure for both the community and LCC and accords with the Government’s Strategy for Public Libraries in England (December 2016), as set out in Section 14.2.1.
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14.6.2 Cemeteries and Crematoria LCC has a responsibility to local communities to provide and maintain cemeteries. The service operates differently from other services provided by LCC given that it creates an income. The service has been affected by Council-wide funding cuts and has had to compensate for these by increasing prices. This has a negative social impact on the community as individuals have to pay more however this has resulted in the service currently running with an income surplus which has enabled increased investment in infrastructure representing a positive long term benefit.
14.6.3 Cultural Facilities and Attractions Cultural events in the City are part funded by the private sector (approximately 60%). However, the impetus rests with LCC on committing to the events in the first instance in order to make them a reality. Events and cultural facilities need to be commercially viable and LCC’s funding strategy is focused upon this. In terms of physical cultural assets such as theatres, museums and galleries, LCC generally provides funding support for these cultural facilities and the major driver is finding ways to ensure that these facilities create a sustained revenue. It should be noted that cultural facilities and attractions within LCC have been major beneficiaries from EU Structural and Development Funds in recent years. The UK’s withdrawal from the EU following the 2016 referendum has therefore led to uncertainty regarding future funding sources.
14.7 Summary
Libraries • There is no deficiency in library infrastructure against Submission Draft Local Plan (2013-2033) growth. • There is no planned investment in library infrastructure. The Council has been able to retain library facilities through partnerships with community and other organisations and will continue to use this approach in order to prevent the closure of facilities.
Cemeteries and Crematoria • There is sufficient surplus graveyard capacity available to support growth throughout the Local Plan (2013-2033) period. The crematorium infrastructure is sufficient to support Submission Draft Local Plan growth. • The majority of cemeteries and churchyards are rated as being of high quality and value to the local community (LCC Open Space Assessment Report and Standards 2016). • LCC has invested in its crematorium infrastructure to ensure these facilities are sustainable for the next 25 years.
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Cultural Facilities and Attractions • Submission Draft Local Plan (2013-2033) growth will positively enhance cultural facilities and attractions within Liverpool. • Investment in cultural facilities and attractions is ongoing with a focus on revenue creation
14.7.1 Infrastructure Scheme Summary. The following table sets out planned and potential schemes for cultural and community provision.
Ref Location Scheme Essential Lead Delivery Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency C1 Liverpool Crematorium Desirable LCC LCC capital Unknown Throughout No gap Wide infrastructure plans plan period investment (2013- 2033) C2 Liverpool Investment Desirable LCC LCC capital Unknown Throughout Potential Wide in cultural plans plan period gap facilities and (2013- attractions 2033)
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15 Emergency Services
The following chapter of the IDP covers the provision of emergency services within the City of Liverpool. This includes the provision of fire and rescue services, police services, ambulance services and emergency planning.
15.1 Information Sources The following sources have been used to populate this chapter:
Type Evidence Document Draft Liverpool Local Plan (September 2016)
Document Submission Draft Liverpool Local Plan (January 2018)
Fire and Rescue Service Document Merseyside Fire and Rescue Service: Integrated Risk Management Plan 2017-2020 and December 2017 update Online Resource Online Resources at Merseyside Fire and Rescue Service Police Service Document Merseyside Police Prospectus (2012) Document Merseyside Police: Policing Plan 2012-15 Document Merseyside Police & Crime Commissioner and Merseyside Police: Estate Strategy (2017) Online Resource Online Resources at Merseyside Police Telephone Discussion with Superintendent at Merseyside Police (February 2017) Interview Ambulance Service Document North West Ambulance Service NHS Trust: Annual Report 2015/16 (May 2016) Online Resource Ambulance Response Times 2011-14 (Totally Communications / North West Ambulance Service) Emergency Planning Online Resource Online resources at Liverpool City Council: Emergency Planning Telephone Discussion with Senior Emergency Planning Officer at Liverpool City Interview Council (February 2017)
15.2 Current Infrastructure
15.2.1 Fire and Rescue Service Fire and Rescue services in Liverpool are provided by Merseyside Fire and Rescue Service (MFRS). MFRS maintains 10 Community Fire Stations in Liverpool. In addition, the MFRS headquarters is located in Sefton close to the boundary with Liverpool, and Huyton Fire Station is located close to the
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Liverpool boundary in Knowsley and serves some areas of Liverpool. These facilities are shown in Table 47. Table 47: List of fire stations serving Liverpool
Fire Station Facilities Crew MFRS Headquarters - - (Sefton) Aintree Community Fire 1 x Rescue Pump Day crewed – firefighters 12 hours a Station day, 30 minute recall at night Allerton Community Fire 1 x Rescue Pump - Station Belle Vale Community 1 x Rescue Pump Low Level Activity and Risk – Fire Station firefighters 12 hours a day, recall from on or near station at night Croxteth Community 8 x Demountable Pod Wholetime firefighters 24 hours, 7 Fire Station 5 x Prime Mover days a week 2 x Rescue Pump 1 x Water Rescue Vehicle Huyton Community Fire 1 x Rescue Pump - Station (Knowsley) Kensington Community 1 x Rescue Pump Day crewed – firefighters 12 hours a Fire Station 1 x Support Pump day, 30 minute recall at night Kirkdale Community 8 x Demountable Pod Wholetime firefighters 24 hours, 7 Fire Station 1 x Dis-Robe Pod days a week 1 x Incident Response Vehicle 1 x Marine / Tunnel Unit 3 x Prime Mover 1 x Rescue Pump 1 x Support Pump 1 x Welfare Vehicle Liverpool City 1 x Pump / Aerial Day crewed – firefighters 12 hours a Community Fire Station 1 x Rescue Pump day, 30 minute recall at night 1 x Support Pump Old Swan Community - Wholetime firefighters 24 hours, 7 Fire Station days a week Speke and Garston 1 x Rescue Pump Wholetime firefighters 24 hours, 7 Community Fire Station 1x Support Pump days a week Toxteth Community Fire 2 x Rescue Pump Wholetime firefighters 24 hours, 7 Station days a week
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15.2.2 Police Service Police services across Liverpool are provided by Merseyside Police. Day to day policing falls under the Operations Portfolio of Merseyside Police. In terms of operations, Merseyside Police is divided into five Basic Command Units (BCUs), one for each Metropolitan Borough of Merseyside. This means that there is one BCU covering Liverpool, following the merger of Liverpool North and Liverpool South in April 2015. Operations of BCUs include: • Frontline policing through neighbourhood policing teams, PCSOs, neighbourhood patrol sections and criminal investigation departments; • Response to specific policing priorities and residents’ issues within local communities, along with external partners; • Crime Reduction and Crime Prevention; • Community engagement with a view to increasing community cohesion; • Youth engagement, including Safer Schools Partnerships and diversionary work to support vulnerable and young people and locations; and • Developing Special Constables to support frontline policing activities. The Protective Services Portfolio covers other policing activities for the whole of Merseyside. These include roads policing, mounted and dog sections, serious crime investigations and counter terrorism.
Recent Changes to Service As of January 2017, Merseyside Police has changed its way of delivering police services. This previously revolved around Community Police Teams (CPTs), of which there were four in Liverpool, each of which covered a separate geographic area or ‘Hub’. The new model is more fluid, and allocates resources across Merseyside based on demand at any given time. This means that police services are to some extent borderless, and Officers may be called to respond to incidents which would have previously been out of their jurisdiction. This model has been successfully tested in similar forces in other areas of the country. The 2017 Merseyside Police Estate Strategy sets out that each BCU will have a headquarters which will bring together predominantly desk-based staff, many of whom are currently dispersed around police stations in separate CPTs. This will include a Command Team, Field Intelligence Officers and general enquiry and administrative staff. There will also be a series of Neighbourhood and Patrol hubs across the BCU, which will be used by localised Neighbourhood and Patrol teams. These staff will be flexible and responsive to demand for resources in different areas. Finally, there will be a network of Community Police Stations. These will be located at the heart of their communities and provide appointment and walk-in services for the public. These stations may not be permanently staffed.
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15.2.3 Ambulance Service Liverpool is currently served by the North West Ambulance Service (NWAS). NWAS services include: • Emergency care and transport of patients; • Paramedic services at incidents and medical emergencies; • Diagnosis and treatment or referral for minor illnesses and injuries; • Responding to major incidents and emergencies with the specialist Hazardous Area Response Team (HART) and with air ambulance colleagues; • Events medical cover; • A rapid response vehicle operated by a paramedic or doctor; and • A cave rescue support service. There are currently five ambulance stations in Liverpool; Anfield, Fazakerley, Old Swan, Speke, and Toxteth. In allocating vehicles to respond to incidents, local authority boundaries are effectively not considered by NWAS. This means that incidents in Liverpool will often be responded to by staff from beyond the City’s boundaries. There are a further 16 NWAS ambulance stations in other parts of Merseyside which may respond to incidents in Liverpool. Ambulance provision is strategically located in order to have good access to highly populated areas. There is a national target time of 8 minutes for ambulance responses categorised as ‘red’ or life threatening. Ambulance services are strategically located in order to be able to achieve this target as consistently as possible. While in many areas emergency services have started to share premises and staff in order to save money, NWAS research into sharing resources with Fire and Rescue found that this could potentially compromise their ability to respond quickly to 999 calls and the option was not taken forward.
15.2.4 Emergency Planning Liverpool City Council maintains an Emergency Planning Team which leads on emergency planning in Liverpool. They produce emergency planning strategies for specific incidents, and focus on specific risks and threats which could affect the City’s ability to run effectively, such as terrorist incidents, pandemics or cyber-attacks. The team also maintains a zoning map for City Centre residents in the event of a City Centre emergency. The team has prepared an emergency planning campaign, ‘Let’s Get Ready Liverpool’, which provides advice for how to prepare for events such as power cuts and floods.
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15.3 Fitness of Provision
15.3.1 Fire and Rescue Service Budgets have been reduced with cumulative percentage reduction in Government revenue support between 2011/12 and 2019/20 equating to 33% cash. Given Government revenue support provided 63% of the revenue funding in 2010/11 this scale of cut impacts on frontline operational services. The Merseyside Fire and Rescue Service (MFRS) has set detailed financial plans up to 2020. Efficiency savings and increases in council tax contributions have largely reduced cuts to frontline services; however operational response has still had budgets reduced and will be reduced by a further £1.9 million up to 2020. This has reduced the effectiveness of frontline services, however preventative measures have managed to reduce the number of incidents attended by MFRS by over 50%.
15.3.2 Police Service Policing services are facing unprecedented budget challenges, and have had to continually reduce spending since 2010. Efficiency savings have been made in order to reduce budgets without directly impacting on the effectiveness of frontline services, however discussions with officers indicated that this is a difficult balance to maintain.
15.3.3 Ambulance Service Data on ambulance response times by postcode area for 2011-14 is available through Freedom of Information requests. This information for the postcode areas which cover Liverpool is included in Table 48. Table 48: Ambulance response times 2011-14 for Liverpool postcode areas (NWAS / Totally Communications)
Postcode Areas Covered Life threatening calls Median response Area responded to in under 8 time (minutes) minutes L1 City Centre (south), Baltic 91% 4:15 Triangle L2 City Centre (north), 91% 4:42 Moorfields L3 University, Riverside 89% 4:41 L4 Walton, Stanley Park 88% 5:07 L5 Vauxhall, Everton 86% 5:15 L6 Fairfield, Newsham Park 89% 4:08 L7 Kensington, Edge Hill 89% 4:24 L8 Sefton Park, Brunswick 90% 4:30 L9 Aintree (west), Orrell Park 90% 4:29
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Postcode Areas Covered Life threatening calls Median response Area responded to in under 8 time (minutes) minutes L10 Aintree (east), Fazakerley 86% 5:09 L11 Croxteth, Gillmoss 91% 4:12 L12 West Derby, Croxteth Park 88% 5:21 L13 Stoneycroft, Old Swan 90% 3:59 L14 Dovecot, Broadgreen 89% 4:59 L15 Wavertree, Olive Mount 89% 4:24 L16 Childwall, Hope Park 86% 4:53 L17 Otterspool, Sefton Park 83% 5:41 L18 Calderstones, Mossley Hill 82% 5:33 L19 Garston, Cressington 84% 5:15 L24 Speke, John Lennon Airport 77% 5:23 L25 Belle Vale, Woolton 80% 5:47 L27 Netherley, Lee Park 70% 6:42
All areas in Liverpool have an average response time significantly better than the national 8-minute standard. Response times are generally slightly faster close to the City Centre, and slightly slower to the south and south east.
15.3.4 Emergency Planning As with all council resources, the Emergency Planning Team has been affected by reduced funding since 2010, leading to a reduction in staff numbers. Discussions with Officers in the team indicated that reductions in resources across the whole of Liverpool City Council have had the effect of reducing the Emergency Planning Team’s capability to utilise assets from other departments. However, the need to adapt and prioritise has also created opportunities for a shared approach to emergency planning involving both external stakeholders and emergency planning teams in other councils in Merseyside.
15.4 Planned Schemes
15.4.1 Submission Draft Local Plan The Submission Draft Local Plan does not set out any emergency services schemes.
15.4.2 Other Planned Schemes
Fire and Rescue Service MFRS will continue to reform the way it delivers services over the plan period in order to ensure efficiency. The Integrated Risk Management Plan 2017-20 states
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that this may involve closer collaboration and shared services with other emergency service providers.
Police Service Merseyside Police is currently rolling out a change in the way services are delivered towards a more flexible and responsive way of working. Details of how this changes the way that services are delivered are set out below. Merseyside Police recently published its Estate Strategy, which sets out how the service will deal with its physical assets in the future. Details for Liverpool are not set out in the Estate Strategy, as the 2015 merger of the Liverpool North and South BCUs as delayed the progress of some decisions on estates. Discussions with contacts at Merseyside Police indicated that new premises are likely to be established, some of which will replace existing stations. These changes will be made in order to make the delivery of police services more efficient and responsive to demand.
Ambulance Service North West Ambulance Service will continue to reform the way it delivers services over the plan period in order to ensure efficiency.
Emergency Planning Following discussions with officers in the Emergency Planning Team, there are no schemes planned which will significantly change the way that the team operates. The team will continue to work with infrastructure providers and encourage values of resilience and preparedness for potential emergencies.
15.5 Impact of Development Proposals
15.5.1 Fire and Rescue Service MFRS did not give any responses to the Draft Local Plan during consultation in 2016. The impact of the proposed development on MFRS services will depend on the level of risk attached to the development.
15.5.2 Police Service Merseyside Police did not give any responses to the Draft Local Plan during consultation in 2016. Discussions with contacts at Merseyside Police indicated that the changes currently being implemented to the way police services are delivered will mean that resources can be more efficiently directed towards areas of high demand. However, currently Merseyside Police are only consulted on certain types of major planning applications, such as major transport schemes and major developments at the city’s sporting venues, where police services are likely to be
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directly affected. This means that any policing issues resulting from development set out in the Local Plan (2013-2033) will be responded to reactively as opposed to proactively. Discussions with contacts at Merseyside Police indicated that it may be better for the service to contribute proactively to major schemes in the future, as Officers are often trained in skills such as ‘designing out crime’ which could lead to more effective use of resources.
15.5.3 Ambulance Service NWAS did not give any responses to the Draft Local Plan during consultation in 2016.
15.5.4 Emergency Planning The Emergency Planning team did not give any responses to the Draft Local Plan during consultation in 2016. Discussions with officers indicated that any new development will be factored into their plans.
15.6 Delivery and Responsibilities
15.6.1 Fire and Rescue Service The MFRS’s 2017-18 budget is £59.5 million, with 55% made up of government grants and 45% from council tax. The service’s required expenditure in 2016-17 is £71 million, with the difference in budget and spend being met from reserves91. Funding for new facilities, and indeed resources, is usually provided by: • Central Government Funding; • Council Tax; or • Fire Services Improvement Fund (or similar).
15.6.2 Police Service Merseyside Police has faced severe budgetary constraints since 2010. Its 2010 Comprehensive Spending Review set out that £61.4 million of budget reductions needed to be achieved between 2011 and 2015, and cutbacks have continued since then. Despite budgetary constraints, a number of funding streams are available for investment in police services. These include ‘third sector’ partnership initiatives through the District and County Councils or the local Clinical Commissioning Group. Funding is also available through the Office of the Police and Crime Commissioner. The majority of policing funding comes from a general police grant issued by the government and from business rate income.
91 P.15, Merseyside Fire and Rescue Service: Integrated Risk Management Plan 2017-20
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15.6.3 Ambulance Service Liverpool has been served by NWAS since it was created to replace four smaller services including the Cheshire and Mersey Ambulance Service in 2006. NWAS was authorised as a Foundation Trust in January 2013 and, in line with the provisions of the Health and Social Care Act 2012, was licensed as a provider of NHS Services in April 2013.
15.6.4 Emergency Planning The Emergency Planning Team is part of the services delivered by Liverpool City Council and is funded through the usual council funding streams including Government grants and Council Tax. There are no known specific funding streams for emergency planning.
15.7 Summary • Fire and rescue services in Liverpool are continuing to manage reduced budgets. This has led to less funding for frontline services, although efficiency savings, greater preventative measures and increases in council tax contributions have mitigated the impact on services. MFRS is likely to collaborate and share resources more with other emergency services providers over the plan period. The impact of the Local Plan growth on services is highly dependent on the level of fire risk attached to new development, which MFRS will seek to model and monitor. • Police services have also experienced reduced budgets since 2010, and are continuing to maintain a balance of reducing spending whilst not reducing the effectiveness of frontline services. Recent changes to the way that services are delivered will make them more fluid and responsive. Changes to Merseyside Police’s estates and physical assets will continue over the plan period in order to maintain the most efficient possible service. Merseyside Police are also seeking to play a more proactive role in the development of schemes which will directly affect services, such as major new transport schemes and sporting venues. • Ambulance services in Liverpool are provided by the North West Ambulance Service, which will continue to manage its estates throughout the plan period to maintain an efficient service. Ambulance response times across Liverpool are currently significantly better than national targets. • Emergency planning in Liverpool has experienced reduced budgets in line with other LCC departments. This has encouraged a more collaborative approach with stakeholders in maintaining strategies for various emergency incidents.
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15.7.1 Infrastructure Scheme Summary The following table sets out potential projects for emergency services provision.
Ref Location Scheme Essential Lead Funding Cost Delivery Gaps in or Delivery Mechanism Phasing Funding Desirable Agency ES1 Merseyside Ongoing Desirable Merseyside Merseyside Unknown Through- Unknown wide changes to Police Police out plan estates and capital plans period replacement 2013-33 / renewal / rationalisat- ion of police facilities
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16 Infrastructure Delivery Schedule
16.1 Introduction This section brings together the tables of potential interventions to address gaps in infrastructure provision, as set out in the ‘Summary of Infrastructure’ section of each chapter in the IDP. The Infrastructure Delivery Schedule (IDS) is an update to the previous IDS in the 2012 IDP. This section: • Identifies projects for each infrastructure theme over the plan period and prioritises projects in relation to ‘essential’ and ‘desirable’ infrastructure as defined in section 16.2; • Outlines the lead organisation responsible for delivering each scheme; • Presents the funding mechanism (eg. developer contributions, capital plan, central government fund); • Details indicative costs associated with delivering each project; • Presents approximate timeframe for delivery over the short (5 year), medium (10 year) and long term (15 year) period; and • Identifies whether there are any gaps in funding. • In some instances, it is difficult to estimate the project costs due to the availability of information; this is particularly for projects identified in over the medium to long term (10 – 15 years). In this instance, the IDS identifies that funding gaps exist but does not quantify the extent of the gap. This information in the IDS is based on best available information sourced from infrastructure provider plans and strategies and discussions with relevant stakeholders set out in Appendix A of the IDP.
16.2 Defining Essential and Desirable Infrastructure The Infrastructure Delivery Schedule defines all infrastructure schemes as either ‘essential’ or ‘desirable’. This is defined as follows: • Essential infrastructure is infrastructure which is required to make development acceptable in planning terms, is essential to enable delivery of the growth proposals in the Local Plan period 2013-2033 and / or is deliverable within the first 5 years. • Desirable infrastructure is infrastructure which would improve capacity and deliver place making benefits and is likely to be deliverable within the medium to long term. In general terms, the majority of transport, education, health, utilities, telecommunications and flood risk infrastructure projects are defined as ‘essential’ due to the importance of their delivery in enabling growth proposals in the Local Plan period 2013-2033. Some projects within these infrastructure
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themes have been defined as ‘desirable’ as it is acknowledged that development could be feasibly delivered without the infrastructure project being completed. Some flood risk and drainage infrastructure schemes have also been defined as ‘essential’ based on definitions given by officers at LCC on how many households would be protected from flooding through the implementation of a given scheme.
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16.3 Infrastructure Delivery Schedule
Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding Transport Local Growth and T1 City Centre City Centre Connectivity Essential LCC £44.7 million 2017-2019 No gap Local Match Funding Local Growth and T2 City Centre City Centre Connectivity Phase 2 Essential LCC Unknown 2019-2020 No gap Local Match Funding Local Growth and Funded as part of T3 City Centre Strand pedestrian improvements Essential LCC 2019-2020 No gap Local Match Funding T1 Local Growth Deal, Completing the upgrade of the Local Funding and £20 million T4 North Liverpool Essential LCC 2016-2019 No gap A565 north Liverpool corridor Sefton Council (estimate) Funding Parker Street / Elliot Street Local Growth and Funded as part of T5 City Centre Essential LCC 2015-2016 No gap improvements Local Match Funding T1 Local Growth and Funded as part of T6 City Centre Leeds Street Extension Essential LCC 2018-2020 No gap Local Match Funding T2 Department for Bridge improvements on the T7 Vauxhall Essential LCC Transport (DfT) £9.7 million 2015-2017 No gap A565 at Great Howard Street Challenge Fund Regent Road to Isle of Mann Single Investment Funded as part of T8 City Centre Essential LCC 2018-2019 No gap Ferry Terminal Link Road Fund T2 New access to Liverpool John Lennon Airport from Speke Around £20 T9 Speke Essential Halton Council DfT Unknown No gap Boulevard (A561) via Hale Road million from the Knowsley Expressway Junction improvements around LCC / T10 Islington Royal Liverpool University Essential Unknown Unknown Unknown Unknown Merseytravel Hospital Liverpool Lime Street T11 City Centre remodelling and Edge Hill Re- Essential Network Rail DfT Funding Unknown 2017-2018 No gap control
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding Merseyrail Loop Slab Track Merseyrail / Network Rail and T12 Liverpool Wide Essential £340 million 2017-2019 No gap Works Merseytravel Liverpool City Region Merseyrail New Rolling Stock T13 City-wide Essential Merseytravel Unknown £460 million 2018-2020 Unknown Infrastructure T14 Wavertree Weaver Wavertree Re-signalling Essential Network Rail Network Rail Unknown 2017-2019 No gap £30million for current phases; £4 No gap in short Merseyrail, million for Update of all four underground term. T15 City Centre Essential Merseytravel and Unknown Moorfields; 2011-2030 Liverpool Stations Unknown for Network Rail unknown for longer term. longer term improvements. Oglet LJLA general aviation T16 Speke expansion with business / Essential LJLA Unknown Unknown 2015-2040 Unknown92 logistics park Liverpool Infrastructure Stonebridge Cross – highway T17 Croxteth/ Fazakerly Essential Partnership Asset Unknown works listed - 2017-2022 No gap improvements Backed Vehicle £1.5m Appropriate bus transport Merseytravel, T18 City-wide infrastructure to serve existing Essential Liverpool City Unknown Unknown 2011-2021 Unknown and new hospitals Council, NHS Protection of land on the approaches to the Kingsway & Queensway Tunnels to allow for T19 City Centre Essential Merseytravel Unknown Unknown Unknown Unknown highway and junction improvements to improve traffic flows Improved management of buses Liverpool City including layover infrastructure Council, Merseytravel / LCC T20 City Wide Essential Unknown 2018-2019 Unknown especially in town centres and at Merseytravel, Bus funding suburban termini Operators
92 Further information will be available following the updated Airport Masterplan in 2018.
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding Liverpool Loop Line cycleway Liverpool City Liverpool City Long term T21 City-wide and green corridor - safeguard Essential £130,000 No gap Council, Sustrans. Council and Sustrans (after 2025) alignment. Merseytravel, Liverpool Waters transport Liverpool City Funded as part of T22 City Centre Essential Local Growth Fund 2018-2015 No gap improvements Council, Peel T1 Holdings Improved highways access to the Highways T23 City Centre Port of Liverpool (2 options for Essential Unknown Unknown Unknown Unknown England consultation) Improved Capacity at Liverpool Central – may require more lines Merseytravel / T24 City Centre Essential Unknown Unknown 2018-2023 Unknown and platforms. A study is being Network Rail conducted in 2018. Merseytravel / Improvements to bus network to Liverpool City T25 Garston Essential Unknown Unknown 2018-2033 Unknown meet new demand Council / bus operators Liverpool City Comprehensive improvements to T26 City-wide Essential Council / Unknown Unknown 2013-2033 Unknown the walking network Merseytravel Liverpool City Comprehensive improvements to T27 City-wide Essential Council / Unknown Unknown 2013-2033 Unknown the cycling network Merseytravel Bootle Branch passenger reopening aspiration including Network Rail, 2011- T28 North Liverpool potential new rail stations at Desirable Unknown Currently unknown Unknown Merseytravel. 2030 Edge Lane, Tuebrook and Anfield Network Rail, Estimated as Waterloo & Wapping Tunnels – April 2019- T29 City Centre Desirable Liverpool City Unknown between £300m to Unknown protect alignment 2024 (CP6) Council £900m St James Station – new station Merseyrail / T30 City Centre providing rail access to the Baltic Desirable Unknown Unknown Unknown Unknown Network rail Triangle
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding Paddington – new rail station Merseyrail / T31 City Centre providing rail access to the Desirable Unknown Unknown Unknown Unknown Network Rail Knowledge Quarter Education EDU1 Aigburth Expansion of Sudley Infant Essential LCC ESFA / Primary Unknown Short term (0- No gap School from 90 to 120 reception Capital Programme 5 years) places EDU2 Norris Green Expansion of Monksdown Essential LCC ESFA / Primary Unknown Short term (0- No gap Primary School from 60 to 90 Capital Programme 5 years) reception places EDU3 Greenbank Expansion of Liverpool College Essential LCC ESFA/Primary Capital Unknown Short term (0- No gap from 54 to 81 reception places Programme 5 years) EDU4 Mossley Hill / St New primary two form entry Essential TBC ESFA / S106 / CIL Unknown Medium to Potential gap Michael’s (location free school provision – Mossley long term (5- tbc) Hill / St Michael’s (The need for 15 years) this is dependent on housing mix coming forward) EDU5 University Liverpool John Moores Essential Liverpool John University capital £100 million Short term (0- No gap University – Connected City Moores plans 5 years) Centre Campus including public University realm improvements. (A masterplan with further details will be available later in the year).
EDU6 University University of Liverpool – Desirable University of University capital Unknown TBC No gap South Campus. Liverpool plans (A masterplan setting out further details will be available later in the year). EDU7 University University of Liverpool – Desirable University of University capital Unknown TBC No gap Campus Enhancements including Liverpool plans public realm improvements.
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding EDU8 University University of Liverpool – New Desirable University of University capital Unknown TBC No gap Student Residences Mulberry Liverpool plans Court Health H1 Croxteth Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown No gap H2 Aintree (Long Lane) Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown No gap H3 Gateacre / Woolton Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown No gap H4 Royal Liverpool New hospital development Essential Unknown CCG investment plans £451 million Up to 2020 No gap University Hospital H5 Clatterbridge Cancer New purpose-built facility Essential Unknown CCG investment plans Unknown By 2019-20 No gap Centre at the Royal Liverpool University Hospital H6 Aintree Hospital New development Essential Unknown CCG investment plans Unknown Unknown No gap H7 Broadgreen Hospital Provide additional capacity and Essential Unknown CCG investment plans £14 million 2017 No gap improve current building stock H8 Land at Aintree Residential allocation – with Essential Private Sector CCG investment plans Unknown Unknown No gap University Hospital, health and well-being services Longmoor Lane H9 Long Lane and Co-location of the two GP Essential Liverpool CCG CCG investment plans Unknown Unknown Unknown Westmoreland GP practices Practice H10 Hunts Cross Health Redevelopment Essential Liverpool CCG CCG investment plans Unknown Unknown Unknown Centre H11 Croxteth Clinic Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown Unknown Unknown H12 Speke / Garston Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown Unknown Unknown H13 Liverpool Waters Integrated Health Centres Essential Liverpool CCG CCG investment plans Unknown Unknown Unknown Unknown
H14 Project Jennifer Project Jennifer Feasibility Desirable Liverpool CCG CCG investment plans Unknown Unknown No gap (Everton) Analysis - Integrated Health Centres
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding Utilities U1 Liverpool wide Increase electricity network Essential Developer / SP Developer costs Unknown Throughout No gap. capacity to support new Power Systems plan period developments (2013-33) U2 Waterfront / Docks District Heating Power from the Desirable Canals and River Unknown Unknown Medium – Unknown Mersey to provide heat and Trust / LEP Long Term cooling to buildings across the Liverpool dock system. U3 North Docks and CHP / DH networks located at Desirable City Region Unknown Unknown Medium – Unknown Knowledge Quarter energy dense locations. Partners Long Term Telecommunications TE1 City Centre Improvements to broadband Essential Network Delivery agency funds Unknown Throughout Unknown – network speeds providers / / Merseyside plan period potential gap developers Connected (2013-33) TE2 Liverpool wide Ongoing improvements to mobile Desirable Network Delivery agency funds Unknown Throughout Funding through network speeds and coverage operators plan period investment plans (2013-33) – uncommitted TE3 Liverpool wide Future digital provision Desirable LCC and digital Unknown Unknown Medium – Unknown partners long term Flood Risk and Drainage F1 Liverpool Walton Lower Tue Brook Culvert, Essential – LCC LCC / Environment £439,000 2017- No gap Liverpool – replacement of part 155 Agency 2022 of the culvert. households protected F2 Liverpool West Mab Lane Surface Water Essential – LCC LCC / Environment £375,000 2020- No gap Derby Culvert, Liverpool – replacement 270 Agency 2021 of part of the culvert. households protected F3 Fazakerley Haven Road Flood Alleviation Essential – LCC DEFRA / EA funding £30,000 2017- No gap Study 146 2018 households protected F4 Liverpool Green Lane Culvert – Essential LCC DEFRA / EA funding Unknown – bid not Unknown No gap replacement of part of the yet submitted culvert.
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding F5 Riverside Mersey Dock Wall – flood Essential LCC LCC / Environment £45,000 2021-2022 No gap defences. Agency F6 Liverpool Phase 2: Liverpool Land Desirable LCC Department for £220,000 2017- No gap Drainage Investigations study Environment, Food 2018 and Rural Affairs (DEFRA) / EA funding F7 Liverpool West Liverpool Debris screens and Desirable – LCC LCC / Environment £171,000 2018-2019 No gap Derby, Liverpool access – replacement of debris 85 Agency Riverside, Liverpool screens and outfall structures. households Walton protected F8 Liverpool Upper Brook Surface Water Desirable – LCC LCC / Environment £160,000 2020- No gap Wavertree, Mgmt, Liverpool – replacement 105 Agency 2021 Liverpool Riverside of part of the culvert. households protected Waste Management W1 Merseyside wide Potential for increased Desirable Waste Collection WCA funding Unknown Throughout Unknown standardisation of collection Authorities plan period procedures between WCAs Green Infrastructure G1 Liverpool wide Green corridor network linked up Essential LCC with EU Horizon 2020 Unknown Throughout Funding secured to form a Green Web Merseytravel / funding plan period up to 2020 Sustrans (2013-33) G2 North of City Centre New public woodland on two Desirable LCC LCC capital plans / Unknown Unknown Unknown – and Eastern Core sites S106 potential funding gap G3 Riverside Leeds Liverpool Canal linkage Desirable LCC with LCC capital plans / Unknown Unknown Unknown – with Liverpool Waters Merseytravel / S106 potential funding Sustrans gap Sport, Leisure and Recreation S1 Liverpool wide Parklife Football Hubs Essential Sport England Government grant Unknown Short to No gap Programme Medium term (0-6 years) Communities and Cultural
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Ref Location Project Essential or Lead Delivery Funding Mechanism Cost Delivery Gaps in Desirable Agency Phasing Funding C1 Liverpool wide Crematorium infrastructure Desirable LCC LCC capital plans Unknown Throughout No gap investment plan period (2013-33) C2 Liverpool wide Investment in cultural facilities Desirable LCC LCC capital plans Unknown Throughout Potential gap and attractions plan period (2013-33) Emergency Services ES1 Merseyside wide Ongoing changes to estates and Desirable Merseyside Merseyside Police Unknown Throughout Unknown replacement / renewal / Police capital plans plan period rationalisation of police facilities (2013-33)
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16.4 Funding Gaps for Infrastructure Provision The IDS shows for the first 5 year period there are potential gaps in funding for City Centre telecommunications provision. To address this gap LCC will need to consider whether this could be addressed through strategic projects promoted at the City or City Region level accessing funding sources identified in Chapter 17. In the medium to long term the IDS shows there are potential gaps in infrastructure funding associated with transport, health, education (with the provision of a new primary school); green infrastructure; and communities and cultural infrastructure facilities. There are more funding gaps for infrastructure in the medium to long term as most infrastructure providers tend to plan and prioritise projects over a 5 to 10 year period, leading to uncertainty over support and funding longer term projects. By including projects which will be long term priorities, the IDS can support LCC and infrastructure partners with their future planning cycles. Whilst it is difficult to quantify the extent of the funding gap, the IDS has shown there are potential funding gaps in both short term (within 5 years) and longer term (within 10 - 15 years) infrastructure provision. The types of infrastructure which are impacted by funding shortfalls do not present a significant risk to delivery of growth proposal in the first five years of the Local Plan period however they are considered to be strategically significant in supporting Liverpool’s economic offer and quality of place. LCC will continue to work with providers to identity and resolve risks to infrastructure provision to support growth over the medium to long term. Whilst potential funding gaps for health-related infrastructure are recognised, given the timescales associated with new housing provision coming forward, there is time for the CCG, working with LCC, to plan for the additional health infrastructure through the CCG Estates Strategy. Any potential funding gaps for education related infrastructure, are likely to be medium to long term, as a result of development later in the plan period. It is expected that the expansion of current schools would be funded through Basic Need Funding and the provision of new schools will be secured through S106 agreements with developers or through the Education and Skills Funding Agency Free School Programme. This gives LCC the opportunity to work with the ESFA, potential sponsors and developers to address and capacity issues. As discussed further in Chapter 17, whilst it is not currently considered appropriate to introduce a Community Infrastructure Levy (CIL) at this time, moving forward, this would not preclude LCC exploring the potential to introduce CIL. Chapter 17 details funding sources which could be utilised to address potential funding gaps.
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16.5 Governance and Decision Making Further thought will need to be given to how best to ensure effective governance and decision making in implementing this IDP and the IDS and securing funding as identified in Chapter 17. This is of particular relevance in the context of the City Region Combined Authority and new structures being development in association with that (such as the Land Commission and Joint Assets Board). A number of the schemes identified will need to be implemented and funded at a City Region level, whereas others will be more appropriately delivered at a local authority level. The new devolution arrangements within the City Region provide opportunities for the use of new funding opportunities however, where funding sources will be reliant upon income generated from growth in revenues such as business rates this tends to result in more risk at the local level than more traditional central government grant funding approaches.
Mayor of Liverpool City Region In May 2017, Liverpool City Region (LCR) directly elected Steve Rotheram as Mayor for the Combined Authority. He has a range of powers as agreed in the 2015 devolution agreement with Government, including responsibility for strategic planning. There is a Single Investment fund established by the Combined Authority to unlock the economic potential of the City Region. It comprises £30 million per year Devolution Deal Investment Fund, along with other funding sources. The level of Single Investment Funding available for the first three years is expected to be approximately £150 million at a minimum, as set out in Section 3.1 of the Single Investment Fund Prospectus (2016-2019), used to support the City Region’s strategic priorities, unlock economic potential and accelerate growth. This means that infrastructure investment which supports the Mayor’s strategic priorities may be funded directly. This may include areas which can support economic growth, such as investments in transport and telecommunications infrastructure.
Liverpool City Council LCC is directly responsible for the provision of some types of infrastructure, including a large amount of the City’s green infrastructure. LCC already has an elected mayor who has established clearly defined priorities at the City level. The priorities relevant to infrastructure provision are: • Stability and growth; • Affordable energy; • Clean and green; and • Best for business.
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In the future, there is an opportunity for LCC to influence strategic priorities at the City Region level by working closely with the LCR Mayor in order to ensure that their infrastructure priorities are fully reflected in the LCR Mayor’s strategic objectives. LCC should also continue to work with other infrastructure providers to ensure that future demand is met. This will include working with the private sector to support the provision of utilities and telecommunications infrastructure such as electricity and broadband.
16.6 Risks to Delivery In terms of infrastructure delivery, there are some uncertainties associated with availability of funding for schemes identified within the IDS. Specific risks include: • Transport: Changes in funding and governance arrangements including the devolution of funding to the City Region level brings risks associated with transport scheme prioritisation and delivery. LCC need to continue working with transport providers to ensure priority schemes feature as strategic priorities at the City Region level. This includes ensuring schemes are in place to support economic growth aspirations at the Port of Liverpool and Liverpool John Lennon Airport which will bring benefits across the City Region. • Education: Changes to education provision mean that LCC no longer has the power to commission new schools. The new arrangements mean there are risks that provision of new academies or free schools will not be in the locations across the City where there is the greatest need. It is important for LCC to lobby the Department of Education and for LCC to work in collaboration with the ESFA, potential providers and sponsors to mitigate this risk. • Utilities: Over the short term there are risks associated with a lag in the provision of infrastructure compared to timing of development coming forward, in particular for electricity connectivity demand where the network capacity is constrained in Central Liverpool. To mitigate this risk LCC should continue to work with providers such as SP Power Systems to identify areas where investment is required in the short to medium term either to meet significant demand either through cumulative development or large-scale schemes. • Health: Initial discussions with the CCG suggest that there will be a need for new facilities. This will need to be considered as they progress their Estate Strategy, which focuses on rationalisation. Where new services are needed, they are likely to include a larger range of services to support the rationalisation strategy. Whilst it is indicated that there will not be significant concerns in the first five years, given that constraints have been identified for the medium to long term and it is as yet unknown how they will all be addressed, it is recommended that LCC work closely with CCG, through the CCG Estates Strategy to mitigate this risk.
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In general, there are also risks associated with funding and delivery. Local authority budgets and availability of resources for ongoing maintenance are under increasing pressure making it necessary for LCC to focus resources on priority infrastructure or locations which offer the greatest benefit in terms of strategic delivery and place making. There are also limitations associated with other funding sources. Section 106 regulations has restricted the ability to ‘pool’ developer contributions limiting it to 5 contributions per infrastructure scheme. In addition, infrastructure traditionally funded through EU sources may start to be curtailed following the triggering of Article 50 in March 2017. To mitigate these risks Chapter 17 of this report explores how S106 funds can be effectively captured and supporting Local Plan policies put in place to ensure funds are directed towards infrastructure priorities. Chapter 17 also identifies alternative funding sources and opportunities offered by Liverpool City Region devolution. Going forward infrastructure investment and delivery will need to take account of the timing and phasing of housing and economic development, alongside infrastructure investment cycles. Options to respond to these risks include: • prioritising essential infrastructure; • focusing investment in priority areas; and • reviewing the timescales for housing and economic development to ensure this aligns with infrastructure investment plans.
16.7 Monitoring and Implementation As the IDP and IDS present a snap shot view of infrastructure delivery across Liverpool, it is important that implementation of infrastructure schemes identified in the IDS is kept up to date through regular monitoring and review. Arup recommends maintaining at least an annual check with infrastructure providers to request an update on the status of infrastructure projects listed in the IDS and identify any risks to delivery. This can be done via email with follow up phone calls or meetings as necessary. Potential risks can then be managed by LCC working in collaboration with infrastructure providers. This approach to regular review and update also enables LCC to maintain an up to date network with infrastructure providers. On an annual basis, it is recommended LCC provides an update to infrastructure providers on the anticipated timing of development starts and completions, flagging any risks regarding corresponding timing of infrastructure delivery. On an annual basis, it is also recommended LCC completes a full review of the IDS to add, remove or update projects and re-assess priorities. In line with NPPF recommendations, LCC is advised to review and update the IDP within 5 years.
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17 Funding Sources
17.1 Overview This section explores the different funding sources which can be accessed by Liverpool City Council and other infrastructure providers to support delivery of infrastructure programmes over the Local Plan period. This section also provides further details on infrastructure project funding mechanisms as identified in the IDS. There are four categories of complementary infrastructure funding sources considered below: • Grants and subsidies from both Central Government and via the City Region Combined Authority; • Local revenue generation; • Value capture mechanisms; and • Equity and debt.
17.2 Grants and Subsidies Funding may be available from a number of central government sources in order to support delivery of statutory functions and duties or to address a specific policy issues. Such funding is particularly relevant to strategic transport and environment infrastructure required to support multiple developments. For LCC such sources will be particularly relevant given that a large number of highways, railway and environment infrastructure schemes have been identified. Transport The Government has committed to increasing the level of investment in transport by 50% by 2020 and delivering schemes identified in the National Infrastructure Plan (which includes the A5036 – Access to Port of Liverpool). The government has committed to implementing the first national ‘Road Investment Strategy’ by 2020, is planning for a second from 2020 to 2025 and will be setting out plans shortly for the next rail investment period for 2019-2024 and beyond. National government has also committed to working with Transport for the North (TfN) to develop a Northern Transport Strategy and to invest £13 billion in northern transport over the course of this parliament. Liverpool City Council should therefore ensure that the priority transport schemes identified in the IDP are integrated with these plans. TfN has six work programmes where there may be overlaps with some of the priorities identified in this IDP.
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The programmes include: • Northern Powerhouse Rail - which sets out a vision for improved services between Liverpool and Manchester, and Liverpool and Manchester Airport • Integrated and Smart Travel – to allow passengers to travel on public transport in the North using a ‘tap-in, tap-out’ system. • Strategic Road Studies - TfN will work with DfT and Highways England to inform priorities for road investments. • Rail Franchising – once TfN gains statutory status, Rail North will become part of TfN meaning that TfN will manage Northern and TransPennine rail franchises. • Freight and logistics - focus on transporting goods effectively into, out of and around the North. • International connectivity – An International Connectivity Commission brings together business leaders to focus on the air and port links needed to grow the Northern Powerhouse. Direct specific national transport funding sources which may be appropriate to a number of the schemes identified might include Revenue Support Grant, DfT Integrated Transport Block, DfT Local Pinch Point Fund, DfT Better Bus Area, and DfT Bus Service Operators Grant. Environment Funding for Flood and Coastal Erosion Risk Management can be sourced from Central Government sources as well as a number of other sources. Central Government funding is provided to Ministry of Housing, Communities and Local Government (MHCLG) (formerly Department for Communities and Local Government) and then to Lead Local Funding Authorities through the overall Settlement Funding Assessment (SFA) or to DEFRA. DEFRA retains a small proportion of funding for small ad-hoc programmes, but the majority is provided to the Environment Agency to administer for a range of projects and programmes. Other sources may include use of a local levy, partnership funding, use of drainage charges and special levies and other sources of funding directly from the Local Authority. The main source of funding for flood risk and drainage schemes are therefore likely to be via the Lead Local Flood Authorities grant funding from MHCLG and the Environment Agency. Education Local Authority funding sources, from central government (via MHCLG, DfE and the Education and Skills Funding Agency) are likely to be a key source of funding for investment in schools as well as some further and higher education institutions. Whilst the Basic Needs Allocation remains the principal form of funding, this can be supplemented by CIL or S106 contributions where education
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infrastructure is identified as being necessary for a scheme to proceed93. There is the potential to use developer contributions to support delivery of more complex schemes where additional funds are required to ‘top up’ funding from the Basic Needs Allocation. Funding from the Single Investment Fund may also be available in future for capital investment in Further and Higher Education. Health Funding from NHS England via the Liverpool Clinical Commissioning Group is likely to be the main source of funding for health schemes.
17.2.1 New Homes Bonus The New Homes Bonus is a grant paid by central government to local councils to reflect and incentivise housing growth in their areas. It provides local authorities with a financial payment equal to the national average for the council tax band on each additional property built and is paid for the following six years as an un-ring- fenced grant. The New Homes Bonus is dependent upon housing delivery and therefore is subject to some risk related to economic cycles. In Liverpool, the New Homes Bonus forms part of Council’s general budget to assist in meeting the needs generated by new homes and new households.
17.2.2 City Region Combined Authority In 2015 the government agreed terms for the devolution of a range of powers and responsibilities to the Liverpool City Region Combined Authority and a new directly elected Metro Mayor for the City Region, Steve Rotheram (appointed May 2017). Steve Rotheram also Chairs the Liverpool City Region Combined Authority, with responsibility for a number of powers and flexibilities. These include powers over strategic planning, including the responsibility to create a Single Statutory City Region Framework, to develop a Land Commission with government and a Joint Assets Board for economic assets. The agreement includes a devolved and consolidated transport budget, with a single asset management plan prepared to manage and maintain the Key Route Network (KRN) since May 2017. The City Region Mayor has powers over strategic planning as well as the Liverpool City Regional Single Investment Fund, with c£150m over the first three years (2016-2019) to invest in projects which enhance the economy, skills funding for 19+ skills from 2018/19 and a pilot for business rates retention from 2017/18. The Single Investment Fund supports the City Region’s strategic priorities and to unlock economic potential and accelerate growth. Funding will be utilised in areas which will support business growth and sector development, research and
93 PPG states planning obligations must meet relevant tests in that ‘they are necessary to make development acceptable in planning terms, directly related to development and fairly and reasonable related in scale and kind. They must be fully justified and evidenced’. [Paragraph:004 Reference ID: 23b-004-20150326]
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development, skills development and adult education budget, transport and other infrastructure, regeneration, town centre development and culture. The new approach to government finance in Liverpool announced in March 2016 will mean that there are new opportunities for the Metro Mayor of the Combined Authority to make funding decisions related to strategic priorities. This package includes mechanisms for the Mayoral Development Corporation (MDC) to capture and direct financial benefits for investment in growth and to establish Mayoral Development Zones for delivery of key sites. At the City Region level, there are opportunities to fund new infrastructure through devolved funding and the use of public assets. Any arrangements for future funds or new sources will be determined by Mayor. Such funding sources are likely to lend themselves to large scale strategic transport and infrastructure investments as well as to education investments which will be critical to the future growth of the City Region as a whole.
17.2.3 Local Enterprise Partnership Funding The Liverpool Local Enterprise Partnership priorities are set out in ‘Building Our Future’ a joint strategy with the Liverpool Combined Authority94. This focuses on productivity, people and place. The main priorities for the LEP are research, innovation and business support with the LEP programme aiming to promote direct investment, principally within small-medium enterprises (SMEs), into sustainable business and as a result, increase private sector employment. LEP funding comes from a number of grant sources. Some of these currently include: • Single Investment Fund, this is one of the primary channels for LEP and Combined Authority funds. • Regional Growth Fund (the LEP secured £15million to operate the Business Growth Grant in 2012 but no further funding rounds have been announced); • Growing Places Fund (no further rounds announced); • Local Growth Fund of £2bn a year nationally from 2015/16 to 2020/21 (to date Liverpool has secured £336m of Growth Deal Funding); and • ESIP funding (£193m European Regional Development Fund, European Social Fund and Rural Growth).95 The LEP and partners are currently exploring opportunities to secure European Funding through the ‘Connecting Europe Facility’ in relation to the Port and associated infrastructure as Liverpool is well positioned within one of EU’s nine
94 Building Our Future, Liverpool City Region Growth Strategy (2016) 95 Following the result of the EU Referendum in June 2016, the Government has guaranteed that all Structural and Investment Fund projects signed before the November 2016 Autumn Statement will be fully funded even following the UK’s departure from the EU. There will be arrangements made for assessing whether to guarantee funding for projects signed between the 2016 Autumn Statement and the UK’s departure from the EU, which is likely to be in March 2019.
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identified core network corridors. This will be direct to the European Union on a competitive basis.
17.3 Local Revenue Generation
17.3.1 Introduction Local revenue generation can be sourced from developer contributions (Community Infrastructure Levy or Section 106 agreements); Section 278 agreements; business rate supplements; council tax precepts; asset disposal; and user fees and tolls. LCC currently secures developer contributions through Section 106 (S106) agreements. This type of agreement is site specific and relates to funding infrastructure required to directly mitigate the impact of development with regulations limiting the pooling of more than five S106 contributions. In contrast CIL is a general levy on all development and is designed to fund infrastructure required as a result of development. This can be applied on a city- wide basis. LCC has not yet determined whether to progress the adoption of a CIL policy and charging schedule.
17.3.2 Community Infrastructure Levy When considering potential local sources of funding to support infrastructure delivery, this report does not consider a Community Infrastructure Levy (CIL) to be a beneficial or necessary funding mechanism for the City for the following reasons: • The Infrastructure Delivery Schedule has not identified a short term (5 year) funding gap for the type of infrastructure where a CIL would make a contribution; • Infrastructure provision and associated funding gaps in the medium to long term (10-15 years) are influenced by timing of provision and associated commitment of resources, therefore a CIL would have limited influence over this. Should new infrastructure be needed, it is likely to be site specific to meet an identified need in that location, such as primary school places; • A significant proportion of the Submission Draft Local Plan growth is already committed through planned schemes (25,978 dwellings with planning approval as of January 2017) and CIL contributions cannot be levied retrospectively even if they were needed. Due to the level of committed development already in the planning pipeline, CIL would only apply to remaining allocations or windfall sites. This scale of development may be unlikely to generate sufficient contributions to be sustainable; and • CIL takes time and resources to implement. A charging schedule and supporting viability appraisal are tested at Examination before adoption with the level of CIL collected dependent on development viability across the City. It could take 1-2 years to put in place.
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The Housing White Paper (2017) also indicates that Government policy regarding the CIL is likely to change. Following an independent review of CIL and its relationship with S106 the Housing White Paper states ‘The Government will examine the options for reforming the system of developer contributions.’ The Autumn Budget 2017 announced that consultation would be undertaken on amendments to the CIL system in England. It will include proposals to allow authorities to set rates which better reflect the uplift in land values between a proposed and existing use; give combined authorities (such as Liverpool City Region), with statutory plan making functions, the option to levy a Strategic Infrastructure Tariff, similar to the London Mayoral CIL for funding Crossrail; and in certain circumstances, removing the restriction of S106 pooling towards an individual item of infrastructure where the Local Planning Authority have implemented CIL. The decision by charging authorities to levy a charge is dependent on an aggregate funding gap being evidenced in the IDP, as set out above the Liverpool IDP does not identify a short term funding gap. In addition, this report does not consider the benefits of CIL are proportionate compared to the potential financial returns for the City due to: • The cost and resources required to implement a CIL including preparation of the charging schedule, associated evidence and Examination process and operational costs; • Limited ability to capture future funds via a CIL due to the majority of Local Plan development being already identified through extant permissions; and • The likelihood of future changes to the system of development contributions; and • The limited ability of CIL to generate sufficient funds to deliver specific infrastructure requirements in wards most affected by growth. In the future there may be opportunities, provided that taking into account existing policies it would be viable to do so, to introduce a Mayoral CIL across the Liverpool City Region to contribute to the cost of additional infrastructure required as a consequence of new development. As a result of devolution, Combined Authority Mayors (such as the London and Greater Manchester) have powers to introduce a Mayoral CIL to fund local infrastructure improvements. The Mayoral CIL could sit alongside local developer contributions such as Section 106. Whilst it is not currently considered appropriate to introduce CIL at this time, moving forward, this would not preclude LCC exploring the potential to introduce CIL, acknowledging that this could have benefits for the next plan period, rather than the current plan period. The monitoring that is recommended be undertaken in section 16.7, should be used by the City Council to identify whether the basis for proactively considering the introduction of CIL has changed, namely should any near term funding gap be identified.
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17.3.3 Section 106 Section 106 planning obligations draw a direct link between a new development and the consequential need to invest in broader support infrastructure. Planning obligations under S106 are a mechanism through which a development (which would not otherwise be acceptable) is made acceptable in planning terms. S106 agreements are legal contracts linked to the planning approval which relate to the land being developed rather than the person or organisation developing the land. Planning obligations are used to: • Prescribe the nature of development to comply with policy; • Compensate for loss or damage (such as loss of open space) created by a development; and • Mitigate impact from a development. Whilst the use of S106 agreements can be effective in funding infrastructure as a direct result of a development, revised CIL regulations place a limit on Local Authorities’ ability to pool more than five contributions towards a single item of infrastructure, which is intended to encourage a move towards use of CIL instead of S106 agreements. Additionally, S106 agreements are individual to a scheme and can be the subject of lengthy negotiations which can cause delay. LCC currently secures developer contributions through S106 agreements. These current arrangements enable LCC to capture S106 developer contributions for infrastructure relating to: • Open space and green infrastructure; • Public realm including transport; and • Public Art. Liverpool’s Submission Draft Local Plan policy seeks to give greater flexibility to capture funds for a broader range of infrastructure to mitigate the impact of development. Using S106 obligations to capture local contributions gives LCC the opportunity, subject to viability considerations, to secure benefits on a scheme by scheme basis, with the potential to re-visit schemes which currently have planning permission should they come forward for as revised schemes as well as to secure developer contributions from new schemes coming forward through Local Plan allocations and windfall sites. This has the potential to address site specific impacts, such as contributions to education or health. The Submission Draft Local Plan allocates a number of significant sites, with a cluster of around 1,080 new homes in the Speke Garston /Cressington Ward areas. It will be important that S106 contributions are sought as appropriate to ensure the additional demands on infrastructure are met. The Local Plan details the development management policies that will be used to determine future planning applications in Liverpool including those required to
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secure S106 developer contributions. However, until the Local Plan is in place, Liverpool City Council has resolved that it will continue with an interim planning policy for securing S106 developer contributions first agreed in October 2008. This interim approach addressed some of the issues within the Liverpool UDP which had been limited in its proposed use of developer contributions. For the period 1992 to 2016 LCC captured around £11.8 million from S106 commitments to fund green infrastructure and public realm improvements and enhancements; pedestrian footpath improvements; sports and recreation improvements; play area improvements; traffic calming measures; and highways schemes. S106 could be used to fund a number of the infrastructure requirements identified in this report such as highways, education, health, green infrastructure, sports and recreation provision. It provides Liverpool City Council with the flexibility to capture funds from development based on updated policies. The Submission Draft Local Plan S106 policies STP5 and STP6 provides a broader interpretation of infrastructure which can qualify for S106 contributions providing flexibility to invest funds in a wider range of infrastructure such as education and health alongside existing arrangements for green infrastructure and transport. A way of capturing and planning for planning obligations to ensure impacts of development are mitigated, in particular relating to education, health and transport, would be through the adoption of a Planning Obligations Supplementary Planning Policy (SPD), to supplement policies set out in the Local Plan (2013-2033). This could provide transparency and certainty to the development process and help inform pre-application discussions and engage providers at an early stage. It is recommended that the Local Plan includes a policy hook for the SPD (considering themes and geographical areas to be covered). The process of drafting the SPD could help to join up thinking on future infrastructure delivery. It could set out a comprehensive approach to planning obligations, based on quantum of development proposed in the Local Plan (2013-2033), geographical locations and therefore associated need, as summarised in this IDP. The development of an SPD on Digital Provision could also join up thinking on digital provision across the city and consider potential S106 contributions.
17.3.4 Section 278 Section 278 agreements are a mechanism to enable the developer to design, carry out and pay for works on the highway network to the satisfaction of the local highway authority or to fund works to be carried out by the highways authority. Section 278 agreements can be put in place alongside both CIL and S106, and could be an important mechanism for LCC to use for highways works related to future development.
17.3.5 Business Rate Supplement A Business Rate Supplement (BRS) is a compulsory charge added to all National Non-Domestic Rates (NNDR) that are levied on qualifying properties within a given local authority area. Under the terms of the Business Rates Supplement Act
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2009, a BRS can be levied up to a maximum of 2p in the pound of rateable value, increasing the total NNDR multiplier to a maximum of 50.2p in the pound with a rateable value threshold of £50,000 (2014). The current non-domestic rating multiplier is 47.9p for properties of rateable value of £51,000 and above. For small businesses, a non-domestic rating multiplier of 46.6p is used. As the rateable value (crucial part of the BRS calculation) is only re-valued every five years, this reduces the volatility of revenue and provides an incremental revenue stream linked to existing taxation96. This mechanism represents an additional ‘tax’ on businesses and the Act requires authorities to hold a ballot of business where revenue from the BRS is expected to amount to more than a third of the total cost of the project to be funded. LCC would also need to produce a prospectus setting out the case for levying a supplement and the amount to be raised. Any use of this as a mechanism would need to be considered by Liverpool City Council and the Combined Authority within the context of Business Rate Retention. Whilst there is not an immediate need for a BRS to fund infrastructure, this could be considered as a potential option if funding gaps arise as a result of ongoing monitoring and review of the IDS.
17.3.6 Council Tax Precept A Council Tax Precept is additional to council tax which could be levied for either a specific project or an infrastructure investment programme as a whole. This could be considered as an option to meet shortfalls in funding for strategic infrastructure priorities where benefit across the authority can be demonstrated. The council tax precept would provide an incremental uplift in the revenue base and the mechanism is subject to local control. LCC are already levying a 3% percept for social care over the next 2 years.
17.3.7 Asset Disposal The disposal of assets owned by the Council or public sector could provide a further source of funding which could be used to pay for infrastructure works. Asset sales and development include: • Sale of surplus Council assets to realise a capital receipt; and • Sale of land and property temporarily claimed to deliver new infrastructure The proceeds generated from disposals can be used to realise capital value to contribute towards new infrastructure (either one-off sales or through development partnerships). The Liverpool City Region Combined Authority have established a Services and Assets Executive Board to provide a strategic approach to asset management and disposal of surplus estates. With the Metro Mayor now in post, there is the
96 This measure has been adopted by the Greater London Authority (GLA) as part of the Crossrail funding package and may be a consideration for very large-scale infrastructure investments.
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potential to establish a Land Commission and Joint Assets Board agreed with Government as part of the Combined Authority devolution agreement. The Land Commission could take forward this strategic role with the disposal and development of available key public assets generating income.
17.3.8 User Fees and Tolls It may be possible to fund some new infrastructure through revenue generation directly secured from a charge for use of a facility. Examples include roads / bridges / tunnel tolls or congestion charging as well as fares for use of public transport and revenue generated from rent from Local Authority owned housing stock. A number of tunnels, roads and bridges across the UK are or will be tolled (including the Mersey Tunnels and the new Mersey Gateway Bridge). Charging users directly may be viewed as a more efficient and fair way of funding infrastructure as the cost of the project is borne by the beneficiaries and users. It is likely to be suitable for projects that are traditionally revenue generating such as a new public transport route. However, this source alone is unlikely to be sufficient to cover the cost of the investment in upfront infrastructure. Introducing fees for infrastructure that has previously been ‘free’ at source can be problematic and careful consideration would need to be given to appropriate uses including in relation to the use of assets held within the Housing Revenue Account (HRA).
17.4 Value Capture Mechanisms
17.4.1 Payment by Results There is an increasing focus on identifying ways in which the benefits accrued from investment in infrastructure can be captured. A value capture mechanism proposed by Greater Manchester (GM) (“Earn Back”) is to be applied at a City Region level. In the Manchester example, the original model of a formula linked to changes in rateable values over time has been replaced by a more straightforward agreement whereby GM will be rewarded for demonstrating through independent assessments that the economic benefits and impacts made under schemes have been delivered. Grant (capital and resource) funding will be provided at £30m per annum for 30 years unlocked at five-yearly assessment gateways. This approach provides an additional incentive to prioritise local government spending to maximise GVA growth. There are challenges in that future growth (and hence future tax increases) are estimated and may not materialise once the project is complete. However, there may be opportunities to consider the potential use of such models for key infrastructure investments at sufficient scale in Liverpool.
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17.5 Equity and Debt
17.5.1 Joint Ventures The use of a partnership approach to develop a pipeline of sites across an area is a popular potential route that is being pursued by a number of local authorities at present. Such partnerships can include the public sector vesting land and/or equity alongside an equivalent commitment by a commercial partner to deliver a development or regeneration scheme. The development of an infrastructure based JV has potential where the public sector owns development land and is able to use that land to attract private sector investment to deliver infrastructure. In this case, the private sector would put equity into the JV to pay for infrastructure works, then development takes place on the Council’s land, the receipts from which are shared between the parties. This could be considered as part of the Land Commission and Joint Assets Board planned for the Liverpool City Region Combined Authority or the MDC.
17.6 Funding Deficits in Maintenance Budgets Across green infrastructure and sport and recreation, deficits in maintenance budgets present a significant challenge. These deficits can be addressed through use of local developer contributions, reorganisation of LCC’s assets and/or external funding sources. The long-term management and maintenance of new infrastructure assets is a crucial consideration. In the process of prioritisation for new infrastructure investment, an emphasis should be placed on demonstrating the long-term viability of on-going revenue costs. For example, LCC will need to consider the arrangements for funding maintenance of any new open space or play areas provided by developers. This could be through a private management arrangement or commuted sum arrangements (whereby the Council adopts common areas in exchange for commuted sums from developers). Such arrangements need to take account of long term liabilities for the Council and will need to be decided on a site specific basis.
17.7 Funding Essential and Desirable Infrastructure
17.7.1 Essential Infrastructure The principal sources of funding for ‘essential’ projects would likely be government funding from grants and subsidies. This would be provided directly from central government as a grant or through another means (e.g. Highways England, the LEP, via the Combined Authority Devolution Agreement) or directly by a statutory authority (in the case of education). Whilst local revenue sources (such as developer contributions and business rates uplift) could be considered for essential infrastructure there is an inherent risk in relying upon income from
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development to fund essential infrastructure as such income may be subject to property and economic cycles and may not be guaranteed. There can often be a delay in the delivery of essential infrastructure, with a lag occurring between the identification of an infrastructure need and investment in delivery. It is therefore important that early planning for essential infrastructure and exploration of potential funding sources is undertaken early as part of the IDP, and in a way in which LCC is able to be flexible in its approach. As significant proportion of development (employment and housing) is already committed within Liverpool during the Local Plan period, and as the Council has limited control of the timing of these developments coming forward it will need to take a proactive approach to planning for the infrastructure required to work with developers and providers to ensure infrastructure plans align with delivery of development.
17.7.2 Desirable Infrastructure Desirable infrastructure is infrastructure which would improve capacity and deliver place making benefits and is likely to be deliverable within the medium to long term. The main funding sources for ‘desirable’ infrastructure include planning obligations (such as S106 payments) or through the use of CIL contributions (where included in the Regulation 123 list) if this was the approach adopted by LCC, and via other external funding sources such as those from the City Region Combined Authority or the LEP. In order to prioritise investment in ‘desirable’ infrastructure it may be important for LCC to identify priority projects from this list and to establish a process for the prioritisation of such projects to inform the approach to funding opportunities.
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18 Conclusions and Recommendations
18.1 Overall Conclusions This IDP forms a key part of the evidence base for the Submission Draft Local Plan (2013-2033). It brings together data and the views of expert stakeholders on matters such as current provision and infrastructure requirements; projected costs and funding mechanisms; and requirements for future provision to support the delivery of committed schemes and planned growth specified in the Submission Draft Local Plan. This IDP examines the quality and capacity of the following types of infrastructure: transport; education; health; utilities; telecommunications; flood risk and drainage; waste management; green infrastructure; sport, leisure and recreation; community and cultural provision; and emergency services. The IDP identifies the ability of each type of infrastructure to support the delivery of housing and employment growth across Liverpool. Based on analysis of current infrastructure and details of planned infrastructure set out in the Infrastructure Delivery Schedule in Chapter 16, the overall conclusion is that there are no significant shortfalls in infrastructure provision which will prevent delivery of Local Plan growth proposals in the short term (5 years). This is partly due the level of development in the planning pipeline and mitigation measures being in place as part of planning agreements. The IDP does identify a potential short term gap in funding for telecommunications provision for the City Centre with potential solutions and sources of investment being investigated by LCC. This is not considered to present a barrier to Local Plan delivery. Careful consideration also needs to be given to meeting education needs going forward, in particular the potential delivery of additional primary school provision within the Mossley Hill / St Michael’s area, dependent on the housing mix coming forward. Close working is also required with the CCG, to ensure that future demands on health facilities are planned for and addressed. As the majority of growth proposals are anticipated to be delivered through extant planning permissions, some infrastructure provision (such as transport and green infrastructure) will be delivered through the development process, due to permissions being granted on the basis of mitigation measures being implemented. In the medium to long term (10 – 15 years) the main infrastructure risks to the delivery of the growth arising from existing planning consents and as set out in the Submission Draft Local Plan (2013-2033) which need to be monitored and carefully managed relate to the provision of transport, health, education, telecommunications, utilities, and flood risk infrastructure. These risks are associated with infrastructure planning and the timing of infrastructure provision in relation to development. The main solutions for the potential risks identified which the City should focus on to support the delivery of committed and planned future growth are as follows:
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• Transport: Work closely with bus service providers to ensure additional services are made available to support future demand from locations linked to residential development along the Mersey Estuary Corridor. Ensure planned highways interventions are delivered to support growth proposals at Liverpool Waters, the Port of Liverpool and Liverpool John Lennon Airport. • Education: Work with LCC education services to confirm an approach to new primary provision, including potential need for a new school within Mossley Hill / St Michael’s area (dependent on the housing mix coming forward). If a new school is required, working with developers to secure sponsors for new primary school provision to meet future demand. • Telecommunications: Explore options to improve speed and quality of City Centre broadband provision either through delivery of private schemes related to planned development or via an LCC initiative. This is a priority for the short term (5 years). The preparation of a Digital Supplementary Planning Document could help to inform provision going forward. • Health: Work closely with the CCG as developments come forward to ensure that the right facilities are located to meet the increased demand. Explore options through the CCG Estates Review. • Utilities: Continue to work with SP Power Systems and the LEP to understand the timing and cumulative impact of demand from development proposals to ensure planned intervention works are in place to support future connections onto the electricity network. Continue to work with United Utilities to identify any constraints to water supply and waste water infrastructure as a result of Local Plan proposals, and seek to align priorities in the AMP7 investment plans. • Flood Risk: Prioritise LCC investment in maintenance and repair of culverted waterways to focus on areas of greatest flood risk including those areas where new development is proposed.
18.2 Conclusions by Infrastructure Type
18.2.1 Transport The City Region is committed to creating a new ‘Mobility Culture’. This culture recognises the need to find new and smarter ways of travelling around and ensuring the efficient movement of people and goods, in order to support sustainable economic growth, reduce carbon emissions and promote health and wellbeing. A key focus for Liverpool is the implementation of the Active Travel Strategy (2011), which will improve and expand facilities to encourage cycling and walking, with the associated health benefits, contribution to carbon reductions and increased accessibility to employment and services. Enhancements to the highway network also remain a strong focus for the City. The IDP identifies increased levels of passenger and freight traffic along the A5036 corridor, the A565 and the A561. This is due increasing traffic levels around the Ports, Liverpool John Lennon Airport and residential development along the waterfront, such as Liverpool Waters.
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To support growth proposals for the Port of Liverpool, Highways England are conducting options analysis for highways schemes in Sefton which will alleviate congestion along the Mersey Estuary corridor. Highway improvements are currently at consultation stage with a proposed highway improvement scheme to increase road capacity along the Dunnings Bridge Road route. Although located in Sefton, improvements to road capacity on this route will reduce the pressure on the Liverpool highways network. To support growth proposals around Liverpool John Lennon Airport, there is the aspiration for an Eastern Access Road through to Halton. The airport is heavily reliant on the highway network. Enhancements to the highways network around the airport are considered to be essential to facilitate the airport’s growth in passenger demand over the course of the Local Plan period and beyond. Liverpool John Lennon Airport is currently producing an updated masterplan (up to 2050) which focuses on improving airport facilities and updating the surface access plan. At a local level, for sites with extant planning permission it is anticipated that highways improvements will come forward as part of development schemes as planning permission will have been granted on the basis of acceptable impact to the highway network. There are existing capacity and connectivity issues on the rail network serving Liverpool City Region. A number of schemes have been identified to enhance the existing infrastructure and future proof the network. Improvements at Liverpool Lime Street and Liverpool Central stations are planned to accommodate future increases in demand on the Merseyrail network. Merseyrail are also exploring the potential for new stations within the City at St James and Paddington. This will improve rail links between mainline stations and both the Baltic Triangle and the Knowledge Quarter, which are growth locations within the City. The existing bus network is considered to be of good quality and well used. An increase in demand for the bus services is likely to require new provision to support increases in housing along the Mersey Estuary Corridor and employment related development around the Port of Liverpool and Liverpool John Lennon Airport. Canals and rivers will continue to be a valuable resource for the City, both in terms of supporting growing demand for freight movement from the Ports, and leisure opportunities linked to the tourism and culture offer. Increased connectivity and capacity of Liverpool’s rail freight networks is also vital to support economic development around the Ports and Liverpool John Lennon Airport. The IDS identifies schemes to improve the capacity of the rail freight network.
18.2.2 Education Current provision for primary school places is varied across the City with an under-supply in the south of the City and available capacity in the north. Provision of secondary school and college places is fit for purpose to meet current needs, although further pressures are anticipated as demand rises from 2019. This is due increased demand at the primary level feeding through to the secondary school
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system. The demand for University places is anticipated to remain broadly stable over the short to medium term with the three main Universities (University of Liverpool, Liverpool John Moores, and Liverpool Hope) providing capacity for around 50,000 students. This will be supported by ongoing investment programmes at all three Universities. The IDP identifies that residential development which has planning permission or is allocated will impact on the demand for primary school places with the greatest pressures in wards located along the Mersey Estuary Corridor including the wards of Riverside, St Michael’s, and Mossley Hill. Demand will need to be met through expansion of existing schools (with projects identified in the IDS) or from schools which are under capacity. There is also the potential need for a new primary school within Mossley Hill / St Michael’s area dependent on the housing mix of developments and allocations coming forward. Increasing capacity of existing schools will be managed by LCC under future phases of the Primary Places Strategy. Provision of new schools is outside the control of LCC and will be dependent on Government approval of Free School or Academy proposals for the City. Future planning for provision of primary and secondary school places is dependent on successful collaboration between education providers including LCC, Academy and Free School representatives in the City.
18.2.3 Health Current provision of GP facilities, dentists, pharmacies and secondary care facilities across the City is generally considered to be fit for purpose. The level of primary care provision is supported by investment in the last 10 years with the Liverpool CCG investing £90 million in primary and community facilities. In terms of primary care, there is concern to ensure the Riverside and Speke- Garston wards have sufficient GPs to support the level of committed and Local Plan proposed development in these locations. In the Speke-Garston ward there are no substantial developments anticipated in the first 5 years and Liverpool Waters (which has planning approval) will be built out over the plan period of over 15 years, which enables the demand to be planned for moving forward. Future planned renovations and re-build of secondary care facilities will ensure they are fit for purpose in the short to medium term. The value of preventative care has been increasingly recognised as a means to alleviate pressure on existing primary and secondary facilities, with active transport and green infrastructure playing an important role in providing wider health benefits. Close working will be required between LCC Planning Team, including Development Management, and the CCG to help shape the CCG Estates Strategy and explore resolving any identified shortfalls. Close dialogue will enable clear understanding of timing and delivery programmes for residential development coming forward and for CCG projects.
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18.2.4 Utilities The 132kV, 33kV and 11kV networks across Merseyside generally have reasonable levels of capacity headroom to accommodate future demand connections. There are a small number of sub stations where capacity may be constrained, generally in Central Liverpool, close to Liverpool Waters where a significant amount of development is anticipated to take place arising from a combination of existing planning permissions and the policy framework set out in the Local Plan. Coordination will be needed between LCC, SP Energy Networks and Distribution Network Operator to address these constraints. As a regional Distribution Network Operator (DNO), SP Energy Networks are required to produce a Long Term Development Statement (LTDS) giving detail of the current and proposed status of their network. This includes demand forecasts for the next 5 years on their 132 kV and 33 kV equipment. SP Energy Networks’ Long Term Development Statement states that projects requiring less than 50 kW would generally not need to worry about network capacity. This equates to a development of around 10 houses, meaning that schemes smaller than this may be able to be developed without requiring any improvement in the electricity network. The existing gas network has been assessed as generally able to cope with demand generated in the City. United Utilities have an ongoing monitoring process where they are examining the impact of planned growth on existing water infrastructure. United Utilities is also planning for the AMP7 investment period (2020 – 2025) which will take account of future planned development To support future sustainable energy solutions, there are opportunities for the City to implement low carbon energy generation schemes. Whilst at early stages of development, there are plans to take forward local energy and heat generation networks for the Waterfront / Docks area and the Knowledge Quarter.
18.2.5 Telecommunications Analysis of broadband provision shows that speeds across the City are generally strong compared to national standards, however there are slower broadband speeds within the City Centre. The weaker broadband coverage in the core business district compared to the suburbs is considered by LCC to be a major issue. To support City Centre employment growth proposals in the Local Plan, LCC will need to work with providers to secure investment and improvements in broadband services for the City Centre, uncertainty over investment sources has led to the IDS identifying a funding gap for City Centre broadband provision. Future investment could be supported by provision from residential schemes planned for locations around the City Centre. In terms of telephony, coverage is generally strong across the City with wide access to the 4G network. Future demands will be met by mobile operators through investment in their mobile network services.
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Given the duration of the Local Plan, LCC will work closely with Digital Partners to ensure future digital opportunities for the City are considered. This will influence future iterations of this IDP, recognising the fast-moving nature of this sector. It is recommended that LCC undertaken further work and explore the potential of developing a Supplementary Planning Document as a key tool for delivery and to inform digital provision going forward.
18.2.6 Flood Risk and Drainage The 2012 Strategic Flood Risk Assessment highlights that Liverpool is covered by three flood alerts from the Environment Agency for the River Alt, the River Ditton and the Mersey Estuary from Liverpool to Warrington. There are three sets of flood defence embankments within or adjacent to the City at Croxteth Brook, the River Alt, and Netherley Brook. The Liverpool Local Flood Risk Management Strategy was published for consultation in December 2017 and includes a number of Capital Schemes (2015- 2022). The 2018 Interim Strategic Flood Risk Assessment (SFRA) provides a Level 1 assessment of the City, updating and collating existing flood risk information, to assess implications of climate change at potential sites and include flood risk management measures. It also reviews and provides an initial assessment of locations of development growth, making recommendations on possible flood risk mitigation solutions and inform the Local Plan 2013-2033. The Consultants who undertook the SFRA concluded that a Level 2 SFRA was not needed. There are three sites at risk of a 1 in 100 year flood event from surface water flooding. Of these, the Interim SFRA (2018) recommends the withdrawal of H1: Land bounded by East Lancs Road / Stonebridge Lane / Stonedale Crescent, from the housing land supply. This is due the nature of the risk, the proposed residential use (more vulnerable) and difficulty mitigating the risk as it is not confined to one area. However, it is noted that the low risk parts could be developed and states “This is not to say the site cannot be delivered, though more detailed investigations will be required by way of a drainage strategy and detailed Flood Risk Assessment” (p55). Proposed Allocation H1 is a previously developed site for housing and the Environment Agency (EA) did not object to its allocation in the Draft Local Plan (2016). Therefore, it remains an allocation at present. The EA will have opportunity to provide further a response through consultation on the Submission Draft Local Plan (and the accompanying evidence documents). There are issues with Liverpool’s extensive culverted watercourse network which needs upgrading. LCC are currently prioritising the culverts located in flood risk areas through maintenance and upgrade plans. In terms of Submission Draft Local Plan growth proposals, permitted schemes are likely to have hard engineered flood solutions which would be able to withstand a major storm event as LCC plans for future resilience for both a 1 in 200 year and 1 in 100 year event. Ongoing measures are in place to identify and resolve flood
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risk issues relating to the culverted watercourse network with specific flood protection measures for high risk locations.
18.2.7 Waste Management Waste disposal is dealt with at a Merseyside level, and is directed by Merseyside Recycling & Waste Authority with plans set out in the adopted Joint Waste Plan. Discussions indicated that facilities are currently adequate for the disposal of waste, although differences in the way that local authorities collect waste mean that there are inefficiencies in disposal which should be addressed over the plan period. In terms of existing commitments and the growth set out in the Submission Draft Local Plan, waste management infrastructure should generally be able to meet demand. There are however significant variations in the amount of waste generated by different housing and employment development types, and these will be monitored through the Joint Waste Plan as development is delivered.
18.2.8 Green Infrastructure Provision of most types of green infrastructure is currently adequate across the City, with good levels of quality and quantity of sites. Where there are gaps in types such as amenity green space, there are often other types of green space nearby to compensate. The provision of allotments is currently insufficient, and there are quality issues on existing sites relating to vandalism and flooding. Current planned investment is unlikely to be able to meet future demand for allotments, although future schemes will supplement existing levels of natural and semi-natural green space. Investment is largely dependent on funding from the LCC capital plan or developer contributions. The IDS shows there are potential funding gaps in projects identified in the medium to long term.
18.2.9 Sport, Leisure and Recreation Provision of infrastructure for most sports is generally sufficient across the City. There is currently unmet demand for artificial grass pitches, although current investment to increase the amount of 3G pitches is likely to address this shortfall. Going forward, the levels of growth set out in the Submission Draft Local Plan are unlikely to create any major shortfalls in provision. Planned investment is likely to focus on making better use of existing facilities. The City Council is working with Sport England to prepare a new Playing Pitch Strategy which will be completed in late summer 2018.
18.2.10 Community and Cultural The provision of libraries across Liverpool is generally sufficient, following extensive efforts in recent years to keep as many sites open as possible by transferring them to community organisations.
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Capacity at cemeteries and crematoria is also generally adequate, with recent investment in crematoria provision. Demand will continue to be monitored and more capacity may be required towards the end of the plan period. The location of sites will be an important factor due to the need to not prejudice economic development by taking space in the City Centre.
18.2.11 Emergency Services Budgetary constraints since 2010 have placed pressure on emergency service providers to make services more efficient so as to reduce costs whilst not impacting on services. This has led to the reorganisation of assets and in the case of Merseyside Police, a recent change to a more fluid and demand-led way of working with fewer fixed boundaries to services. Ambulance response times across Liverpool are consistently faster than national targets. The Emergency Service providers were contacted but did not raise any specific issues with the level of growth proposed in the Draft Local Plan (2016), they were then contacted again to invite comment on the growth proposed in the Submission Draft Local Plan (2018), but no further response was given. There is a desire to better integrate services with the planning process in order to reduce risk and contribute proactively to make efficient use of services in the future. We therefore recommend that LCC consult the providers directly on the Submission Draft Local Plan.
18.3 Funding and Delivery The IDS identifies the infrastructure projects for investment and delivery over the period of the Local Plan. Projects have been prioritised based on: • Essential infrastructure is infrastructure which is required to make development acceptable in planning terms, is essential to enable delivery of the Local Plan growth proposals and / or is deliverable within the first 5 years. • Desirable infrastructure is infrastructure which would improve capacity and deliver place making benefits, and is likely to be delivered over the medium to long term. Whilst the IDS highlights potential gaps in funding of essential infrastructure (associated with transport, education, City Centre telecommunications, and green infrastructure) there are no significant constraints which prevent delivery of Local Plan growth proposals. The IDP highlights the greatest risks to delivery are associated with the timing of development compared to delivery of infrastructure with the need for proactive infrastructure planning particularly for investment in Liverpool’s electricity and broadband networks; and the availability of funding with increasing pressures on funding sources from the EU, central government and LCC leading to the need to explore alternative funding and delivery models including opportunities offered by devolution to the City Region.
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Another important source of funding is from developer contributions. Current policy directs such contributions towards investment in open space, public realm and transport. There is an opportunity for Liverpool to adopt a broader policy requirement to capture contributions for education and other types of infrastructure as needs arise over the plan period. Developer contributions in Liverpool are currently captured through S106 agreements. The IDP has reviewed the potential for CIL and shows there is an insufficient funding gap in the short term to justify CIL. Consequently, and in addition, the IDP considers CIL will be of limited benefit when taking into account the fact the majority of housing and employment growth with the Local Plan period to 2033, is already identified through extant planning permissions. Implementing a revised S106 policy will enable LCC to capture contributions from development of Local Plan allocations and windfall development, whilst maintaining a flexible approach which takes account of viability on a site by site basis. This could be further supported by a Planning Obligations Supplementary Planning Document (SPD) which could provide further guidance on likely S106 requirements based on type of development and location, reflecting the quantum and geography of proposed development. In terms of delivery, recent changes to regional governance and decision making arrangements means LCC has an opportunity to influence City Region strategy in order to prioritise infrastructure provision which supports delivery of regionally strategic development. Since the devolution agreement the City Region Combined Authority now has greater decision making powers and funding controls. At the City Region level the focus for LCC should continue to be on transport infrastructure. Firstly, to support the needs of Liverpool’s economic drivers of growth of the Port of Liverpool and at Liverpool John Lennon Airport, and secondly to explore future opportunities for the city associated with pan-northern connectivity proposals promoted through Transport for the North. The other delivery role for LCC is in future collaborative working with key infrastructure providers. The IDP highlights the value of working with utilities and telecommunications providers to resolve current issues regarding capacity and quality of electricity and broadband networks within the City. Future discussions can focus on timing of development coming forward with the prioritisation for infrastructure investment to support large scale schemes or clusters of development which will generate a cumulative demand.
18.4 Recommendations The following recommendations are based upon the analysis and conclusions of the IDP. 1. Local Plan Policy. LCC can utilise Local plan policies to support infrastructure delivery and investment through the following Submission Draft Local Plan policies: • Developer contributions – It is recommended that Submission Draft Local Plan Strategic Policy ST6 Developer Contributions, which
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adopts a broader and defined approach to S106 policy is retained. This is important to capture developer contributions, given the evidence does not yet support the introduction of a CIL. This policy (and indeed any future CIL should one be introduced) can however only be applied to future permissions from Local Plan allocations or windfall sites. • Infrastructure and developer contributions – It is recommended that Submission Draft Local Plan policies STP5 Infrastructure Provision and STP6 Developer Contributions are retained. The effectiveness of these policies could also be further enhanced to take account of the findings of the IDP, providing further clarity on the types of infrastructure to be provided and associated standards for provision which can be calculated through S106 agreements through additional guidance. This could for example in relation to policy STP5 explain in greater detail the types of infrastructure and essential schemes which may require developer contributions. In relation to Policy STP 6 such guidance could include transport, open space and education standards which form the basis of S106 calculations. This would provide greater clarity for developers and forms a framework for future S106 agreements. It is recommended that this is undertaken through a Planning Obligation SPD. 2. Monitoring IDP and IDS. As the IDP presents a point in time snap shot of infrastructure provision and future plans, it is recommended that the IDS is reviewed on an annual basis with infrastructure providers to update on project funding and delivery. This approach also maintains an up to date network with infrastructure providers. A full review of the IDS is advised on an annual basis to add or remove projects and re-assess priorities for delivery, whilst it is recommended the IDP is updated within 5 years in line with national guidance. 3. Delivery of ‘Essential’ Infrastructure. Essential projects identified in the IDS mainly relate to transport, education, health, utilities, telecommunications and flood risk. In the short term there are no significant shortfalls in infrastructure provision which will prevent delivery of Local Plan growth proposals. The IDP does identify a potential short term gap in funding for telecommunications, specifically broadband around the City Centre, however LCC are currently investigating alternative approaches including examining how other cities have improved City Centre broadband speeds. In the medium to long term the IDP highlights risks to funding and delivery of essential projects due to timing of project planning and identification of resources. The IDP recommends LCC work with infrastructure providers on their future plans to secure project priorities and funding commitments to support the Local Plan proposals. This can be complemented by a robust approach to future monitoring of infrastructure project delivery.
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Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
4. LCC Role in Delivery. LCC has several roles in supporting delivery of infrastructure projects: As lead infrastructure provider – The IDP recommends forming an internal infrastructure working group to enable effective and ongoing communication between the Local Plan policy team and LCC infrastructure providers. This forum would allow for updates to be shared on the status of planned development coming forward and discuss emerging issues regarding infrastructure provision and investment. The forum could also advise on the creation and priorities for a central infrastructure fund as well as reviewing S106 investments. As a member of the City Region Combined Authority – LCC has an opportunity to capitalise on recent devolution arrangements and influence emerging City Region strategy following the appointment of the City Region Mayor in May 2017. 5. Working with delivery partners Working in collaboration with providers – It is advised LCC work in collaboration with utilities and telecommunications providers to agree future investment priorities in order to proactively plan for future demand and avoid potential pinch points in provision. It is recommended the focus is on discussing how future investment plans can be updated to support large scale developments or clusters of development. LCC are also advised to establish a more formal method of consultation between CCG and Development Management when determining planning applications, so that the health infrastructure needs of new development coming forward can be addressed through the CCG Estate Strategy and appropriate contributions from developers sought (through S106 /and any future CIL if introduced). Working with the EA – It is advised that LCC work with the EA to resolve issues around flood risk for site H1 (as recommended in the Interim Strategic Flood Risk Assessment (2018). Working with Digital Partners – It is advised that LCC work with digital partners in the City to ensure that the outcomes of the emerging City Region Digital Infrastructure Action Plan are considered. This could be further developed through a Digital SPD.
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Appendix A List of Stakeholder Contacts for the IDP
Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
A1 List of Stakeholders
Organisation Infrastructure Theme Contact Name Role
LCR LEP General
LCC - Transport Policy Transport Jayne Black Team Leader - Transport Policy LCC - Transport Policy Transport Andy Dingwall Team Leader – Highways and Transportation Merseytravel Transport Steve Cook Principal Policy Officer LCC - Transport Transport John Davies Assistant Highways Officer
LCC – Transport Transport Karen Stevens Cycling and Walking Officer Peel Ports Transport Warren Marshall Airport Transport Gareth Finch LCC - Education Education Jeanette Smith Pupil Place Planning and Access Manager LCC - Education Education Rob Gilland Liverpool Schools Investment Programme LCC - Education Education Lorraine Walters LCC - Public Health Health Sandra Davies Director of Public Health Liverpool Clinical Health Jacqui Locality Manager Commissioning Group Waterhouse
LCC - Adult Services Health Dyane Aspinall Programme Director of Integrated Commissioning LCC/CCG GB Partnerships on Health Louise Hallaron behalf of Liverpool CCG Andy Muir Samantha McCumiskey
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Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
Organisation Infrastructure Theme Contact Name Role
Aintree University Health Paul Fitzpatrick Director of Estates & Hospital NHS Facilities Aintree Foundation Trust University Hospital NHS Foundation Trust National Grid Utilities Les Morris Land and Development Team
SP Power Systems Utilities Steven Edwards Project Manager
United Utilities Utilities Andrew Properties Leyssens
LCC Telecoms / Telecommunications Lisa Smith Senior Policy Officer Economic Development LCC Flood Risk Flood Risk and Paul Hughes Lead Local Flood Drainage Authority (Highways and Transportation [Drainage]) LCC Flood Risk Flood Risk and Laura Gilmore Lead Local Flood Drainage Authority (Highways and Transportation [Drainage])
Merseyside Recycling Waste Management Ian Stephenson Director of and Waste Authority Operations (formerly known as Merseyside Waste Disposal Authority) LCC - Parks Green Infrastructure Juliet Staples
LCC - Parks Green Infrastructure Christina Streetscene Parks & Williams Greenspaces Manager LCC - Sport and Sport, Leisure and Mike Kearney Interim Head of Sport Outdoor Recreation Recreation and Recreation LCC - Libraries Community and John Keane Libraries Divisional Cultural Manager
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Liverpool City Council Infrastructure Delivery Programme (IDP) Final Report (January 2018)
Organisation Infrastructure Theme Contact Name Role
LCC - Cemeteries Community and Senior Cemeteries Cultural Alan Sheldon and Crematoria Officer
LCC - Cemeteries Community and Martin Doherty Cemeteries Manager Cultural
LCC - Cemeteries Community and Dale Willis Cemeteries, Cultural Crematoria and Mortuary Manager
LCC - Events and Community and Claire Sandra Fogarty PA to Tourism Cultural McColgan Clarie McColgan, Director, Culture Liverpool LCC - Police Liaison Emergency Services Chris Hitchell Chief Inspector
LCC - Emergency Emergency Services Jamie Riley Emergency Planning Planning Officer Merseyside Fire & Emergency Services Tony Brown Director of Estates Rescue North West Ambulance Emergency Services - - Service
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