Tees Valley Statement of Transport Ambition Strategic Environmental Assessment

Environmental Report

Tees Valley Statement of Transport Ambition Strategic Environmental Assessment

Environmental Report

JMP Consultants Limited Minerva House East Parade Leeds LS1 5PS

T 0113 244 4347 F 0113 242 3753 E [email protected]

www.jmp.co.uk

Job No. NEA6082

Report No. 2

Prepared by AD/JJ

Verified MR

Approved by MR

Status Final

Issue No. 1

Date 28 February 2011

Tees Valley Statement of Transport Ambition Strategic Environmental Assessment

Environmental Report

Contents Amendments Record

This document has been issued and amended as follows:

Status/Revision Revision description Issue Number Approved By Date Draft For TVU approval 1 MR 18/02/2011 Final For consultation 2 MR 28/02/2011

Contents

1 NON – TECHNICAL SUMMARY ...... 1 Introduction ...... 1 The SEA Process ...... 1 Consultation ...... 4 2 CONTEXT ...... 5 Strategic Environmental Assessment ...... 5 Tees Valley Unlimited Statement of Transport Ambition ...... 6 Third Local Transport Plans ...... 7 Strategic Environmental Assessment and the Tees Valley Statement of Transport Ambition ...... 7 Health Impact Assessment and Tees Valley Unlimited Statement of Ambition ...... 9 3 RELATIONSHIP WITH OTHER PLANS, POLICIES AND PROGRAMMES...... 13 4 BASELINE INFORMATION AND ENVIRONMENTAL PROBLEMS ...... 17 Biodiversity ...... 17 Population ...... 28 Health ...... 31 Soil ...... 33 Land quality and contamination ...... 35 Water ...... 36 Flooding ...... 43 Air Quality ...... 47 Climate ...... 49 Cultural Heritage ...... 55 Landscape ...... 58 Noise ...... 59 Safety ...... 61 Accessibility ...... 63 Economy ...... 66 Material Assets ...... 70 Potential Environmental Problems ...... 72 5 SEA OBJECTIVES ...... 77 Development of the SEA Objectives ...... 77 6 ASSESSMENT ...... 82 Assessment of Alternatives ...... 83 Assessments of Options ...... 93 7 MITIGATION OF EFFECTS ...... 100

8 INCORPORATING RESULTS OF THE SEA AND HIA INTO THE TRANSPORT STRATEGY ...... 104 9 MONITORING FRAMEWORK ...... 105 10 REMAINING STAGES OF STRATEGIC ENVIRONMENT ASSESSMENT ...... 109 Consultation ...... 109 Production of SEA Statement ...... 109

Tables and Figures

Table 2.1 Compliance with assessment of human health ...... 9 Table 3.1 Summary of issues from review of plans and programmes ...... 13 Table 4.1 Qualifying species, Teesmouth and Cleveland Coast SPA ...... 18 Table 4.2 Special Areas of Conservation, Tees Valley ...... 20 Table 4.3 Tees Valley SSSIs ...... 25 Table 4.4 Priority habitats and species, Tees Valley ...... 28 Table 4.5 Population densities, Tees Valley ...... 29 Table 4.6 Projected populations 2006-21 - All persons (thousands) ...... 30 Table 4.7 Car ownership in the Tees Valley, 2001 ...... 31 Table 4.8 Car ownership by district in the Tees Valley, 2001 ...... 31 Table 4.9 Percentage of people with a health problem ...... 32 Table 4.10 Local area costs of physical inactivity ...... 32 Table 4.11 Previously developed land available for redevelopment, 2008 ...... 36 Table 4.12 Water quality (biological), 2006 ...... 36 Table 4.13 Water quality (chemical), 2006...... 37 Table 4.14 Status objectives for rivers and lakes in the Tees river catchment ...... 38 Table 4.15 Current status and objectives for groundwater bodies in the Tees Valley ...... 39 Table 4.16 Current status and objectives for estuarine and coastal water bodies in the Tees Valley ...... 40 Table 4.17 Bathing Water Assessment Ratings ...... 42 Table 4.18 Tees Valley flooding issues ...... 44 Table 4.19 Locations of Towns and Villages with 25 or more properties at risk in a 1 per cent annual probability river flood ...... 45 Table 4.20 Fuel consumption (thousand tonnes) from road transport, 2007 ...... 51 Table 4.21 CO2 emissions (kTonnes) from transport, 2000 ...... 51 Table 4.22 Road transport emissions per capita, 2007 ...... 52 Table 4.23 Local tranquillity scores for Tees Valley authorities ...... 60 Table 4.24 Reported Killed and Seriously Injured (KSI) casualties ...... 61 Table 4.25 Reported child KSI casualties ...... 62 Table 4.26 Number of reported casualties by road user type: 2008 ...... 62 Table 4.27 Proportion of total reported casualties by road user type: 2008 ...... 62 Table 4.28 Defra rural and urban classification of local authority areas ...... 64 Table 4.29 Estimated populated within 30 minutes and 1 hour drive time of key centres ...... 64 Table 4.30 Journey time comparison ...... 65 Table 4.31 Locations accessible within 40 Minutes Cycling Time ...... 65 Table 4.32 Management of municipal waste, 2005/6 (tonnes) ...... 71 Table 4.33 Local Authority recycling rates 2005/6 ...... 72 Table 4.34 Environmental Problems ...... 73 Table 5.1 SEA objectives ...... 77 Table 5.2 Compatibility Assessment Matrix for SEA Objectives and Challenges...... 79 Table 5.3 Compatibility Assessment Matrix for SEA Objectives ...... 80 Table 5.4 Incompatibility of SEA objectives ...... 80 Table 6.1 Assessment of effects ...... 82

Table 9.1 Proposed Monitoring Framework ...... 106

Figure 2.1 Summary of a transport strategy and SEA Processes ...... 8 Figure 4.2 Soilscape, Tees Valley ...... 34 Figure 4.3 Soil classifications ...... 34 Figure 4.4 Groundwater source protection zones ...... 39 Figure 4.5 Chemical status for Rivers, Lakes, Estuarine and Coastal Waters ...... 41 Figure 4.6 Bathing water assessment locations ...... 42 Figure 4.7 Map of CFMP policies ...... 46 Figure 4.8 Carbon dioxide emissions per person 2007 ...... 49 Figure 4.9 Heritage at Risk...... 57 Figure 4.10 National Character Areas and Natural Areas ...... 58 Figure 4.11 Tranquillity map, Tees Valley ...... 60 Figure 4.12 Journey to work, mode of travel in the Tees Valley, 2001 ...... 66 Figure 4.13 Unemployment Rate – March 2010 ...... 67 Figure 4.14 Tees Valley unemployment trends 2001-2010 ...... 68 Figure 4.15 Economic Indicators in the Tees Valley ...... 69 Figure 4.16 Percentage of the working age population with no qualification ...... 70

Appendices

APPENDIX A Plans, Policies and Programmes APPENDIX B Assessment of Options

1 Non – technical summary

Introduction 1.1 Tees Valley Unlimited is currently preparing a new transport strategy for the Tees Valley known as the Statement of Transport Ambition. The Statement of Transport Ambition sets out the Tees Valley’s approach to tacking the current and future challenges for transport in the wider context across the Tees Valley and covers the period from 2011 to 2026. The Statement of Transport Ambition has been fundamental to the strategy development of the third local transport plans (LTP3) for the Tees Valley Authorities.

1.2 As the initiatives included in the Statement of Transport Ambition have the potential to affect the environment significantly, a Strategic Environmental Assessment (SEA) of the Strategy has been undertaken in accordance with European and UK legislation.

1.3 The purpose of the SEA is to provide for a high level of protection of the environment and to contribute to the integration of environmental considerations into the preparation and finalisation of the strategy.

1.4 Assessment of the high level strategy and options contained within the Statement of Transport Ambition has been undertaken to examine the possible future effects on the environment. It has not included the assessment of individual transport schemes that will be delivered through the the strategy or LTP3s.

1.5 Potential effects on biodiversity, population, human health, soil, water, air, climatic factors, material assets, cultural heritage and landscape have been considered.

The SEA Process 1.6 The SEA consists of five stages:

Stage A: Setting the context and objectives, establishing the baseline and deciding on the scope: • Identifying other relevant plans, programmes and environmental protection objectives; • Collecting baseline information; • Identifying environmental problems; • Developing SEA objectives; and • Consulting on the scope of SEA. Stage B: Developing and refining alternatives and assessing effects: • Testing the plan or programme objectives against the SEA objectives; • Developing strategic alternatives; • Predicting the effects of the plan or programme, including alternatives; • Evaluating the effects of the plan or programme, including alternatives; • Mitigating adverse effects; and • Proposing measures to monitor the environmental effects of plan or programme implementation.

Stage C: Preparing the Environmental Report: • Preparing the Environmental Report.

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Stage D: Consultation and decision-making: • Consulting the public and Consultation Bodies on the draft plan or programme and the Environmental Report; • Assessing significant changes; and • Making decisions and providing information. Stage E: Monitoring implementation of the plan or programme: • Developing aims and methods for monitoring; and • Responding to adverse effects.

SEA Scoping Report 1.7 This SEA has been reported in two phases. The first phase was a Scoping Report, published in October 2010. The Scoping Report covered stage A of the SEA process outlined above. The purpose was to assist in choosing which environmental issues should be included in the SEA. The Scoping Report was submitted for consultation and comments subsequently received. Consultee comments were taken into account by updating the information contained within this Environment Report.

Relationship of Other Plans, Policies and Programmes 1.8 The Tees Valley Statement of Transport Ambition and LTP3s will affect and be affected by a range of policies, plans, programmes and environmental objectives both from within and outside of Tees Valley. These influences were identified so that Tees Valley Authorities could take advantage of potential synergies and to deal with any inconsistencies and constraints.

Baseline and environmental problems 1.9 During the scoping, environmental problems and opportunities were identified which helped to define key problems for the Tees Valley and to identify where necessary the need for a plan to avoid or solve the problems. It is also provided an opportunity to define key issues and improve the SEA Objectives.

SEA Objectives

1.10 SEA Objectives have been developed against which to test the environmental effects of the Tees Valley Statement of Transport Ambition. The SEA Objectives are:

• To protect and enhance the biodiversity and geodiversity of the natural environment, together with protected habitats and species, including statutory and non-statutory designated sites;

• To reduce social exclusion and promote equality of opportunity amongst social groups;

• To improve the health and wellbeing of all by reducing health inequalities and promoting healthier lifestyles;

• To minimise the impact of the transport network on soil quality;

• To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources;

• To minimise transport infrastructure exposure to flood risk and make sure transport development does not increase flood risk;

• To safeguard and where possible to improve local air quality;

• To minimise greenhouse gases emissions;

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• To minimise the vulnerability of the transport infrastructure to climate change, including adaptation measures;

• To protect and enhance the quality, local distinctiveness, cultural, historic and archaeological assets of the rural and urban environments and their settings;

• To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value;

• To minimise noise pollution;

• To reduce the number of people killed and seriously injured in road collisions;

• To improve accessibility, sustainable and public transport links to key services, facilities and employment opportunities;

• To encourage strong, diverse and sustainable economic growth; and

• To maximise the efficient use of materials and minimise the production of waste. 1.11 Compatibility tests were undertaken between SEA Objectives and Tees Valley Statement of Transport Ambition challenges to establish whether potential conflict between SEA Objectives existed and how any conflicts could be reduced.

Environmental Report 1.12 This Environmental Report covers stages B and C of the SEA process. It presents information on the effects of the Tees Valley transport strategy encapsulated with the draft Statement of Transport Ambition, as identified in Stage B. This Environment Report forms part of that draft Statement of Transport Ambition. Following consultation with statutory environmental bodies and stakeholders, any necessary changes will be made and the comments documented.

Assessment of Alternative Strategies 1.13 Three different Tees Valley alternative strategies (Alternatives) to achieve the goals and objectives of the Statement of Transport Ambition have been developed. These have then each been assessed at a strategic level against the SEA Objectives and the environmental baseline. The three alternatives are:

• Alternative A: ‘No Plan’; • Alternative B: The national goals; and • Alternative C: The national goals and Tees Valley challenges.

1.14 Of these Alternatives, Alternative C was found to be the best environmentally.

Assessment of Options 1.15 All of the areas of future transport need , or ‘Options’ identified in the Statement of Transport Ambition were assessed against the SEA Objectives. It was found that generally, the Options will have mainly positive or neutral effects on the SEA Objectives. Some potential negative effects were also predicted. However, where negative impacts are expected, measures to reduce negative impacts have been suggested.

Monitoring 1.16 Any significant predicted environmental effects of the Statement of Transport Ambition should be monitored and reported in order to identify, describe, analyse and compare problems and issues that need resolving. However, the SEA Directive does not specify that monitoring of environmental effects has to be done for each plan or programme individually; there is scope to allow for ‘authority-wide’ (i.e. covering several plans or programmes) monitoring, providing this can be done

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in such a way that the requirements of the Directive are met. No significant environmental effects are predicted as a result of Statement of Transport Ambition.

1.17 A monitoring framework has been developed that seeks to focus on links between the Statement of Transport Ambition and environmental outcomes. Indicators which have been selected to measure effects have been based on indicators for which information should be available from Tees Valley local authorities and other bodies.

Changes to LTP3 Resulting from SEA

1.18 This SEA has informed and improved the development of the Statement of Transport Ambition and Tees Valley LTP3s in the following ways:

• The SEA process identified three alternative strategy approaches to the Statement of Transport Ambition. The SEA process independently confirmed Alternative C as the preferred Alternative.

• The assessment stage of the SEA has identified Options that may lead to negative effects. From these findings, suitable measures to reduce effects have been suggested.

• A set of indicators has been developed which can be used by Tees Valley Authorities to measure ‘environmental performance’ of the Statement of Transport Ambition and LTP3 upon each of the SEA Objectives.

Consultation 1.19 We are now seeking your views on the contents of this Environmental Report and SEA process.

1.20 The consultation period for the Environmental Report will run from 28 February 2011 with all responses to be returned by 21 March 2011.

1.21 The results of the consultation will feed into the production of the Environmental Statement. Comments should be returned to Martin Revill, JMP Consultants Ltd., Minerva House, East Parade, Leeds, LS1 5PS, [email protected] .

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2 Context

Strategic Environmental Assessment The Strategic Environmental Assessment Directive 2.1 European Directive 2001/42/EC on the assessment of the effects of certain plans and programmes on the environment (the SEA Directive) was transposed into English law in July 2004 by the Environmental Assessment of Plans and Programmes Regulations 2004 (Statutory Instrument 2004 No 1633).

2.2 The purpose of the SEA Directive is to ‘provide for a high level of protection of the environment and to contribute to the integration of environmental considerations into the preparation and adoption of plans and programmes with a view to promoting sustainable development’ (Article 1, SEA Directive).

2.3 The Strategic Environmental Assessment (SEA) process allows for transparency in planning by involving statutory bodies, stakeholders and the public whilst integrating environmental considerations. This will help to achieve the goals of sustainable development.

2.4 The SEA is a policy-aiding rather than a policy-making tool. It ensures that the impacts of plans and programmes are assessed in a structured way to demonstrate that policy development has considered environmental impacts. It benefits the wider community by supporting Best Value decision-making and by ensuring that the effects of policy decisions on the environment are given full and thorough consideration.

The Strategic Environmental Assessment Process The SEA Directive defines “environmental assessment” (Article 2(b)) as a procedure comprising:

• Preparation of an Environmental Report on the likely significant effects of the draft plan or programme;

• Carrying out consultation on the draft plan or programme and the accompanying Environmental Report;

• Taking into account the Environmental Report and the results of consultation in decision making; and

• Providing information when the plan or programme is adopted and showing how the results of the environmental assessment have been taken into account.

The five key stages of the SEA process are outlined below, as advised in ‘A Practical Guide to the Strategic Environmental Assessment Directive’ (ODPM, September 2005):

Stage A: Setting the context and objectives, establishing the baseline and deciding on the scope: • Identifying other relevant plans, programmes and environmental protection objectives;

• Collecting baseline information;

• Identifying environmental problems;

• Developing SEA objectives; and

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• Consulting on the scope of SEA.

Stage B: Developing and refining alternatives and assessing effects: • Testing the plan or programme objectives against the SEA objectives;

• Developing strategic alternatives;

• Predicting the effects of the plan or programme, including alternatives;

• Evaluating the effects of the plan or programme, including alternatives;

• Mitigating adverse effects; and

• Proposing measures to monitor the environmental effects of plan or programme implementation.

Tees Valley Unlimited Statement of Transport Ambition 2.5 The Statement of Transport Ambition is a critical component of joint working in the Tees Valley. The Transport Ambition responds to the Economic and Regeneration Statement of Ambition, and builds on significant work on transport in the Tees Valley and the wider North East of since 2008. The Statement of Transport Ambition sets the context for delivering improved transport networks and services in support of the wider economic vision for the Tees Valley.

2.6 This transport evidence base has been built up over the last three years, including through:

• an August 2008 study by ONE North East of the evidence supporting the identification of transport challenges across the North in response to the Eddington Transport Study, the Stern report on climate change and Towards a Sustainable Transport Strategy ;

• the formal response to government on Delivering a Sustainable Transport Strategy (DaSTS) from the North East region; and

• work that specifically addresses the transport issues that exist in developing a pro-active response to the challenges of supporting economic regeneration in the Tees Valley in accordance with the aims of the City Region Business Case, known as the Tees Valley Area Action Plan (AAP).

2.7 This last piece of work came out of an earlier City Region Transport Strategy which identified that there was a clear need to bring together development proposals and the required transport improvements with a clear forward programme. The development of the AAP to date has been a model of partnership and collaborative working between local authority partners and the Highways Agency.

2.8 The June 2009 response from the North East region to Government highlighted the transport challenges facing the North East of England. These transport challenges were prioritised by local authority, business and other public sector leaders in the Tees Valley, through Transport for Tees Valley , the Transport Board. The commonly agreed challenges have been critical to the development of the transport ambition and are:

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• Improve the journey experience of transport users of urban, regional and local networks, including interfaces with national & international networks;

• Improve the connectivity and access to labour markets of key business centres;

• Deliver quantified reductions in greenhouse gas emissions within cities and regional networks, taking account of cross-network policy measures.

Third Local Transport Plans 2.9 The Transport Act 2000, as amended by the Local Transport Act 2008, requires local transport authorities to produce Local Transport Plans, which set out the policies, strategies and action plans for transport in a single document.

2.10 The Tees Valley Local Authorities have responsibility for all their adopted transport assets, including highways, footways, bridges, street lighting, Public Rights of Way, bus shelters and bus stop infrastructure, signing, public transport and car parks. Motorways and trunk roads are the responsibility of the Highways Agency. Rail services are the responsibility of the Office of Rail Regulation and rail infrastructure Network Rail. In these cases Tees Valley Authorities have a duty to coordinate transport with the other bodies.

2.11 Local transport authorities were required to produce an LTP every five years. The first LTP (LTP1) covered the period 2001 to 2006 while the second, LTP2, covers the period 2006 to 2011. All local transport authorities are required to have a new LTP (LTP3) in place before LTP2 expires in April 2011. Under the Local Transport Act 2008, LTPs are no longer required to be replaced every five years. The new legislation means that local transport authorities may replace their plans as they see fit.

2.12 The Tees Valley Unlimited Statement of Transport Ambition forms the main strategy element of emerging LTP3s in , Stockton and and has set the framework for the development of community led Implementation Plans. This Environmental Report, along with the Sustainability Appraisal for the Local Development Framework in these areas, addresses the European Directive 2001/42/EC requirement for the LTP3s for Middlesbrough, Stockton and Hartlepool.

Strategic Environmental Assessment and the Tees Valley Statement of Transport Ambition 2.13 In accordance with the SEA Directive, the Statement of Transport Ambition requires a formal environmental assessment, as the implementation of the strategy may have significant negative effects on the environment.

2.14 The SEA is undertaken in parallel with the development of the Statement of Transport Ambition. In brief, it involves assessment of the Statement of Transport Ambition’s overarching strategy alternatives and strategy options, identifies potential environmental effects, provides mitigation which then feeds into the revision of alternatives and options, and enables the selection of preferred alternatives and options. It has similarities to Environmental Impact Assessment (EIA) but is at a more strategic level, and so allows opportunity to integrate environmental considerations at an earlier stage.

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2.15 Figure 2.1 shows the key stages in the SEA process, and demonstrates how the SEA process links in with the process for development of a transport strategy, in this case the example of an LTP.

Figure 2.1 Summary of a transport strategy and SEA Processes

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Health Impact Assessment and Tees Valley Unlimited Statement of Ambition 2.16 The consideration of human health is a requirement of the SEA Directive. Therefore a Health Impact Assessment is an integral part of the SEA to identify and inform health issues in Plans.

2.17 This report incorporates both the requirements of the SEA Directive and a Health Impact Assessment. An integrated methodology has been developed with a number of the SEA objectives providing the foundation for the consideration of health and well being.

2.18 Table 2.1 shows how the SEA has covered all requirements for the assessment of human health.

Table 2.1 Compliance with assessment of human health Human Health Evidence Requirements Where Covered in Environmental Report Demographic and socio economic trends e.g. Section 4 sub heading Population and Health poverty, social exclusion Environmental issues e.g. air quality, noise, Section 4 sub heading Air Quality climate change, landscape Section 4 sub heading Noise Section 4 sub heading Climate Section 4 sub heading Landscape Economic circumstances in relation to Chapter 4 sub heading Economy employment, existing transport infrastructure capacity Travel patterns and trip rates e.g. access to Chapter 4 sub heading Accessibility open space, services including NHS and social care services, facilities, employment/training Connectivity of existing networks Statement of Transport Ambition Chapter 2

Walking and cycling This will be considered through the walking and cycling Options in the Statement of Transport Ambition Impact on health inequalities Chapter 4 sub heading Population and Health The social and NHS cost of road traffic Section 4 sub heading Safety accidents Implications of a physically changing Section 4 sub heading Population and Health population on travel provision (taller, heavier, Table 4.34 Identification of Environmental wider, older people) Problems Specific topics such as parking, road user Covered as part of the assessment of charging, mechanisms for traffic control, Alternative strategies and Options from the access housing and employment, social Statement of Transport Ambition. inclusion economic growth/retention, safety, physical activity, crime, journey experience, social cohesion, access to leisure, natural environment and sustainability will need to be covered.

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Health impact should cover the spectrum of Health improvement and prevention of ill health improvement, prevention of ill health, health are considered in Section 4 sub heading protection from biological, environmental and Population and Health. radiation hazards and health and social Protection from biological, environmental and services social services are considered in Section 4 sub headings Soil and Material Assets. These issues will be considered in the Environmental Report through the assessment using the SEA Objective: -Improve health and well being of all by reducing health inequalities and promoting healthier lifestyles. The positive health impacts of increased Covered as part of the assessment of physical activity should be considered, Alternatives and Options from the Statement of alongside the negative impacts associated with Transport Ambition and using the following car focussed plans. SEA Objectives: -Improve health and well being of all by reducing health inequalities and promoting healthier lifestyles. -To safeguard and where possible improve local air quality; and -To minimise green house gas emissions. The needs of specific groups such as disability Section 4 sub heading Population and Health groups and vulnerable groups as identified These issues will be considered in the through Joint Strategic Needs Assessment Environment Report through the assessment should be covered. using the following SEA Objective: -To reduce social exclusion and improve equality of opportunity amongst social groups. The economic costs associated with the health Section 4 sub heading Health (Table 4.10) cost impact on transport. of physical inactivity.

Methodology Stage A: Scoping the SEA 2.19 Tees Valley Unlimited commissioned JMP to undertake the SEA for the Tees Valley Transport Statement of Ambition on their behalf. A scoping exercise was undertaken in October 2010 to assist in informing the selection of environmental issues to be included in the SEA. The scoping exercise encompassed Stage A of the SEA, which in brief included:

• Setting the context;

• Review of relevant plans policies and programmes (Included in Section 3 of this report);

• Establishing the baseline (Included in Section 4 of this report);

• Identification of environmental problems (Included in Section 4 of this report); and

• Development of the SEA objectives (Included in Section 5 of this report). 2.20 A scoping report containing all of the information described above was published in October 2010 and submitted for consultation. Consultee comments were subsequently received, relating mainly to the baseline information, and identification of environmental problems and opportunities. Consultee comments have been taken into account by updating the information contained within this environmental report accordingly.

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Stage B: Assessment of Alternatives and Options 2.21 Once consultee comments had been received, an assessment of the effects of the Statement of Transport Ambition was undertaken. This stage of the SEA included:

• Development of strategic alternatives and options (Included in Section 6);

• Identification of changes to the baseline predicted to result from the implementation of the Statement of Ambition (Included in Section 6);

• A description of the predicted changes (Included in Section 6);

• Mitigation of negative effects (Included in Section7); and

• Development of measures to monitor the effects of the implemented the Statement of Transport Ambition (Included in Section 9). Stage C: Preparing the Environmental Report 2.22 This Environmental Report is a mandatory report that presents information on the effects of the Statement of Ambition, as identified in Stages A and B. This Environment Report forms part of the draft Statement of Ambition when it is published for consultation. Following consultation with statutory environmental bodies and stakeholders, any necessary changes will be made and the comments documented.

Strategic Environmental Assessment Documents 2.23 The following legislation and guidance documents have been fundamental in the development of the Tees Valley Unlimited Statement of Transport Ambition SEA:

• Directive 2001/42/EC of the European Parliament and of the Council of 27 June 2001 on the assessment of the effects of certain plans and programmes on the environment (EU Council, 2001);

• Environmental Protection: The Environmental Assessment of Plans and Programmes Regulations 2004 (Statutory Instrument 2004 No 1633) (OPDM, 2004) ;

• A Practical Guide to the Strategic Environmental Assessment Directive (ODPM et al, September 2005);

• Strategic Environmental Assessment for Transport Plans and Programmes, TAG Unit 2.11, (DfT, April 2009 - draft);

• Natural England Guidance on Local Transport Plans and the Natural Environment (NE. 2009); and

• Strategic Environmental Assessment, Consultation Bodies’ Services and Standards for Responsible Authorities (26 August, 2004). 2.24 The following guidance documents have also been considered:

• Strategic Environmental Assessment and Climate Change: Guidance for Practitioners, Countryside Council for Wales, English Nature, Environment Agency, and Royal Society for the Protection of Birds (Prepared 2007); and

• Strategic Environmental Assessment and Biodiversity: Guidance for Practitioners, Countryside Council for Wales, Natural England, Environment Agency, Royal Society for the Protection of Birds (Prepared 2004).

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2.25 The following Tees Valley documents were referred to:

• Tees Valley Authority Local Development Frameworks and Sustainability Appraisals

• Tees Valley City Region Transport Connectivity and Accessibility (DaSTS Study)

• North East Strategic Connections (DaSTS Study)

• North East Rural Connectivity (DaSTS Study)

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3 Relationship with other plans, policies and programmes 3.1 The Tees Valley Statement of Transport Ambition will affect and be affected by a range of policies, plans, programmes and environmental objectives both from within and outside of the Tees Valley. By identifying these influences Tees Valley Unlimited can take advantage of potential synergies and deal with any inconsistencies and constraints.

3.2 As detailed in the SEA Directive Annex (f) “The likely significant effects (*) on the environment, including on issues such as biodiversity, population, human health, fauna, flora, soil, water, air, climatic factors, material assets, cultural heritage including architectural and archaeological heritage, landscape and the interrelationship between the above factors” should be assessed. (*These effects should include secondary, cumulative, synergistic, short, medium and long-term permanent and temporary, positive and negative effects).

3.3 A comprehensive review has been undertaken of the other relevant documents and a summary of this review is provided in Appendix A. Table 3.1 below contains a topic led summary of the issues raised in the review of plans and programmes.

Table 3.1 Summary of issues from review of plans and programmes SEA topic Conclusion of issues raised Potential implications for the Statement of Transport Ambition Biodiversity Conserve, restore and enhance The strategy will consider where biodiversity; connectivity between appropriate the conservation and habitats is important particularly in promotion of the biodiversity of the relation to climate change; impacts on area through the implementation of biodiversity should be considered in schemes. This may go as far as location of new development obtaining net environmental gains from transport development while mitigating against negative impacts. This may include consideration of habitat corridors and verge management. Schemes will be designed and managed in line with DMRB volume 10 section 4 – Nature Conservation. Health Importance of healthy lifestyles and The strategy will consider the need communities to prevent illness for transport to support and Access to and quality of healthcare encourage healthy lifestyles through Need to limit factors which are the improved provision for active detrimental to health such as exhaust travel modes and modes which emissions minimise noise and emissions from motorised modes. This could also be linked to access to the natural environment and the delivery of multi functional green infrastructure.

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Soil Soil is an important natural resource The strategy will consider, where for production of food, biodiversity, appropriate, the management of geological purposes and archaeology. soils in the implementation of transport schemes. This may go as far as obtaining net environmental gains from transport development while mitigating against negative impacts Schemes will be designed and managed in line with DMRB Volume 11, Section 3, Part 11 relating to geology and soils. Water Maintain or enhance water quality of The strategy will consider, where surface freshwater, groundwater and appropriate, the issue of drainage bathing water. and water management in the implementation of transport schemes. Schemes will also be designed and managed in line with DMRB Volume 11, Section 3, Part 10 on road drainage and the water environment. Flooding Importance of the consideration of The strategy will consider flood risk flood risk in locating future in the delivery of transport schemes. development. It will also ensure that transport Importance of shoreline management networks are resilient to in location of future development. disturbances, such as flooding. The strategy’s challenge relating to ‘journey experience’ will consider network resilience. Air quality Reduce the impact of sources of air The strategy will safeguard and pollution, including transport. where possible improve local air Transport should not contribute to quality by improving efficiency and increasing poor air quality and should promoting sustainable modes. The where possible minimise any existing strategy will aim to minimise problems. emissions of harmful pollutants. Climate Tackle causes of climate change One of the strategy’s ‘challenges’ is through reduction in greenhouse to reduce greenhouse gas emissions gases emissions from transport. from transport. Behavioural change Build up resilience and adapt capacity will be fundamental to achieving the of transport networks to tackle and necessary reductions in carbon adapt to unavoidable impacts of emissions. The strategy also sets climate change. the context for the consideration of the vulnerability of the transport network to future effects of climate change. Cultural The need to conserve, restore and The strategy will consider, where Heritage enhance cultural heritage, as there appropriate, the protection and are economic and quality of life conservation of cultural heritage in benefits associated with cultural the Tees Valley through the heritage. implementation of schemes. All schemes will consider how the introduction or reduction in street furniture and signs could improve the cultural heritage environment. All schemes will be designed and managed in line with DMRB Volume 10 Section 6 - Archaeology.

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Landscape Understanding the character of The strategy will consider, where landscape allows planners in appropriate, the protection and managing the distinctiveness of an enhancement of the character of the area landscape in the Tees Valley. The designated landscape of the Moors National Park, the Cleveland and North Yorkshire Moors Heritage Coast and the Durham Heritage Coast will also be considered as appropriate. All schemes will consider how the introduction or reduction in street furniture and signs could alter the landscape character. All schemes will be designed and managed in line with DMRB Volume 10 Section 3 – Landscape management handbook. Noise There is no statutory responsibility for Transport infrastructure will be transport related noise. However developed in accordance with the there are documents important to the relevant noise policies and guidance strategy which relate to acceptable and will have consideration for noise levels of noise from transport. Local generation. authorities should ensure that All schemes will be designed and development related noise does not managed in line with DMRB Volume exceed an unacceptable degree of 11, Section 3, Part 7 - Noise and disturbance. vibration. Safety Legislation and guidance refers to the The strategy will where appropriate need to ensure measures are in place improve road safety and increase to reduce accidents, to encourage personal and community safety. safer driver behaviour and to support In part this can be achieved through the choice for safer vehicles. the provision of improved facilities New development should ensure that for active travel. every opportunity is taken to reduce crime. Accessibility The key messages for accessibility ‘Access to Employment’ is one of the relate to improving access to a wide strategy’s three ‘challenges’. This is range of services and community considered as fundamental to facilities including employment, economic development and social education and leisure. inclusion. There is also a challenge for the strategy in relation to rural accessibility, particularly for remote areas of East Cleveland. Promoting and improving accessibility to the cycle and walking networks as a means of reducing car use.

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Economy Importance of the port and airport to The three ‘challenges’ for the the national and sub regional Strategy were selected by the Tees economy. Valley partners as fundamental for Economic strategy for Tees Valley delivering the economic growth and Close the employment rate gap restructuring outlined in the between the Tees Valley and the Statement of Ambition. national average. The strategy should recognise the Meet business expectations and economic contribution of the historic attract new investment in the Tees and natural environment. It should Valley. aim to protect and promote through an accessible and sustainable Economic growth cannot come at the transport systems. A sustainable cost of the local environment. development approach should be Need to develop skills and knowledge employed where economic, social to build the companies of the future. and environmental issues are tackled in an integrated manner. The strategy will recognise the importance of the ports to the national economy. Material Assets Efficient and balanced approach to The strategy should improve the use of mineral resources. maintenance and management of Importance of sustainable waste the transport network, making the management (support more recycling most efficient use of existing and reuse of waste). resources. Management of the amount of waste Where possible utilise recycled going to landfill. aggregates for transport infrastructures and for new developments safeguard minerals as natural resource.

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4 Baseline information and environmental problems 4.1 Baseline information gives an insight into the current state of the environment and provides the basis for predicting, mitigating and monitoring environmental effects.

4.2 Baseline information has been collated for the Tees Valley and where appropriate this has drawn on information collected as part of Strategic Environmental Assessments and Sustainability Appraisals which have previously been compiled for the Tees Valley and the appropriate Local Authorities.

4.3 Baseline information for each SEA topic is detailed below.

Biodiversity 4.4 ‘Biodiversity’ is the term given to the variety of life on Earth, and the natural patterns formed as a result. Biodiversity has been defined by the Convention on Biological Diversity (CBD), signed in 1992, as: "The variability among living organisms from all sources including, inter alia, terrestrial, marine and other aquatic ecosystems and the ecological complexes of which they are part; this includes diversity within species, between species and of ecosystems.” 1

4.5 The UK supports a wide variety of species and habitats. The distribution of species is often determined by natural factors like climate and geology, but in many cases it is altered by human influence. A key policy tool for conserving species and habitats is the designation and management of protected sites. Such designations provide special legal protection that prevents damaging activities from taking place areas of ecological significance.

4.6 Some of the sites, known as Special Protection Areas (SPAs) for Birds and Special Areas of Conservation (SACs), are of European importance. They have been created under the EC Birds Directive and Habitats Directive. In addition, the UK and its Overseas Territories and Crown Dependencies also contribute to global networks of protected sites created under the Ramsar, World Heritage and OSPAR Conventions. Within the UK sites that are nationally important for plants, animals or geological or physiographical features are protected by law as Sites of Special Scientific Interest (SSSIs), in addition sites of local importance also exist including nature reserves. The following section provides an overview of the designated protected sites in the Tees Valley.

Special Protection Areas 4.7 Natural England define Special Protection Area (SPAs) as ‘areas which have been identified as being of international importance for the breeding, feeding, wintering or the migration of rare and vulnerable species of birds found within European Union countries’. They are European designated sites, classified under the ‘Birds Directive 1979’ which provides enhanced protection given by the Site of Special Scientific Interest (SSSI) status all SPAs also hold.

4.8 The Tees Valley accommodates one SPA – the Teesmouth and Cleveland Coast. This 1,247 hectare is relevant to the following administrative authorities: Hartlepool; and Cleveland; Stockton-on-Tees and Durham. The site supports the following species, for which it qualifies for SPA protection.

1 UK Biodiversity Action Plan - http://www.ukbap.org.uk/

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Table 4.1 Qualifying species, Teesmouth and Cleveland Coast SPA ARTICLE 4.1 QUALIFICATION (79/409/EEC) During the breeding season Sterna albifrons (Little Tern) the area regularly supports: (Eastern Atlantic - breeding) 1.7% of the population in Great Britain (from four year mean for 1995 to 1998) On passage the area Sterna sandvicensis (Sandwich Tern) regularly supports: (Western Europe/Western Africa) 6.8% of the population in Great Britain (from five year mean for 1988 to 1992) Over winter the area Calidris canutus (Red Knot) regularly supports: (North-eastern Canada/Greenland/Iceland/Northwestern Europe) 1.6% of the population (from five year peak mean for 1991/92 to 1995/96) On passage the area Tringa totanus (Common Redshank) regularly supports: (Eastern Atlantic - wintering) 1.1% of the East Atlantic Flyway population (from 5 year peak mean for 1987 to 1991) ARTICLE 4.2 QUALIFICATION (79/409/EEC): AN INTERNATIONALLY IMPORTANT ASSEMBLAGE OF BIRDS Over winter the area 21312 waterfowl (5 year peak mean 01/03/2000) regularly supports: Including: Calidris canutus (Red Knot).

4.9 The Teesmouth and Cleveland Coast SPA is subject to a number of vulnerabilities, as defined by the JNCC. These are as follows.

4.10 Eutrophication: The natural incursion of coarse marine sediments into the estuary and the eutrophication of sheltered mudflats leading to the spread of dense Enteromorpha beds may impact on invertebrate density and abundance, and hence on waterfowl numbers. Indications are that the observed sediment changes derive from the reassertion of natural coastal processes within the context of an estuary much modified by human activity. An extensive long-term monitoring programme is investigating the effects of the Tees Barrage, while nutrient enrichment from sewage discharges should be ameliorated by the planned introduction of improved treatment facilities and the Environment Agency's acceptance of as a candidate Sensitive Area to eutrophication.

4.11 Water quality: Water quality has shown considerable and sustained improvement, leading to the re-establishment of migratory fish populations and the growth of cormorant and common seal populations. The future development of port facilities in areas adjacent to the site, and in particular of deep water frontages with associated capital dredging, has the potential to cause adverse effect; these issues will be addressed through the planning system/Habitats Regulations, as will incompatible coastal defence schemes.

4.12 Other issues on this relatively robust site include scrub encroachment on dunes (addressed by Site Management Statements with owners) and recreational, bait-gathering and other

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disturbance/damage to habitats/species (addressed by WCA 1981, NNR Byelaws and the Tees Estuary Management Plan) 2.

4.13 The is also a designated SPA. Approximately 5% of the North York Moors SPA is within the boundary of Redcar and Cleveland’s administrative area. The site supports the following species during the breeding season, for which it qualifies for SPA protection.

• Falco columbarius (merlin) – SPA supports at least 2.7% of the GB breeding population in 1996;

• Pluvialis apricaria (golden plover) – SPA supports at least 2.3% of the GB breeding population 1996. 4.14 The habitat that supports these species is vulnerable to overgrazing, gripping and too frequent heather burning, leading to species impoverishment and a loss of structural diversity. Conversely, a lack of keepering and undergazing on some moors has reduced the suitability of the habitat for merlin and golden plover. The majority of the SPA is being managed in a desirable way with pressures being largely restricted to small areas. Payment for farmers and land owners to undertake positive heather management is being considered to address these issues 3.

4.15 The Tees Valley authorities should also be aware of the North Pennine Moors SPA. Whilst none of the Tees Valley authorities are responsible for any part of this SPA, their neighbouring authorities, Durham County Council and North Yorkshire County Council are responsible for 31% and 32% of its land coverage respectively. The SPA supports four species of breeding bird populations, which are vulnerable to over-grazing, over-burning and other forms of intensive agricultural or sporting management (e.g. drainage).

Special Areas of Conservation 4.16 Special Areas of Conservation (SACs) are strictly protected sites designated under the EC Habitats Directive. This Directive requires the establishment of a European network of important high- quality conservation sites that will make a significant contribution to conserving the 189 habitat types and 788 species identified in Annexes I and II of the Directive (as amended). The listed habitat types and species are those considered to be most in need of conservation at a European level (excluding birds). Of the Annex I habitat types, 78 are believed to occur in the UK. Of the Annex II species, 43 are native to, and normally resident in, the UK 4.

4.17 The North York Moors within the Redcar and Cleveland authority area has many designations, including a SAC. It is also a National Park and therefore has its own managing authority.

4.18 Additionally, there are three SACs located in the wider Tees Valley city-region, in the county of Durham, namely Thrislington, and .

4.19 All four SACs are designated as a result of specifies identified in Annex I of the Directive. Further details of the SACs identified above, including features of interest, qualifying features, conservation objectives and vulnerabilities are outlined in the following table.

2 Joint Nature Conservation Committee – http://www.jncc.gov.uk/pdf/SPA/UK9006061.pdf 3 Joint Nature Conservation Committee - http://www.jncc.gov.uk/pdf/SPA/UK9006161.pdf 4 Joint Nature Conservation Committee

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Table 4.2 Special Areas of Conservation, Tees Valley SAC name Features of interest Qualifying features Conservation objectives Vulnerabilities North York This site within the North Northern Atlantic wet The Conservation The North York Moors Moors York Moors National Park heaths with Erica tetralix, objectives for the site are, supports an intimate (6% of the contains the largest and European dry heaths – in accordance of the mosaic of dry and wet site is under continuous tract of upland for which this site is reasons for which the SAC heath interspersed in parts the heather moorland in considered to be one of designation was with smaller amounts of jurisdiction England. the best in the United designated, to maintain*, in blanket bog, mainly on the of Redcar Vegetation types include Kingdom. favourable condition, the: higher plateau, between and wet heath, purple moor- Blanket bogs – for which Northern Atlantic wet heath river valley catchments. Cleveland grass Molinia caerulea and the area is considered to with Erica tetralix The majority of the Borough heath rush Juncus support a significant European dry heath moorland is managed for both sheep farming (by Council – squarrosus, bog-mosses, presence. Blanket bog (priority farmers) and for the the including Sphagnum feature) remaining is tenellum. Moreover, the sporting shooting of grouse * maintain implies under the nationally scarce creeping (by estates and their restoration if the feature is control of forget-me-not Myosotis gamekeepers). Most of the not currently in favourable North stolonifera can be found in moors are grazed, as well condition Yorkshire acid moorland streams and as burnt (on a rotational County shallow pools. basis), and this provides a Council). The site also contains the diversity of heather which largest continuous tract of favours high numbers of upland heather moorland grouse, moorland waders in England. Dry heath and merlin. covers over half the site Overgrazing is generally and forms the main not a problem although vegetation type on the localised winter-feeding western, southern and and lack of traditional central moors where the shepherding has led to soil is free-draining and some small losses of has only a thin peat layer. heather. The wetter communities, particularly blanket bog, are vulnerable to drainage and overburning, leading to the loss of structural diversity as well as the loss of

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mosses and lichens. The current poor economic return from sheep management is leading to a loss of sheep flocks from the moors, which is of concern. Various ongoing schemes are/have been in place to help support continued moorland management. Thrislington, Semi-natural dry Thrislington is a small site To maintain, in favourable These grasslands are Durham grasslands and scrubland but nonetheless contains condition: dependent upon facies: on calcareous the largest of the few unimproved calcareous continuous management substrates (Festuco- surviving stands of grassland, particularly by seasonally-adjusted Brometalia) – for which this CG8 Sesleria albicans – semi-natural dry grazing and no fertiliser is considered to be one of Scabiosa columbaria grasslands and scrubland input. The site is now a the best areas in the grassland. This form of facies on calcareous National Nature Reserve . calcareous grassland is substrates and management on these confined to the Magnesian (CG8 grasslands) traditional lines has been Limestone of County reintroduced. Durham and Tyne and Wear. It now covers less than 200 ha and is found mainly as small scattered stands. Castle Eden Taxus baccata woods of Castle Eden Dene in north- To maintain, in favourable Yew woodlands are Dene, the British Isles – for which east England represents condition: Taxus baccata distributed throughout the Durham this is considered to be the most extensive woodland. site in a matrix of other one of the best areas in northerly native occurrence This can be done by: woodland types. The site is the United Kingdom. of yew Taxus baccata Ensuring no loss of ancient managed as a National woods in the UK. semi natural stands Nature Reserve and the Extensive yew groves are Management Plan Site management found in association with provides for regeneration ash-elm Fraxinus-Ulmus Limiting air pollution of this special woodland woodland and it is the only Limiting grazing by type. site selected for yew ungulates where it leads to undesirable shifts in the

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woodland on magnesian composition/structure of limestone in north-east the land. England. Durham The Durham Coast is the The vegetation on the sea Conservation Objectives Vegetated sea cliffs range Coast only example of vegetated cliffs is unique in the British Subject to natural change, from vertical cliffs in the sea cliffs on magnesian Isles and consists of a to maintain, in favourable north with scattered limestone exposures in the complex mosaic of condition vegetated sea vegetated ledges, to the UK. These cliffs extend paramaritime, mesotrophic cliffs of the Atlantic and Magnesian limestone along the North Sea coast and calcicolous Baltic Coasts grassland slopes of the for over 20 km from South grasslands, tall-herb fen, This can be done by: south. Parts of the site are Shields southwards to seepage flushes and wind- managed as National -maintaining the overall Blackhall Rocks. pruned scrub. Within these Nature Reserve, and plans length and/or area of habitats rare species of provide for the non- habitat with no increase in contrasting interventionist linear extent phytogeographic management of the distributions often grow -maintaining a range of vegetated cliffs. The together forming unusual physical conditions on the majority of the site is in and species-rich site, continued range of public ownership and an communities of high maritime grasslands and agreed management plan scientific interest. The community transitions is being developed to communities present on -preventing no increase in protect nature the sea cliffs are largely species not normally conservation interests. maintained by natural associated with this processes including community in the UK. exposure to sea spray, erosion and slippage of the soft magnesian limestone bedrock and overlying glacial drifts, as well as localised flushing by calcareous water. Source: JNCC

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Ramsar sites 4.20 Ramsar sites are wetlands of international importance designated under the Ramsar Convention. The initial emphasis was on selecting sites of importance to waterbirds within the UK, and consequently many Ramsar sites are also Special Protection Areas (SPAs) classified under the Birds Directive.

4.21 Wetlands are defined as areas of marsh, fen, peatland or water, whether natural or artificial, permanent or temporary, with water that is static or flowing, fresh, brackish or salt, including areas of marine water the depth of which at low tide does not exceed six metres. Ramsar sites may also incorporate riparian (banks of a stream, river, pond or watercourse) and coastal zones adjacent to the wetlands, and islands or bodies of marine water deeper than six metres at low tide lying within the wetlands. 5

4.22 There is one Ramsar sites within the Tees Valley, namely the Teesmouth and Cleveland Coast. JNCC states that this ‘medium-large site encompasses a range of habitats (sand and mudflats, rocky shore, saltmarsh, freshwater marsh and sand dunes) on and around an estuary which has been much-modified by human activities’. Together these habitats support internationally important numbers of waterbird, particularly waterfowl. Other qualifying species/populations identified at the designation include: Common redshank, Tringa totanus totanus, and Red knot, Calidris canutus islandica.

4.23 This Ramsar site is relevant to the following administrative authorities: Hartlepool; Redcar and Cleveland; Stockton-on-Tees and Durham.

National Nature Reserves 4.24 National Nature Reserves (NNRs) are comprised of the most significant wildlife and geological sites in the country. Natural England is the body empowered to declare NNRs in England, to protect sensitive features and provide suitable areas for research, managing habitats, rare species and significant geology. Most importantly, NNRs are comprised of the most valuable parts of England’s Sites of Special Scientific Interest (SSSIs). It is this underlying designation which gives NNRs their strong legal protection. The majority also have European nature conservation designations.

4.25 Natural England manages about two thirds of England’s NNRs, whilst the remaining third are managed by organisations approved by Natural England; such as the National Trust, the Forestry Commission, RSPB, many Wildlife Trusts and Local Authorities. Of Natural England’s NNRs, about 30% are owned and almost 50% leased. The rest are held under Nature Reserve Agreements 6.

4.26 The Tees Valley has one designated NNR, located in the county of Cleveland, namely Teesmouth NNR. This is 355 hectare coastal site with a range of habitats including intertidal mud and sand flats, sand dune systems, saltmarsh and grazing marsh. The reserve is compared of two key parts, on the north and south banks of the Tees Channel. North Gare is an area of dunes and marsh on the north bank of the Seaton-on-Tees Channel, while Seal Sands is area of mudflats and sands on the south bank of the Channel. Teesmouth NNR is of biological significance due to a large and varied bird population. Moreover, Seal Sands supports the only regular breeding colony of common seals on the north east coast of England.

5 Natural England 6 Natural England

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4.27 The Tees Valley authorities should also be aware of the following NNRs, located in .

• Vale;

• Castle Eden Dene;

• Durham Coast;

• Moor House-Upper ;

• Thrislington. Local Nature Reserves 4.28 Local Nature Reserves (LNR) is a statutory designation made under Section 21 of the National Parks and Access to the Countryside Act 1949, and amended by Schedule 11 of the Natural Environment and Rural Communities Act 2006, by principal local authorities 7.

4.29 All district and county councils have the power to acquire, declare and manage LNRs. To qualify for LNR status, a site must be of importance for wildlife, geology, education or public enjoyment. LNRs must be controlled by the local authority through ownership, lease or agreement with the owner. Some LNRs are also nationally important Sites of Special Scientific Interest (SSSIs).

4.30 There are 35 LNRs across the Tees Valley authority areas, namely:

Barwick Pond Hardwick Dene and Elm Tree Wood Bassleton Wood and The Holmes Hart to Haswell Walkway Community Park Lazenby Bank Beck Valley Country Park Cemetery Black Bobbies Field Thornaby Loftus Wood Castle Eden Walkway Marton West Beck Valley Charlton's Pond Norton Grange Marsh Clarksons Wood Quarry Wood Cowpen Bewley Woodland Country Park Rockwell Drinkfield Marsh Rosecroft Wood Errington Wood Moor Spion Kop Cemetery Flatts Lane Woodland Country Park Stainton Quarry Geneva Wood Stillington Forest Park Greatham Beck Summerhill Greenvale The Whinnies Guisborough Branch Walkway Thorpe Wood Whitecliff Wood 4.31 Moreover, County Durham accommodates 38 LNRs.

Sites of Special Scientific Interest 4.32 There are over 4,000 Sites of Special Scientific Interest (SSSIs) in England, covering around 7% of the country's land area. More than 70% of these sites, (by area) are internationally important for their wildlife, and designated as Special Areas of Conservation (SACs), Special Protection Areas (SPAs) or Ramsar sites. Many SSSIs are also National Nature Reserves (NNRs) or Local Nature Reserves (LNRs).

7 Natural England

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4.33 SSSIs are legally protected under the Wildlife and Countryside Act 1981, as amended by the Countryside and Rights of Way (CROW) Act 2000 and the Natural Environment and Rural Communities (NERC) Act 2006. This legislation gives Natural England powers to ensure better protection and management of SSSIs and safeguard their existence into the future. The Government's Public Service Agreement target is for 95% of SSSI land to be in 'favourable' or 'recovering' condition by 2010 8.

4.34 The Tees Valley City Region, including the five Tees Valley authorities and neighbouring parts of County Durham and North Yorkshire currently has 42 SSSIs covering 46,364 hectares. These are outlined in the following table, alongside their designations.

Table 4.3 Tees Valley SSSIs SSSI name Other designations Local wildlife trust reserve Boulby Quarries Geological conservation review Heritage coast Briarcroft Pasture None specified Banks National park National nature reserve Nature conservation review None specified EC special protection area Nature conservation review Ramsar site Durham Coast EC special protection area Geological conservation review Heritage Coast Local wildlife trust reserve National nature reserve Nature conservation review Ramsar site Site of special scientific interest Special area of conservation Fishburn Grassland None specified Geological conservation review Hartlepool Submerged Forest Geological conservation review None specified Kilmond Scar National park Langbaurgh Ridge Geological conservation review None specified Geological conservation review Neasham Fen Geological conservation review Newton Ketton Meadow None specified

8 Natural England

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North York Moors EC special protection area National park Special area of conservation Railway Stell West None specified Pinkney & Gerrick Woods National Park Pike Whin Bog None specified Quarrington Hill Grasslands None specified Local wildlife trust reserve Raisby Hill Quarry Geological conservation review Railway Stell West None specified Redcar Field Local wildlife trust reserve EC special protection area Geological conservation review Ramsar site Geological conservation review National trust reserve Seal Sands Crown estate EC special protection area National nature reserve Nature conservation review Ramsar site Seaton Dunes & Common Crown estate EC special protection area Local nature reserve National nature reserve Nature conservation review Ramsar site South Gare & Coatham Sands Crown estate EC special protection area Nature conservation review Ramsar site Geological conservation review Local wildlife trust reserve The Bottoms None specified None specified Tees And Hartlepool Foreshore & Wetlands Crown estate EC special protection area Ramsar site National nature reserve Nature conservation review Special area of conservation Town Bank None specified Trimdon Limestone Quarry Geological conservation review Local wildlife trust reserve Whitton Bridge Pasture None specified Local nature reserve

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Witton-Le-Wear Local wildlife trust reserve Source: Natural England

4.35 Analysis by Natural England 9 suggests that of the current SSSIs in the former Cleveland county (the designation used by Natural England to identify the area covered by the five Tees Valley local authorities), and in which 18 of the sites named above are located:

• 22% of the area covered by SSSIs is in a favourable condition;

• 74% are in an unfavourable, but recovering condition;

• 2% are in an unfavourable condition with no change;

• 2% are in an unfavourable and declining condition. Non-statutory designations 4.36 In addition to statutory designated sites, there are many other sites in the Tees Valley, whilst not formally protected, make a vital contribution to sustaining the abundance and diversity of wildlife. The local wildlife sites in the Tees Valley are currently being assessed for each local authority. This involves the survey of existing and potential local sites. This data is then used to compare the sites with the Tees Valley ‘selection criteria’ to produce a list of proposed local sites.

4.37 The UK Biodiversity Action Plan (UK BAP) sets out a programme for conserving biodiversity in the UK. The UK BAP identifies 1,149 species and 65 habitats that are of national conservation priority. At the more local level, the Tees Valley Biodiversity Partnership consisting of a wide range of organisations works to implement the Tees Valley BAP.

4.38 The following table outlines the Tees Valley’s priority habitats and species, as identified by the Tees Valley Biodiversity Partnership. A number of the identified habits and species have specific Action Plans for their conservation.

9 July, 2010

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Table 4.4 Priority habitats and species, Tees Valley Habitats Species Arable field margin Birds Brownfields Barn owl Churchyards and cemeteries Grey partridge Gardens and allotments Tree sparrow Grazing marsh Ringed plover Hedgerows Corn bunting Lowland heathland Plants Lowland meadows Purple milk vetch Maritime cliffs and slopes Mammals Marsh and swamp Bats Mud flats and saltmarshes Harvest mouse Parks and amenity grassland Water vole Ponds, lakes and reservoirs Brown hare Reedbeds Harbour (common) seal Rivers and streams Invertebrates Roadside verges Dingy skipper (brownfield butterflies) Saline lagoons Grayling (brownfield butterflies) Sand dunes and coastal grasslands Amphibians School grounds Great crested newt Semi-natural broadleaved woodland Source: Tees Valley Biodiversity Partnership

Population 4.39 The Tees Valley, including its area of influence, has a population of around 875,000, of which more than 650,000 live in the five Tees Valley local authorities. Population by district within the five Tees Valley authorities is shown below.

Figure 4.1 Residential population in the Tees Valley 2008

Source: Tees Valley Unlimited

4.40 The Tees Valley is over an area of 79,400 hectares. According to the document ‘Tees Valley Statistics’ published by the Joint Strategy Unit in 2010, the average population density in the Tees

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Valley is 8.4 persons per hectare. This is very high compared to the North East (3.0) and England & Wales (3.6).

4.41 However, population density varies considerably across the Tees Valley (as demonstrated by the following table); and Redcar & Cleveland have the lowest population densities, which are a huge c ontrast to the population density in Middlesbrough.

Table 4.5 Population densities, Tees Valley Authority area Population density Darlington 5.1 Hartlepool 9.8 Middlesbrough 25.8 Redcar & Cleveland 5.7 Stockton-on-Tees 9.5 Source: Tees Valley Statistics, 2010

4.42 Population within the five Tees Valley authorities has risen year on year throughout the last decade , reversing a trend of decline throughout the 1980s and 1990s. This is illustrated in the foll owing diagram. In the period from 2001 to 2007, the population of the Tees Valley grew by 1% 10 , whilst population growth across England increased by 3.3% over this period 11 .

Figure 4.2 Tees Valley population 1982 -2007

Source: Compendium of North East En gland Housing and Population Data Report (mid -year population estimates of 1982-2007) 4.43 Figures published by the Tees Valley Joint Strategy Unit 12 indicate that the total population in the Tees Valley is projected to increase by 6% from 657,400 in 2006 to 699 ,000 in 2021. This is compared to an 11% projected increase in population for Great Britain.

4.44 The following table shows that every district in the Tees Valley has contributed to this projected rise in population except for Middlesbrough. This is princip ally due to Middlesbrough’s projected net outward migration throughout the period (as births exceed deaths throughout). Each of the other four districts has both a net increase in natural change (births minus deaths) and inward migration.

10 Demographic Update 2008 and Key Migratio n Indicators for the Tees Valley (JSU, 2009) 11 ONS website – http://www.statistics.gov.uk/cci/nugget.asp?id=2229 12 2006-Based Population Projections and Latest Household Projects (July 2008)

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Table 4.6 Projected populations 2006-21 - All persons (thousands) 2006 2007 2008 2009 2010 2011 2016 2021 % change Darlington 99.3 99.8 100.4 101.0 101.6 102.3 105.8 109.3 10% Hartlepool 91.1 91.5 91.8 92.3 92.7 93.2 95.6 98.0 8% Middlesbrough 138.4 138 137.6 137.2 137 136.7 136.0 135.7 -2% Redcar & Cleveland 139.5 139.8 140.1 140.5 140.9 141.4 143.7 146.2 5% Stockton-on- Tees 189.1 190.4 191.7 193.1 194.4 195.8 202.9 209.8 11% Tees Valley 657.4 659.5 661.6 664.1 666.6 669.4 684.0 699.0 6% 2555. 2561. 2568. 2576. 2584. 2593. 2638. 2685. North East 7 4 5 3 7 5 4 5 5% England & 5372 5407 5448 5489 5531 5574 5783 5994 Wales 8.8 3.6 1.0 6.0 9.2 4 6.9 2.9 12% 5884 5921 5963 6007 6050 6094 6310 6526 Great Britain 5.7 2.1 8.1 0.6 9.6 9.6 7.2 9.3 11% Source: Tees Valley Joint Strategy Unit, 2008

4.45 Other key findings published by the Tees Valley Joint Strategy Unit (2008) for different social groups include:

• Children (under 16) – the population of this age group is expected to rise by 5% in the Tees Valley from 130,300 in 2006 to 136,900 by 2021;

• Working age population (16 to retirement) – the overall population of working age in the Tees Valley is projected to fall by 1% (from 404,100 in 2006 to 400,800 in 2021);

• Older people (retirement and over) – the retired population in the Tees Valley is expected to increase by 31% (from 123,100 in 2006 to 161,000 by 2021) 13 . The proportion of people who were at retirement age or older in the Tees Valley was 19% in mid-2008. This proportion was the same for across England & Wales (ONS, 2008).

• Number of households – the projected number of households in 2021 is 311,000 compared to 275,000 in 2004, representing a 13% increase. This is due to a declining average household size. By 2031 it is expected that one person households will be twice the number seen in 1991. Consequently the average household size is also expected to drop from 2.52 persons per household to 2.08 persons 14 . Whilst this trend is similar for the North East and across England, there is considerable variation for individual boroughs. In particular, the 2021 figure for Middlesbrough is significantly lower than that accepted in strategic planning terms, and that for Stockton-on-Tees is significantly higher. 4.46 Car ownership levels in the Tees Valley are currently lower than the national average, although slightly higher than the North East as a whole. There are significant differences on a district by district basis, with Hartlepool and Middlesbrough having significantly lower car ownership levels than the other three districts. This is illustrated in the tables overleaf.

13 NB. The State Pension age is currently 65 for men and 60 for women born on or before 5 April 1950. The State Pension age for women will increase gradually from 2010, so that by 2020 it will be 65. The reported increase does not reflect this change. 14 Briefing Note: The Tees Valley Economic Assessment – Initial Findings http://www.teesvalleyunlimited.gov.uk/documents/bcde-vtv/EA%20initial%20findings%206%2010%2009%20Updated.pdf

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Table 4.7 Car ownership in the Tees Valley, 2001

Car ownership Tees Valley North East National

% households with no car 34.2 35.9 26.8 % households with one car 43.3 43.1 43.8 % households with two/more cars 22.5 21.0 29.4 Source: Census 2001

Table 4.8 Car ownership by district in the Tees Valley, 2001

Darlingto Hartlepoo Middlesbroug Redcar & Stockton- Car ownership n l h Cleveland on-Tees

% households no car 31.2 39.3 41.0 32.3 29.6 % households one car 45.3 42.4 40.6 44.9 43.3 % households 23.5 18.3 18.4 22.8 27.1 two/more cars Source: Census 2001

4.47 However, car ownership in the Tees Valley is forecast to rapidly increase (at a higher rate than the national average) and this gap is forecast to close significantly by 2021 when only 27% of Tees Valley households are likely to have no access to a car 15 , compared with 34% in 2001. This compares to a figure of 23% nationally. During this time, growth in the number of 2 and 3 car households in the Tees Valley will be significantly higher than the national average as car ownership in the city region grows from a low base 16 .

4.48 An increase in population, housing and car ownership will increase the numbers of journeys made in the Tees Valley, especially by private car. This will result in more vehicles using the Tees Valley’s road network, reducing spare capacity and putting additional pressure on routes that may already experience congestion or delay; this increased demand for travel is also likely to pose a threat to the efficiency of public transport systems in the city-region. Over burdened transport systems are likely to create various environmental impacts and could also present a threat to economic growth.

4.49 New housing and employment development to accommodate the projected increase in population will also need corresponding transport infrastructure such as access roads, street lights and signage, at a wider level this will also require investment in public transport, active travel and the rights of way network. These trends will also place additional demands on land and services.

Health 4.50 In general the health of people in the Tees Valley is relatively poor with life expectancy below the national average. Life expectancy of both females and males is lower (80.3 and 76.1 respectively) than the regional average (80.6 and 76.5) and in England (82.02 and 77.93) 17 . Standard mortality ratios are 13% above those nationally and 21% above for those aged over 75. Additionally more people smoke, binge drink or are obese than the national average, whilst a lower proportion eat the recommended amount of fruit & vegetables. In contrast, however, ‘Place Survey’ results indicate

15 Connecting the Tees Valley – The City Region Transport Strategy, 2007 16 Connecting the Tees Valley – The City Region Transport Strategy, 2007 17 Average life expectancy 2006-08 (ONS, 2009)

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that most people perceive themselves to be healthy; 72% of people from the Tees Valley said their health was good compared to 70% for the region as a whole and 76% nationally 18 .

4.51 The 2001 census showed that the Tees Valley had a higher proportion of people with a health problem than the national average. The following table outlines the proportion of people with a health problem in the five Tees Valley authorities, compared to the average for the Tees Valley, the North East and Great Britain. It is clear that the average for the Tees Valley is higher than for that nationally; however, it is lower than the average for the North East. Hartlepool has the highest proportion of people with a health problem in the Tees Valley, followed closely by Redcar & Cleveland.

Table 4.9 Percentage of people with a health problem Area % people with a health problem Darlington 20.4 Hartlepool 24.4 Middlesbrough 22.3 Redcar & Cleveland 23.3 Stockton-on-Tees 19.9 Tees Valley 21.8 North East 22.7 National 18.2 Source: 2001 Census

4.52 The main causes of death in the Tees Valley over the period 1999 to 2003 were Circulatory Diseases (which accounted for 37.7%), Cancers (27.7%) and Respiratory Diseases (13%). The cancer figure is higher than the national average in the Tees Valley but the figures for the other two main causes of death are very similar 19 .

4.53 In 2009, the Department of Health published ‘Be Active, Be Healthy: A plan for getting the nation moving’. This estimates that the total cost to the NHS as a result of physical inactivity approximately £8 billion every year. The Department of Health commissioned the British Heart Foundation Health Promotion Research Group at Oxford University to prepare estimates of the primary and secondary care costs attributable to physical inactivity for PCTs across England. Costs specific to the Tees Valley PCTs are shown in the table below.

Table 4.10 Local area costs of physical inactivity Primary Car Trust (PCT) Whole PCT cost Total cost / 100,000 population Darlington PCT 1,461,850 1,498,596 Hartlepool PCT 1,389,350 1,541,650 Middlesbrough PCT 2,675,280 1,889,135 Redcar and Cleveland PCT 1,917,240 1,480,391 Stockton-on-Tees Teaching PCT 2,106,130 1,120,663 Source: Department for Health (2009)

18 Tees Valley Interim Work and Skills Plan 2010-11: Appendix 1 – Interim Worklessness Assessment. http://www.teesvalleyunlimited.gov.uk/empskills/documents/work%20and%20skills%20plan/TVW&SP2010.11.Appx%201.w orklessness%20assessment.pdf 19 Connecting the Tees Valley: The City Region Transport Strategy (October 2007)

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Inequalities 4.54 All five of the Tees Valley local authorities are within the 30% most deprived of the 354 local authorities nationally 20 . Both employment and health deprivation are particularly evident in Hartlepool, Middlesbrough and Redcar & Cleveland. Middlesbrough is the 9th most deprived local authority nationally; nearly half of its local neighbourhoods (Super Output Areas) are within the 10% most deprived nationally, as are over a third of SOAs within Hartlepool.

4.55 The figure below shows the Tees Valley’s Community Vitality Index, measured at a ward level, using a range of statistics that give an indication of the quality of life for residents. It shows the difference between areas of relative affluence and areas of relative deprivation, often in close proximity 21 .

Figure 4.3 Tees Valley Community Vitality Index – Quintiles – S3 2009/10

Source: Tees Valley Unlimited

4.56 The future transport strategy for the Tees Valley can play a key role in improving health and reducing health inequalities in the city region, through physically active travel and by promoting the links between healthy communities and physical and mental well being.

Soil Geological formation of the 4.57 The underlying geology of the Tees Corridor is split between solid rock and a thin covering of clays, mud and silt 22 . Soil data from the National Soils Resources Institute has been mapped for the Tees Valley area in the online Magic GIS tool 23 . Please see below.

20 Based upon the rank of average score 21 Tees Valley Unlimited Economic and Regeneration Statement of Ambition, Draft 1, March 2010 22 Tees Valley Wildlife Trust (2010) - http://www.teeswildlife.org/tees.htm 23 www.magic.gov.uk

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Figure 4.2 Soilscape, Tees Valley

Source: www.magic.gov.uk

4.58 The Tees Valley area is significantly comprised of soil types 18 and 21 with pockets of 7, 8 and 13. There are 27 soil classifications; these are defined in the figure overleaf.

Figure 4.3 Soil classifications

Source: www.magic.gov.uk

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4.59 The Environment Agency explains that healthy soils are vital to a sustainable environment, for the following reasons:

• Soil supports organisms that are essential for a healthy environment;

• Soil sustains our landscapes;

• Soil is essential for food production and clean drinking water;

• Soil plays a vital role in maintaining the balance of gases in the atmosphere;

• Soil also stores and releases carbon; the Environment Agency is beginning to understand the potential impact this may have in tackling climate change. 4.60 However, contamination and poor soil management are causing problems in England and Wales. There has been a steady loss of soil and there are increasing signs of damage, compaction, degradation and erosion. The loss of soil organic matter severely reduces soil quality (affecting the supply of nutrients and making it more difficult for plants to grow) and represents a loss of soil carbon 24 . Moreover, pollutants that have damaged land and soil may enter other environmental systems, such as surface or groundwater, which affects the Environment Agency’s ability to meet water quality standards. They may also affect air quality.

Regionally Important Geological Sites 4.61 As part of the Tees Valley Geodiversity Action Plan, the Tees Valley Wildlife Trust and the Tees Valley RIGS (Regionally Important Geological Sites) group surveyed the geology of the Tees Valley. As a result, nearly all exposures have been logged and compiled on the GAP Database. RIGS are designated by locally driven criteria, and are currently the most important places for geology and geomorphology outside statutorily protected land such as Site of Special Scientific Interest (SSSI). A locally determined RIGS designation is a way of recognising and protecting geodiversity for the future. Geodiversity is defined as the variety of geological environments, phenomena and processes that make those landscapes, rocks, minerals, fossils and soils which provide the framework for life.

4.62 The Tees Valley GAP database shows that there are 50 sites of geodiversity interest in the Tees Valley; six of which are in Hartlepool, five in Stockton and 39 in Redcar and Cleveland.

Land quality and contamination 4.63 Contaminated land can create risks to human health and safety, property and the wider natural environment, including long term limitations on the use of soils. Britain has a long history of industrial production and throughout the UK there are numerous sites where land has become contaminated by human activities such as mining, industry, chemical and oil spills and waste disposal. Contamination can also occur naturally as result of the geology of the area, or through agricultural use 25 .

4.64 The presence of contamination in the ground does not necessarily mean that there is a problem. In many cases there will be minimal risk from living or working on contaminated ground. Indeed many contaminated sites have been successfully and safely redeveloped to provide high quality housing and working environments.

24 Defra (2009) Safeguarding our Soils 25 Environmental Protection UK

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4.65 The Tees Valley Green Infrastructure Strategy (2008) states that the decline in manufacturing had generated over 1,000 hectares of derelict land, and that National Land Use Database figures for 2004 confirmed the scale of the problem in Tees Valley, identifying 760 hectares of previously developed vacant land and 520 hectares of derelict land and buildings. In addition there are substantial areas of land, particularly along the Tees Corridor, that are held for industrial and expansion purposes, but are only likely to be developed in the long term.

4.66 In February 2010, the Homes and Communities Agency published the results from the 2008 National Land Use Database of Previously-Developed Land in England. The following table provides an overview of previously developed land that is unused or may be available for redevelopment by land type and planning authority in the Tees Valley.

Table 4.11 Previously developed land available for redevelopment, 2008 Vacant and derelict land and buildings Currently in use With planning Previously Other with Vacant Derelict land allocation or ha (all types) developed known buildings and buildings planning Local authority vacant land potential permission Suitable Suitable Suitable Suitable Suitable Suitable for All for All for All for All for All for All housing housing housing housing housing housing Darlington 41 13 8 14 2 8 22 35 2 2 76 19 8 7 Hartlepool 33 10 5 6 26 26 12 18 6 6 82 15 3 9 Middlesbrough 6 33 0 1 0 5 75 90 61 64 143 19 2 Redcar 14 32 11 16 4 39 12 17 10 10 50 57 9 8 1 Stockton 8 15 0 0 39 34 0 0 223 22 269 72 1 3 6 0 Source: Homes and Community Agency, 2010

Water Surface freshwater 4.67 The Tees catchment has three main rivers: the River Tees, the River Skerne and the River Leven. The Environment Agency's national database contains chemical and biological river water quality measurements for around 7,000 monitoring sites across England and Wales.

4.68 The Tees Valley has a number of sites monitored by the Environment Agency. The following tables outline the proportion of rivers in each local authority area that had ‘good’, ‘fair’, ‘poor’ or ‘bad’ water quality for both biological and chemical measurements in 2006 26 . It should be borne in mind that river courses and catchment areas often cross local authority boundaries and therefore the quality of some river waters within a local authority area may be affected by factors outside the borders of the authority.

Table 4.12 Water quality (biological), 2006 Percentage of rivers classified as ‘Good’ ‘Fair’ ‘Poor’ ‘Bad’ Darlington 52.4 37.0 0.0 10.6

26 River water quality data published by Defra for1990-2006 http://www.defra.gov.uk/environment/statistics/inlwater/index.htm

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Hartlepool 0.0 100.0 0.0 0.0 Middlesbroug 0.0 100.0 0.0 0.0 h Redcar 68.6 31.4 0.0 0.0 Stockton 51.9 42.9 0.0 5.2 Tees Valley 34.6 62.3 0 3.2 North East 79.5 18.0 2.3 0.2 England 71.0 24.0 5.0

Table 4.13 Water quality (chemical), 2006 Percentage of rivers classified as ‘Good’ ‘Fair’ ‘Poor’ ‘Bad’ Darlington 81.0 19.0 0.0 0.0 Hartlepool 0.0 92.7 7.3 0.0 Middlesbroug 100.0 0.0 0.0 0.0 h Redcar 33.2 66.8 0.0 0.0 Stockton 44.4 48.7 7.0 0.0 Tees Valley 51.7 45.4 2.8 0.0 North East 82.2 15.7 2.1 0.0 England 66.0 27.0 6.0 0.0

4.69 For biological quality, 71% of English rivers were in the top quality band in 2006 compared with 60% in 1990. In the Tees Valley, 35% of rivers were in the top quality band in 2008, compared with only 10% in 1990 (in 1990, 82% of rivers in the Tees Valley had a ‘fair’ chemical water quality).

4.70 For chemical quality, 66% of English rivers and canals were in the top quality band in 2006 – this is compared with 43% in 1990. In 2006, 52% of rivers in the Tees Valley were in the top quality band for chemical water quality, compared to only 9% in 1990. Approximately 80% of rivers in the Tees Valley were in the ‘fair’ quality band for chemical water quality in 1990 27 .

4.71 Clearly, the biological and chemical quality of rivers has improved greatly since 1990. This is likely to be due to the clean-up of discharge from industry and sewage treatment works. However, many rivers still have high levels of pollution. The biological and chemical quality of rivers is expected to improve over the next few years due to the Fresh Water Fish Directive. This is designed to protect and improve the physical and chemical water quality of rivers and lakes to encourage healthy fish populations (both salmonid 28 and cyprinid 29 waters) and will affect any discharges to designated waters including industry and sewage treatment plants 30 . There are both cyprinid and salmonid water designations in the Tees Valley.

27 Please note, that the Tees Valley 1990 chemical quality figures are based on rivers in Darlington, Redcar and Stockton only, due to incomplete data sets for Middlesbrough and Hartlepool. 28 Of, belonging to, or characteristic of the family Salmonidae, which includes the salmon, trout, and whitefish. 29 Soft-finned mainly freshwater fishes typically having toothless jaws and cycloid scales; consists of the carps, the true minnows, and their relatives (e.g. the barbs and barbels). 30 Environment Agency (2010)

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4.72 The quality of surface freshwater (including lakes, streams and rivers), estuaries, coasts and aquifers will also improve under measures set out in River Basin Management Plans, drawn up for river basin districts across England and Wales under the European Commission’s Water Framework Directive (2000) 31 . Water systems in the Tees Valley form part the Northumbria river basin management plan. The physical location of the Tees Valley on the east coast of England and centred on the River Tees, implies the targets of the Water Directive is a pertinent issue in the sub-region.

4.73 The Water Framework Directive sets out a number of different objectives 32 . In summary, the environmental objectives for surface waters are:

• Prevent deterioration in status for water bodies;

• Aim to achieve good ecological and good surface water chemical status in water bodies by 2015;

• For water bodies that are designated as artificial or heavily modified, aim to achieve good ecological potential by 2015;

• Comply with objectives and standards for protected areas where relevant;

• Reduce pollution from priority substances and cease discharges, emissions and losses of priority hazardous substances. 4.74 The Environment Agency’s Northumbria River Basin District Management Plan (Annex B: Water body status objectives, 2009) sets out the environmental objectives for each of the 476 water bodies in the Northumbria river basin district. There are 83 river water bodies (of which 25 are designated as heavily modified) and 31 lake water bodies (of which 11 are designated as heavily modified) within the Tees river catchment. The status objectives for rivers and lakes in the Tees river catchment are outlined in the table below. The Directive sets a target of aiming to achieve at least 'good status' in all waters. For a surface water body to be in overall 'good' status both ecological and chemical status must be at least 'good'.

Table 4.14 Status objectives for rivers and lakes in the Tees river catchment Water body Good or Good or Good or Less than Total category high in high in high in good in number of 2015 2021 2027 2015 water bodies Natural Rivers, Canals, 15 15 58 43 58 Surface Water Transfer (SWT's) Lakes and SSSI 1 1 3 2 3 Ditches Artificial/Heavily modified water bodies HMWB 14 14 36 22 36 AWB 17 17 17 0 17 Source: Northumbria River Basic District Management Plan; Annex B (2009)

31 Environment Agency (2010) 32 Environment Agency (Annex B Northumbria River Basin District Management Plan, December 2009).

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Groundwater, estuarine and coastal waters 4.75 Groundwater provides a third of our drinking water in England and Wales, and it also maintains the flow in many of our rivers. The Environment Agency has defined Source Protection Zones (SPZs) for 2000 groundwater sources such as wells, boreholes and springs used for public drinking water supply. These zones show the risk of contamination from any activities that might cause pollution in the area. The closer the activity, the greater the risk. The maps show three main zones (inner, outer and total catchment) and a fourth zone of special interest, which we occasionally apply, to a groundwater source. The Environment Agency uses the zones in conjunction with its Groundwater Protection Policy to set up pollution prevention measures in areas which are at a higher risk, and to monitor the activities of potential polluters nearby.

Figure 4.4 Groundwater source protection zones

Source: Environment Agency website

4.76 The Environment Agency also monitors the water quality of groundwater, estuarine and coastal water bodies. The current status and objectives for all groundwater, estuarine and coastal water bodies in the Tees Valley are outlined in the tables below.

Table 4.15 Current status and objectives for groundwater bodies in the Tees Valley Groundwater body ID Current Status Protected Area Designation: and name Overall Objective Status (Overall): G2 Tees Mercia Poor Good by 2021 Drinking Water Protected Area Mudstone & Redcar Mudstone G3 Tees Carb Good Good by 2015 Drinking Water Protected Area, Limestone & Nitrates Directive Millstone Grit

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G4 Tees Sherwood Good Good by 2015 Drinking Water Protected Area, Sandstone Nitrates Directive G5 Wear Magnesian Poor Good by 2027 Drinking Water Protected Area, Limestone Nitrates Directive Source: Northumbria River Basic District Management Plan; Annex B (2009)

Table 4.16 Current status and objectives for estuarine and coastal water bodies in the Tees Valley Water body ID and Current Status Protected Area Designation: name Overall Objective Status (Overall): Coastal water body Good Good by 2015 Bathing Water Directive, Natura C2: Tyne and Wear 2000 (Habitats and/or Birds Directive) Coastal water body Good Good by 2015 Bathing Water Directive, C5: Yorkshire North Freshwater Fish Directive, Natura 2000 (Habitats and/or Birds Directive) Transitional water Current Good by 2027 Freshwater Fish Directive, Natura body T3: Tees overall 2000 (Habitats and/or Birds potential – Directive), Nitrates Directive, Moderate Urban Waste Water Treatment Directive Source: Northumbria River Basic District Management Plan; Annex B (2009)

4.77 Groundwater bodies G2 and G5 in particular are targeted for improvement. The over status for the coastal and transitional water bodies is good, with objectives set to maintain this quality in future years. Transitional water bodies are measured slightly different, with T3 identified as having ‘moderate’ potential to achieve a ‘good’ status by 2027.

4.78 The following diagram shows the chemical status for rivers, lakes and estuarine and coastal waters for the Northumbria river basin. The most southern estuary is the Tees, which is currently failing to achieve ‘good’ chemical status; however, the sub-region’s coast waters achieve a ‘good’ status.

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Figure 4.5 Chemical status for Rivers, Lakes, Estuarine and Coastal Waters

Source: Environment Agency River Basin Management Plan, Northumbria River Basin District

4.79 The Water Framework Directive sets out a number of objectives for groundwater, namely 33 :

• Prevent deterioration in the status of groundwater bodies;

• Aim to achieve good quantitative and good groundwater chemical status by 2015 in all those bodies currently at poor status;

• Implement actions to reverse any significant and sustained upward trends in pollutant concentrations in groundwater;

• Comply with the objectives and standards for protected areas where relevant;

33 Environment Agency (Annex B Northumbria River Basin District Management Plan, December 2009).

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• Prevent or limit the input of pollutants into groundwater. Bathing water 4.80 The Environment Agency has undertaken an assessment of the bathing waters in England and Wales. This assessment compares the water quality against the standards in the European Bathing Water Directive. The bathing water assessments relevant to the Tees Valley are illustrated in the table and figure below.

Table 4.17 Bathing Water Assessment Ratings Location County Rating 2010 Rating 1990 North Hartlepool Excellent Poor Seaton Carew Centre Hartlepool Excellent Poor Seaton Carew North Hartlepool Excellent Good Gare Redcar Coatham Redcar and Good (Excellent 2005- Good Cleveland 2009) Redcar Lifeboat Station Redcar and Excellent Good Cleveland Redcar Granville Redcar and Excellent Good Cleveland Redcar Stray Redcar and Excellent Good Cleveland Sea at Marske Sands Redcar and Excellent Poor Cleveland Saltburn Redcar and Excellent Good Cleveland Source: Environment Agency website

Figure 4.6 Bathing water assessment locations

Source: Environment Agency website

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4.81 All the sites assessed in the Tees Valley were either excellent or good in 2010; a considerable improvement from ratings made in 1990. However, water quality has declined slightly at Redcar Coatham in the last year. Ratings are defined by the Directive as:

• Excellent means the bathing water meets the strict guideline standards.

• Good means the bathing water meets the mandatory standards.

• Poor means that the bathing water did not meet the required standards in the Directive. The role of transport 4.82 Annex C of the Northumbria River Basin District Management Plan Urban (2009) outlines the actions required to deliver the objectives of the Water Framework Directive. With regards to Actions for the Urban and Transport sector, the plan states:

4.83 “Runoff and drainage from urban areas and transport infrastructure can contain a range of contaminants including sewage, metals, sediment and other substances that wash directly into rivers or enter via the sewerage network. Extreme runoff events are likely to become more frequent as climate change continues. The legacy of land contamination in some former industrial areas has led to pollution of groundwater resources and some of our rivers. Predicted housing growth in and around several towns and cities in the district will also increase pressure on the water environment unless the potential impacts are well managed.

4.84 Encouraging the sustainable use and management of water resources and a move to more sustainable drainage systems will help reduce the impacts associated with abstraction and urban runoff, with benefits for all water users. Sustainable and integrated drainage systems also offer potential benefits for managing the risk of flooding in urban areas”.

Flooding The Tees catchment 4.85 The Tees catchment has three main rivers: the River Tees, the River Skerne and the River Leven. According to the Environment Agency’s Tees Catchment Flood Management Plan (2009), approximately 687,000 people live within the Tees catchment area concentrated in the main towns of Darlington, Hartlepool, Middlesbrough, Redcar and Cleveland, and Stockton-on- Tees. Land use in the west of the catchment area is predominantly moorland and pasture. On the lower slopes and middle catchment, the land use changes to a greater amount of pasture and woodland. To the east, land use is mainly arable farmland interspersed with large built up areas, including Middlesbrough and Stockton-on-Tees.

Flood risk 4.86 There is a long history of flooding in the catchment with over 100 events recorded since 1684. Within the last century, engineering works have been carried out in areas affected by floods to reduce future risk of flooding, but risk will still remain from major events 34 .

4.87 The North East Assembly in conjunction with One North East commissioned a scoping study for the Regional Flood Risk Appraisal (RFRA). This has been prepared by the JBA Consultants in conjunction with the Environment Agency

34 Environment Agency Tees Catchment Flood Management Plan (2009)

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4.88 The primary objective of a RFRA is to provide an appraisal of strategically significant flood risk issues in a region in order to guide strategic planning decisions. The outputs of the RFRA help to identify where there may be a need for further flood risk assessment work to be undertaken, particularly in respect of local authority Strategic Flood Risk Assessments (SFRAs), and where strategically significant developments are proposed in areas currently at risk of flooding.

4.89 Planning Policy Statement (PPS) 25: Flooding defines various ‘flood zones’ 35 :

• Zone 1: Low Probability. This zone comprises land assessed as having a less than 1 in 1000 annual probability of river or sea flooding in any year (<0.1%).

• Zone 2: Medium Probability. This zone comprises land assessed as having between a 1 in 100 and 1 in 1000 annual probability of river flooding (1% - 0.1%) or between a 1 in 200 and 1 in 1000 annual probability of sea flooding (0.5% - 0.1%) in any year.

• Zone 3a: High Probability. This zone comprises land assessed as having a 1 in 100 or greater annual probability of river flooding (>1%) or a 1 in 200 or greater annual probability of sea flooding (>0.5%) in any year.

• Zone 3b: The Functional Floodplain. This zone comprises land where water has to flow or be stored in times of flood. SFRAs should identify this Flood Zone (land which would flood with an annual probability of 1 in 20 (5%) or greater in any year or is designed to flood in an extreme (0.1%) flood, or at another probability to be agreed between the LPA and the Environment Agency, including water conveyance routes). 4.90 A suite of flood maps were produced which provide an indication of the potential impact of flooding on growth areas, key road and rail networks in Tees Valley. This provides an indication of estimated climate change sensitivity. These are available in Appendix A; the attributes and purpose of each map are described below, alongside their key findings.

Table 4.18 Tees Valley flooding issues Map Attribute / purpose Key findings 1 Distribution of risk across the Shows Flood Zones 2 and 3 in relation to growth areas within Tees Valley growth areas. Growth areas in Hartlepool, city region. Stockton/Thornaby and Darlington have a particularly high flood risk. 3 Use of economic indicators for an High economic losses are predicted in assumed situation with no Stockton, Middlesbrough, , defences showing the distribution Hartlepool and Darlington of fluvial risk across the Tees Valley city region. 4 Residual risk indicator using Medium economic losses are predicted in economic losses after a consistent Stockton, Eaglescliffe, Hartlepool and high standard of protection is Darlington assumed throughout the Tees Valley city region.

35 These Flood Zones refer to the probability of river and sea flooding, ignoring the presence of defences

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7 Analysis of railway infrastructure The following section of rail lines are subject to potentially impacted by flooding in flooding over lengths of 1000-2000 metres: Tees Valley city region. The line surrounding and to the east of Thornaby station A section between and Newton Wycliffe on the Darlington to line A section between Darlington and Durham on the ECML 8 Analysis of road infrastructure The road network is at greater risk of flooding potentially impacted by flooding in than the rail network. The A66 between Tees Valley city region. Stockton and Middlesbrough (on the approach to the A19 interchange) could have >2000 metres of flooded road. The A19 to the north of the A19/A66 interchange could have 1000- 2000 metres of flooded road, and the A178 between Middlesbrough and Hartlepool (and Seal Sands) is at risk of having 1000-2000 metres of flooded road. Source: North East Assembly Regional Flood Risk Appraisal Scoping Study (2009)

4.91 According to the Tees Catchment Flood Management Plan (2009), there are currently over 9600 properties (almost 8500 residential properties and over 1200 commercial properties, including some key infrastructure buildings) at risk of flooding (not taking into account defences) during the one per cent flood event. This means almost 3 per cent of the catchment population is at risk from the 1 per cent flood event. In the future this number is expected to increase to 11,230 as a result of climate change. Further detail regarding flood risk and locations affected is outlined in the following table.

Table 4.19 Locations of Towns and Villages with 25 or more properties at risk in a 1 per cent annual probability river flood Number of properties at risk Location > 1000 Middlesbrough/Tees Mouth 500 to 1000 Darlington, Billingham 100 to 500 Croft-on-Tees, Yarm, 50 to 100 Neasham, 25 to 50 Teeside Park Source: Tees Catchment Flood Management Plan (2009)

4.92 Furthermore, the following critical infrastructure is also at risk:

• 82 gas and electricity substations;

• 5 wastewater treatment works;

• 15 healthcare buildings;

• 12 educational buildings;

• 4 emergency services buildings. 4.93 The Tees Catchment Flood Management Plan (2009) divides the Tees catchment into eight sub areas which have similar physical characteristics, sources of flooding and level of risk. An approach to managing flood risk (or a flood risk management policy) has been identified for each of

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these sub-areas. The following diagram shows the flood risk management policy option allocated to each sub-area.

Figure 4.7 Map of CFMP policies

Source: Tees Catchment Flood Management Plan (2009)

4.94 Further detail on policy options 1, 3, 5 and 6 are outlined below 36 .

• Policy 1: (applicable to the Halnaby Beck sub-area). Areas of little or no flood risk where the Environment Agency will continue to monitor and provide advice on. This policy will tend to be applied in those areas where there are very few properties at risk of flooding. It reflects a commitment to work with the natural flood processes as far as possible.

• Policy 3: (applicable to the Western, Northern, Old River Tees and Potto and Swainby sub-areas). This policy is applied to areas of low to moderate flood risk, where flood risk is currently effectively managed and not expected to increase significantly in the future. However, these areas will be monitored, to ensure that the approach to managing flood defences and other flood risk management actions are appropriate for managing flood risk in the longer term.

• Policy 5: (applicable to the Eastern and Mid Catchment sub-areas). This policy is applied to areas of moderate to high flood risk, where the case for further action to reduce flood risk is most compelling, for example where there are many people at high risk, or where changes in the environment have already increased risk. Taking further action will require additional appraisal to assess whether there are socially and environmentally sustainable, technically viable and economically justified options.

• Policy 6: (applicable to the Middle Tees sub-area). This policy is applied in areas of low to moderate flood risk, where there may be opportunities to reduce flood risk (locally or in the wider catchment) or provide environmental benefits, by storing water or managing run-off. The policy would only be implemented in specific locations, after detailed appraisal and consultation.

36 Environment Agency, Tees Catchment Flood Management Plan (2009)

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Air Quality 4.95 Until well into the 1970’s, large areas of the Tees Valley, particularly around the Tees estuary through to Stockton, had very high levels of air pollution, with smog conditions a frequent occurrence. Industrial pollution was a major factor, and this was even more evident during the 1960’s, when domestic smoke control orders were introduced, along with natural gas supply. Industrial pollution reduced dramatically towards the end of the century due to closures of old low- level emission plant, plant improvements and better regulation. Today, while industry remains a significant emitter of air pollutants, these are normally dispersed at high altitude, and it is recognised that road transport is now the major source of pollution at ground level. 37

Health impacts 4.96 The air quality objectives have been set at levels of pollution that are unlikely to cause harm to the vast majority of the public, based on current world-wide health advice available to the Government. If pollution levels exceed the objective levels, there is increasing risk to the public, with those suffering from existing health problems such as lung and heart disease, at greatest risk. Three of the ten air quality strategy pollutants are known carcinogens, for which it is acknowledged there are no completely safe limits. The objectives set in these cases have a 10 fold safety factor built in, and are at levels where there is considered to be minimal risk to members of the public.

Framework of air pollutants 4.97 Air quality is directly affected by road transport, and is therefore an important consideration of the Tees Valley Transport Strategy. The UK government has set a framework of air pollutants in order to universally measure air quality. The following section outlines the evidence base on a number of air pollutants that form part of the government’s National Air Quality Strategy framework. These are:

• Nitrogen dioxide

• Particulates

• Sulphur dioxide

• Carbon monoxide

• Benzene

• 1,3-Butadiene

• Lead 4.98 Ozone and Polycyclic Aromatic Hydrocarbons are pollutants that are proposed to be included in the government’s framework and are therefore considered here also. The Tees Valley accommodates a number of local and mobile monitoring stations. In addition to these, the Tees Valley has four continuous national network monitoring points (referred to as AURN) at Brekon Hill (Middlesbrough), Corporation Road (Redcar and Cleveland), Cowpen Bewley (Stockton) and High Street (Yarm, Stockton).

Nitrogen dioxide and particulates 4.99 The Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009) reported that local monitoring has shown that between 2003 and 2006, the level of nitrogen dioxide and particulates remained relatively consistent, but with no sign of

37 Tees Valley Environmental Protection Group Supplementary Report 2005: Traffic Pollution Study in the Tees Valley

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reducing. It is therefore likely that the proposed 2010 objective for particles will not be met in many parts of the Tees Valley without a significant reduction in source emissions of particulate, including natural sources. Road traffic is the major source of nitrogen dioxide at ground level within the Tees Valley.

Sulphur dioxide, benzene and 1, 3-butadiene 4.100 In the Tees Valley region, emissions from sulphur dioxide, benzene and 1,3-butadiene is almost entirely from industrial sources; however, road transport is a key source at the ground level, particularly from petrol-engine vehicles. Road transport is also a key source of lead at ground level; however this impact has ceased to be significant with the introduction of lead-free petrol. The Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009) reported that the latest monitoring results indicate that national air quality objectives for these pollutants are currently being met, and it is expected that objectives will continue to be met as long as industrial emissions do not significantly increase.

Carbon monoxide 4.101 Carbon monoxide (CO) is a colourless, odourless, poisonous gas produced by incomplete, or inefficient, combustion of fuel. It is predominantly produced by road transport, in particular petrol- engine vehicles. Within the Tees Valley, road transport is the main source at ground level. Industrial emissions along the Tees estuary are significant, but are normally emitted through tall stacks, which give dispersion away from ground level. Monitoring has shown no change over recent years, with concentrations well below the objective level. It is safe to say that this objective will be easily met across the whole of the Tees Valley 38 .

Lead 4.102 A major source of lead at ground level was from petrol-engine vehicle exhausts, but as a result of the introduction of lead-free petrol, this source is no longer significant. Nowadays, industry, in particular secondary non-ferrous metal smelters, is the key source of lead emissions; however, there are no lead-based industries located in the Tees Valley area. Monitoring in the Tees Valley going back to 1997, and earlier, clearly show that the objectives are easily met, and with all readings below the limit of detection, the monitoring programme was stopped during 2007 39 .

Ozone and polycyclic aromatic hydrocarbons 4.103 The Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009) states that ozone is the only air pollutant for which concern has been noted in relation to meeting defined objectives / targets. The latest monitoring confirms that there is likely to be exceeded in many parts of the Tees Valley during warm and sunny summer periods.

4.104 Polycyclic aromatic hydrocarbons (PAHs) are a large group of organic compounds. The main sources are associated with coal and wood burning, stubble burning, low-temperature incineration, and to a lesser extent, vehicle exhaust emissions. The continuing decline in domestic and industrial coal burning, new controls over agricultural burning, and upgrading of incinerators to high temperature technology, has led to a substantial decline in emissions of PAH over the last decade. Emissions are expected to fall further as a result of reductions in domestic coal burning, improved industrial abatement and lower vehicle emissions. Ozone and PAHs are not yet prescribed air pollutants under the UK air quality strategy, and are not included in air quality review and assessment procedures.

38 Tees Valley Environmental Protection Group, Annual Report 2010: Air Quality in the Tees Valley 2006-2009 39 Tees Valley Environmental Protection Group, Annual Report 2010: Air Quality in the Tees Valley 2006-2009

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Climate Carbon emissions in the Tees Valley 4.105 The Tees Valley Climate Change Strategy 2006-2012 provides a baseline for the city region’s carbon emissions. In 2000, the Tees Valley’s total carbon emissions were around 20.5 million tonnes (across all sectors). However, recent data published by the Department for Energy and Climate Change shows that this figure has dropped to approximately 6.7 million in 2007 (this figure includes emissions from industry / commerce, domestic and road transport).

4.106 In 2007, most emissions in the city region (4 million tonnes, or 59% of total emissions) came from industry in the Tees Valley. The overall decline is therefore likely to be largely due to a decline and refinement of industry in the Tees Valley over the last decade. However, the figure below shows that carbon emissions from industry in the North East are still significantly greater than the average for England. Similarly, it shows that the North East has the lowest emissions from transport (with the exception of London).

Figure 4.8 Carbon dioxide emissions per person 2007

Source: DECC (2009)

4.107 The Tees Valley Climate Change Partnership is currently reviewing the Tees Valley Climate Change Strategy. This will be available later in 2010. However, the most significant change to the action plan within this strategy will be the revision of the target for the reduction of greenhouse gas emissions. In the published strategy, this target is to reduce carbon emissions by 8.75% below the year 2000 level by 2012. Major industry is subject to the same reduction targets as other sectors, and as major industry is a key economic driver in the Tees Valley, this presents a huge challenge to the city region. The revised target is a 21% reduction by 2020 against a 2005 baseline. This will

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align the strategy and action plan with the Climate Change Act 2008 and follow a uniform method of measurement 40 .

4.108 These regional targets reflect national agreements. The UK has a legally binding target under the Kyoto Protocol to reduce emissions of greenhouse gases by 12.5 per cent below 1990 levels by 2012. Through the Climate Change Act 2008 it has also set itself a more ambitious target to reduce greenhouse gas emissions by 80 per cent below 1990 levels by 2050, with an aim in the interim of achieving a 26 per cent reduction in carbon dioxide emissions by 2020.

4.109 Under a ‘business as usual’ scenario, the North East region will fail to deliver against the Government’s obligations under the Climate Change Act and international agreements. If current trends are maintained, by 2050 emissions will be nearly 39 million tonnes of CO2 equivalent. Obligations under the Climate Change Act mean this figure has to be reduced to 7.7 million tonnes 41 .

4.110 If the Tees Valley is to meet its carbon reduction targets, industry needs to dramatically reduce its emissions. The Tees Valley Low Carbon Economic Transition Plan 42 aims to achieve such long term sustainability alongside economic growth. If successful, the Transition Plan could add £3.5 billion GVA to the UK economy over the next 10 years, supply over 2200 MW of secure low carbon electricity to the national grid and reduce carbon emissions in the Tees Valley from industry by almost 50%, create 2000 direct and 4000 indirect jobs and retain the steel, petrochemical and advanced engineering industries in the Tees Valley.

4.111 The Transition Plan explores the significant investment projects that currently exist, identifies barriers to establishing the Tees Valley as a major European centre for the low carbon economy, and sets out specific targeted actions required to overcome these barriers. This includes investment in the biofuels industry; micro-renewable technologies including wind, solar thermal, photovoltaic, heat pumps and biomass technologies; and carbon capture and storage (CCS), which is a carbon abatement technology whereby the carbon in fossil fuels is captured as CO2 before or after combustion, transported to and stored in secure spaces such as geological formations, thereby preventing the CO2 from entering the atmosphere.

Carbon from transport in the Tees Valley 4.112 Whilst current emissions from road transport are comparatively small compared to those from other sectors (1.3 million or 19% of total 43 ), it is important not to ignore the contribution that transport makes. Energy consumption (in thousand tonnes of fuel), for all modes of road transport in the Tees Valley is outlined in the table below. This shows that the use of private vehicles (diesel and petrol cars) accounts for 65% of total road transport emissions.

40 http://egenda.stockton.gov.uk/aksstockton/users/public/admin/kab10.pl?cdr_id=d090089&arc=50&phase=two&operation= detail 41 Greenhouse Gas Emissions Baselines and Trajectories Study – Summary report, Sustaine, 2009 42 Tees Valley Low Carbon Economic Transition Plan, Tees Valley Unlimited, 2009 43 In comparison, road transport accounts for 23% and 24% of total North East and UK carbon emissions respectively

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Table 4.20 Fuel consumption (thousand tonnes) from road transport, 2007 Mode Tees Valley Total Personal transport Bus 19.3 Diesel car 66.7 Petrol car 180.5 Motorcycle 1.1 Freight HGV 55.5 Diesel LGV 54.5 Petrol LGV 3.9 Total 381.4 Source: Department for Energy and Climate Change, 2007

4.113 These figures also show that the largest contributor to carbon emissions from road transport in the Tees Valley is the use of petrol cars (47% of the total emissions from transport). This is despite car ownership being considerably lower in the Tees Valley than the national average. For example, the DfT’s TEMPRO database indicates that in 2005, 34% of households had no access to a car compared to 28% nationally 44 .

4.114 This recent data indicates the contribution of road transport to carbon emissions. Data from 2000 helps to place this is the context of emissions from all modes, and particularly highlights the relatively small contribution made by rail services to carbon emissions in the region. Total emissions from (all modes) of transport in the Tees Valley 45 are outlined in the table below.

Table 4.21 CO2 emissions (kTonnes) from transport, 2000 Mode Tees Valley Total Personal transport Bus 60 Diesel car 100 Petrol car 578 Motorcycle 3 Freight HGV 178 Diesel LGV 117 Petrol LGV 18 Non-road based transport Aviation 109 Rail 1 Total 1,165 Source: Tees Valley Climate Change Strategy 2006-12

4.115 Note that, the allocation of emissions from shipping activities is not included in this evidence review. Due to the cross-boundary nature of such travel, and associated difficulties in attaching responsibility for emissions to any one country or region, emissions from shipping are usually excluded from national and international emissions inventories. The Tees Valley Climate Change Partnership acknowledges the contribution of shipping towards sub-regional CO2 emissions – ; the second largest port in the UK, handles around 10% of all the UK’s shipping traffic. However, in the absence of any clear emissions allocation method, it is unable to quantify this

44 Connecting the Tees Valley – The City Region Transport Strategy, 2007 45 The allocation of emissions from shipping activities is not included in this table

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contribution and therefore emissions from shipping are excluded from the overall Tees Valley Emissions Inventory at present.

Road transport emissions per capita in the Tees Valley 4.116 The following table outlines the road transport emissions per capita, for each local authority area in the Tees Valley, and for the North East and the UK. It is clear that road transport emissions per capita for the Tees Valley is higher than for both the North East and the UK. Road transport emissions per capita are particularly high in the Middlesbrough and Stockton-on-Tees local authority areas.

Table 4.22 Road transport emissions per capita, 2007 Local authority area Road transport emissions per capita Darlington 1.71 Hartlepool 1.87 Middlesbrough 2.36 Redcar & Cleveland 1.70 Stockton-on-Tees 2.05 Tees Valley 1.94 North East 1.85 UK 1.70 Source: DECC, 2007

4.117 However, car ownership in the Tees Valley is forecast to rapidly increase (at a higher rate than the national average) and this gap is forecast to close significantly by 2021 when only 27% of Tees Valley households are likely to have no access to a car. This compares to a figure of 23% nationally. During this time, growth in the number of 2 and 3 car households in the Tees Valley will be significantly higher than the national average as car ownership in the city region grows from a low base 46 .

4.118 The only sector of the economy in the North East to see an increase in emissions between 1990 and 2005 was transport 47 , and the evidence on car ownership indicates that without measures to address increasing carbon emissions from use of private cars, further growth can be expected by 2020 and 2050. Furthermore, Sustaine 48 has warned that existing regional policies and actions will not deliver the reductions required for the North East to meet UK emissions reduction targets.

4.119 The key driver behind growth in transport emissions is income 49 . As people get richer, they want to travel more, further and use more carbon-intensive modes (switching from bus to train, from train to car, from small car to large car, etc). This presents a clear threat for car use to grow in the Tees Valley, as, if economic plans to raise productivity and skills with the goal to increase incomes in the city region are successful, car ownership is likely to rise.

4.120 Research undertaken by Headicar 50 shows a strong relationship between car ownership and the level of car use. He identifies that over the last decade, whilst the number of trips has fallen, average trip lengths have continued to increase, resulting in a slight increase in distance travelled

46 Connecting the Tees Valley – The City Region Transport Strategy, 2007 47 Greenhouse Gas Emissions Baselines and Trajectories study for the North East, Sustaine, 2008 48 Sustaine is an independent champion body for sustainable development working across North East England http://www.sustaine.com/ 49 Stern Review on the Economics of Climate Change, HM Treasury, 2006 50 Headicar, P. Trends in Car Ownership, Use and Dependence, Ch1 in Transport Policy in Transition, Higgitt, M. (Ed), CICC Publications, Cambridge, 2008

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overall. The growing proportion of distance travelled by car is attributable to greater car ownership, with the number of cars per adult having almost doubled over the last thirty years. Other studies of travel behaviour quoted by Headicar 51 have also have found that individual car ownership is the most important single factor influencing a person’s level of car use (i.e. more influential than age, gender, income, home location, etc.).

4.121 Taken together, the already growing emissions from transport in the North East, combined with the potential for rising car ownership and therefore use, these trends indicate that without action to mitigate the effects, a consequent rise in emissions of CO2 is likely in future.

4.122 The evidence from Darlington’s Sustainable Travel Town Project has shown that car use, and consequently the largest source of CO2 from transport, can be reduced even whilst car ownership is increasing. Headicar 52 agrees, stating that it is important to bear in mind that not everyone who owns a car regards it as an unalloyed blessing and that, as has been found with for example personalised travel planning, the number of people who are prepared to change their behaviour when engaged directly to consider the alternatives is probably greater than might be imagined.

4.123 This is reinforced by Stern 53 , who warns that whilst deep cuts in emissions from the transport sector are likely to be more difficult to deliver (than in other sectors) in the shorter term, they will ultimately be needed. Furthermore, the evidence gathered leads to a simple conclusion: the benefits of strong, early action considerably outweigh the costs and that ignoring climate change will eventually damage economic growth.

Network resilience to shocks 4.124 The Tees Catchment Flood Management Plan (2009) concludes that climate change will be the main issue to consider with regards to future flood risk. The key trends are:

• More frequent and intense storms causing more widespread and regular flooding from drainage systems and some rivers.

• Increased winter rainfall increasing the likelihood of large scale flood events. 4.125 A 20 per cent increase in river flows is applied in the CFMP to estimate the likely impact of climate change on the Tees catchment. In addition rising sea levels will increase the risk of flooding in and around the Tees Mouth. This concluded that the eastern urban areas of the catchment will be most sensitive to future flood risk, due to the low lying land, tidal influence, the built development and the increased rainfall intensity which will raise the risk of surface water flooding in urban areas.

4.126 At present over 9600 properties (almost 8500 residential properties and over 1200 commercial properties, including some key infrastructure buildings) are at risk of flooding (not taking into account defences) during the one per cent flood event. In the future this number is expected to increase to 11,230 as a result of climate change 54 . The vast majority of this increase will be in the existing urban areas around Darlington, Middlesbrough and Stockton amongst others. Added to this is the development pressure on the existing urban areas in the catchment. The area is currently identified as a growth point with future development being directed into the area. This may increase further the numbers of properties at risk in the future.

51 Headicar, P. Trends in Car Ownership, Use and Dependence, Ch1 in Transport Policy in Transition, Higgitt, M. (Ed), CICC Publications, Cambridge, 2008. 52 Headicar, P. Trends in Car Ownership, Use and Dependence, Ch1 in Transport Policy in Transition, Higgitt, M. (Ed), CICC Publications, Cambridge, 2008. 53 Stern Review on the Economics of Climate Change, HM Treasury, 2006 54 Environment Agency Tees Catchment Flood Management Plan (2009)

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4.127 The Tees Valley Climate Change Strategy 2006-2012 (note that this is currently being updated) outlines the potential impact of climate change on the city region’s transport infrastructure, including:

• Highways, airport runways and rail infrastructure will all suffer from the same physical impacts of climate change. Possible problems include subsidence, flooding and drainage issues.

• The age of the rail network means that there are already problems with landslips and collapses during times of heavy rain. These affect old embankments, tunnels and areas where there are old mine workings – these problems can be expected to increase as a result of climate change.

• Rail and road closures may result from storms and flooding, cutting off communities from ground based emergency care.

• Issues of resilience on Tees Dock Road (A1053) which is prone to flooding. This has immediate consequences for the port when this occurs, as it provides the only route into and out of the port, and can occasionally halt access. 4.128 The Climate Change Adaptation Study provides a more detailed description of how the region’s transport infrastructure is likely to be affected. These are outlined below.

• Highway (urban) – the major concern for road networks within Tees Valley is the increase in surface water flooding due to high intensity, low duration rainfall events. Higher temperatures could lead to more cracking and pot-holing of road surfaces which could lead to more water getting into the base of the road construction and weakening it.

• Highway (rural) – weather-related closures on the A66 would be likely to lead to disruption. The rural roads network is primarily maintained through the method of surface dressing, increase in temperatures and especially severe temperatures will increase the risk of the bleeding and softening of these road surfaces.

• Bus and rail stations – stations could be affected by climate change impacts including storms leading to blown debris and leaf fall onto tracks, and trees in close proximity to the stations could fall on to the tracks affecting services. Station buildings structures could be damaged by flood events or by strong winds or lightning strikes. They could also be affected by expansion and contraction in extremes of temperature.

• Bus – Bus routes are an important city region resource especially where car ownership is lower than average. Delays to services on the local road network due to extreme weather conditions may have an impact upon the reliability of scheduled bus services. If there is a regular disruption of services patronage figures may fall and the bus operators may review their operations. 4.129 The North East Climate Change Adaptation Study (2008) provides the detailed local knowledge necessary to take action to increase resilience in the region to climate change. The Adaptation study projected climate changes across the region to the 2050s using state-of-the-art modelling techniques and assessed the impacts of the projected climate changes on current services, assets, communities, business and infrastructure (including transport). It also identifies what needs to be done to adapt to the impacts. The following recommendations are made for countering the projected impacts from climate change across North East England by the 2050s :

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• Gather and share information on climate change trends, impacts assessments, and adaptation activities across the region;

• Risk awareness and risk-based management;

• Inspection, monitoring and maintenance of assets;

• Physical adaptation in the use or structure of buildings and in infrastructure;

• Warnings to enable preventative actions;

• Prioritisation and delivery of adaptation actions;

• Resource planning and management;

• Increased use of novel technology and the need for further innovations;

• Influence long-term planning;

• Encourage cross-sectoral, partnership-based awareness and responses;

• Exploit the opportunities presented by climate change;

• Lobby for change;

• Review the effectiveness of adaptation approaches and revise as necessary. 4.130 The study calls for regional action in terms of both adaptation, calling for a focus on ensuring services, assets, communities, businesses, infrastructure and the economy are resilient to the realities of a changing climate and mitigation, focusing on reducing the emission of greenhouse gases in attempts to reduce the rate of climate change.

4.131 In October 2009, the Cabinet Office released the Strategic Framework and Policy Statement on Improving the Resilience of Critical Infrastructure to Disruption from Natural Hazards. This sets out for consultation proposals for a cross-sector programme to improve the resilience of critical infrastructure and essential services to severe disruption by natural hazards. This suggests that forthcoming government guidance will assist in the development of policy to improve resilience to shocks.

Cultural Heritage 4.132 The Tees Valley’s cultural heritage is incredibly varied. The city-region’s archaeological, historical and cultural components and features are portrayed through buildings, landscapes and monuments and structures. For example, Iron and Bronze Age landscapes and features can be experienced in the Eston Hills, whilst Middlesbrough’s Listed Transporter Bridge looms over the area emphasising the Tees Valley’s strong industrial past.

4.133 The Tees Valley Green Infrastructure Strategy (2008) states that historic features and their settings often provide opportunities to link into the wider green infrastructure network. Many historic features are important in providing informal recreation and enjoyment of open space.

4.134 Cultural heritage features in the Tees Valley include 55 :

• 1,360 Listed Buildings;

• 25 Grade I Listed Buildings;

55 Source: Heritage Counts (2007), referenced in the Sustainability Appraisal of the Tees Valley Joint Minerals and Waste

Development Plan Documents (August 2009)

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• 102 Scheduled Monuments;

• 5 Registered Parks and Gardens;

• 59 Conservation Areas; and

• 1 Protected Wreck site. Historic Environment 4.135 PPS 5 makes clear that the “historic environment” comprises all aspects of the environment resulting from an interaction between people and places, this therefore does not just limit cultural heritage to older features but any man made influence on the landscape.

Heritage Assets 4.136 Heritage Assets are those aspects of the historic environment which are of sufficient merit to justify consideration when planning decisions are being considered or appraisal of future projects being made. These are discussed further below.

Listed buildings 4.137 English Heritage 56 defines a listed building as a building (or structure) that has been designated as being of ‘special architectural or historic interest’.

4.138 The Tees Valley accommodates more than 1,360 Listed Buildings, which are recognised as being worthy for protection under the Planning (Listed Buildings and Conservation Areas) Act 1990. Of these, 25 are Grade I Listed (of ‘outstanding’ architectural or historic interest) 57 .

Scheduled monuments 4.139 Scheduled monuments include archaeological sites and landscapes of national importance. They cover human activity from the prehistoric era, such as burial mounds, to 20th century military and industrial remains (English Heritage, 2010).

4.140 Scheduled Monuments are afforded protection under the Ancient Monuments and Archaeological Areas Act 1979, which makes it an offence to disturb such sites without the consent of the Secretary of State for Culture, Media and Sport. There are over 100 Scheduled Monuments in the Tees Valley 58 . The following diagram shows the locations of buildings and scheduled monuments in the Tees Valley that are at risk.

56 English Heritage; Heritage at Risk Register 2010, North East 57 Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009) 58 Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009)

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Figure 4.9 Heritage at Risk

Source: English Heritage (2010) Conversation areas 4.141 Conservation areas are designated by local authorities and are areas of special architectural or historic interest the character or appearance of which it is desirable to preserve or enhance (English Heritage, 2010). These designations are recognised by the Government as being worthy of protection under the Planning (Listed Buildings and Conservation Areas) Act 1990. There are 59 Conservation Areas in the Tees Valley area. These are mainly in the older villages and small town centres, although there are also a number within the main built up areas 59 . There are seven conversation areas included on English Heritage’s Risk Register 2010, five of which are in Redcar and Cleveland and two in Darlington.

Local historic designations 4.142 There are a number of local historic designations in the Tees Valley, covering features, buildings and landscapes of cultural heritage importance. Such areas are not afforded statutory protection but are recognised for comprising a historic environment setting and strong character and community identity. Therefore any change or development should maintain this local character in the widest sense. English Heritage is developing non-statutory best practice guidance for local authorities, community representatives and other interested stakeholders for the identification and management of significant local heritage assets using a local list.

Parks and gardens 4.143 There are five Registered Historic Parks and Gardens in the Tees Valley, namely Albert Park in Middlesbrough, Ropner Park and Wynyard Park in Stockton-on-Tees and South Park and Western Cemetery in Darlington. In addition to these, there are other important parks, historic estates and parkland landscapes that contribute towards the character and cultural heritage of the area 60 .

59 Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009) 60 Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009)

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Landscape 4.144 The Tees Valley sub-region contains several distinctive landscapes, as shown in the following diagram.

Figure 4.10 National Character Areas and Natural Areas

Source: Tees Valley Unlimited (2006)

4.145 The North York Moors National Park is an upland plateau landscape dominated by heather moorland, with a series of dales and steep sided river valleys, and a dramatic landscape of high cliffs and small bays. The area also includes a Heritage Coast (North Yorkshire and Cleveland). However, most of the Tees Valley is within the 'Tees Lowlands' National Character area, as defined by the Countryside Agency (now part of Natural England) 61 .

4.146 According to Natural England, the key characteristics of the Tees Lowlands are:

• A broad low lying plain of gently undulating, predominantly arable farmland, with some pasture, and wide views to distant hills;

• Meandering, slow moving River Tees flows through the heart of the area, dividing the lowlands to north and south;

• Contrast of quiet rural areas with extensive urban and industrial development, concentrated along the lower reaches of the River Tees, the estuary and coast;

• Large scale chemical and oil refining works, dock facilities and other heavy plants along the Tees estuary form a distinctive skyline both day and night;

61 Tees Valley Green Infrastructure Strategy 2008

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• Overhead transmission lines and pylons, major road corridors, railway lines and other infrastructure elements are widespread features;

• Woodland cover is generally sparse, but with local variations such as the steep banks of the middle reaches of the River Tees, and parkland and managed estates;

• Distinctive areas of peaty fenland flatts and carrs within the River Skerne lowlands, and extensive areas of mud flats, saltmarsh, wetlands and dunes at the mouth of the River Tees, which support valuable wildlife habitats, and

• Minor valleys and linear strips of open land extend as 'green wedges' from rural farmland into the heart of the Teesside conurbation. 4.147 The Durham Heritage Coast adjoins Hartlepool and extends north towards and Sunderland, and may be extended south into Hartlepool in the longer term. The upper part of the Tees catchment is almost entirely within the North Area of Natural Beauty (AONB). To the north of the Tees Lowlands is the Durham Magnesian Limestone Plateau, which extends into the Tees Valley sub-region in the northern parts of Darlington and Hartlepool districts. This is a gently undulating low upland plateau of open, mostly arable, farmland dipping south and east, with incised denes cut into the coastal edges. Finally a small part of the National Character Area 16, Durham Coalfield Pennine Fringe extends into the Tees Valley area, this is an area characterised by broad open ridges and valleys and while mainly rural in character has been influenced by intrusive open cast mine workings.

Noise The impact of noise pollution 4.148 Traffic noise from roads, airports and railways is the most widespread source and increasingly recognised as a key environmental cause of physical and mental health impacts. The World Health Organisation recognises community noise, including traffic noise, as a serious public health problem. 62 Recent studies have attributed fatality figures to traffic noise. Studies as part of the Danish Road Noise Strategy estimated that 800-2,200 hospitalisations due to cardiovascular disease and between 200-500 premature deaths in Denmark each year are attributable to traffic noise. As well as physical health problems including hearing loss, raised blood pressure and heart disease, the psychological effects of annoyance and sleep deprivation also have extremely serious consequences. Evidence shows that traffic noise also hinders communication and learning processes, especially in children. 63

4.149 Furthermore, the most vulnerable members of society are often the most adversely affected; the young, the elderly and those who already suffer physical or mental health problems. Social inequalities may also be exacerbated, as the most deprived areas are often located in close proximity to major transport axes, such as railway stations or depots, main roads, busy junctions, airports and flight paths. These areas are often at the highest risk from noise exposure as well as from air pollution.

Local tranquillity 4.150 The Campaign to Protect Rural England has determined average ‘tranquillity scores’ for county councils, unitary authorities and largest conurbations of England, in rank order. The scores range from positive numbers (where factors which make countryside visitors feel tranquil predominate) to

62 World Health Organisation - http://www.euro.who.int/en/what-we-do/health-topics/environmental-health/noise 63 Transport & Environment website - http://www.transportenvironment.org/htmlpages/display/pid:17

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negative (where factors which detract from feelings of tranquillity predominate). Please note, that whilst noise is a significant factor in determining tranquillity, the scores are based on a number of factors including how near an area is to water and whether it offers views of open countryside. Out of the nine English regions, the North East is the most tranquil, with a mean score of 15.3. Northumberland has the highest tranquillity score and rank, with a mean score of 28.6.

4.151 Despite the Tees Valley’s proximity to a number of large areas of tranquillity (for example, the North York Moors, and rural County Durham), the following table (which shows the rank 64 and the mean tranquillity scores for the five Tees Valley authority areas 65 ), demonstrates that the Tees Valley itself has very low levels of tranquillity, with all five authority areas receiving a negative score. This reflects the sub-region’s dominance of heavy industry and urban form.

Table 4.23 Local tranquillity scores for Tees Valley authorities Rank Local authority area Mean tranquillity score 39 Darlington -13.1 40 Redcar and Cleveland -13.3 52 Hartlepool -21.2 55 Stockton-on-Tees -24.6 76 Middlesbrough -55.9 Source: Campaign to Protect Rural England

4.152 The level of tranquillity across the Tees Valley is also depicted by the following diagram (where green is the most tranquil and red is the least tranquil).

Figure 4.11 Tranquillity map, Tees Valley

Source: Campaign to Protect Rural England

Teesside Noise Action Plan 4.153 The Secretary of State for Environment, Food and Rural Affairs formally adopted Noise Action Plans for 23 agglomerations (large urban areas), major roads, and major railways in England in

64 From 1 to 87 (with 1 being the most tranquil and 87 being the least tranquil) 65 Campaign to Protect Rural England – http://www.cpre.org.uk/campaigns/landscape/tranquillity/local-tranquillity-scores

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March 2010. The purpose of Noise Action Plans is to assist in the management of environmental noise and its effects, including noise reduction if necessary, in the context of government policy on sustainable development. Noise Action Plans are based on the results of the strategic noise maps published in 2008.

4.154 A Noise Action Plan has been adopted for the Teesside Agglomeration. This Noise Action Plan is designed to address the management of noise issues and effects in the Teesside agglomeration. In particular, the Action Plan covers the noise issues arising from road, railway, aviation and industrial sources.

Safety 4.155 Road traffic accidents have a range of impacts on people and organisations including:

• Pain, grief and suffering;

• Loss of economic output;

• Medical and healthcare costs;

• Material damage;

• Police and fire service costs;

• Insurance administration;

• Legal and court costs. 4.156 The following tables show the change in the number of Killed and Seriously Injured (KSI) casualties, and child KSI casualties for each local authority in the Tees Valley, and for England. At the national level, significant progress has been made in reducing road casualties over the last decade; Table 4.24 suggests that the national target to reduce KSI by 40% (relative to the 1994-98 baseline) by 2010 will be achieved. This trend is also true for many of the Tees Valley authorities, particularly Darlington, where the reduction in KSI casualties has been in line with the national figure. All other Tees Valley authorities have seen a decline in both KSI casualties and child KSI casualties, with the exception of Redcar & Cleveland where the former has increased slightly. The decline in KSI casualties in Middlesbrough and Stockton however, have not been in line with that nationally. The number of child KSI casualties has been particularly good in Darlington, Hartlepool and Redcar and Cleveland, where the reduction has been greater than the national average.

Table 4.24 Reported Killed and Seriously Injured (KSI) casualties Number of casualties 1994-1998 2007 2008 2008 % change Average on baseline Darlington 57 31 34 -40 Hartlepool 46 43 29 -38 Middlesbrough 65 41 47 -28 Redcar & 57 44 58 1 Cleveland Stockton on 88 71 69 -22 Tees England 40,815 26,720 24,369 -40 Source: Department for Transport (2009)

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Table 4.25 Reported child KSI casualties Number of casualties 1994-1998 2007 2008 2008 % change Average on baseline Darlington 10 6 1 -90 Hartlepool 12 13 3 -74 Middlesbrough 22 3 13 -40 Redcar & 12 4 4 -67 Cleveland Stockton on 21 8 10 -53 Tees England 5,729 2,671 2,402 -58 Source: Department for Transport (2009)

Table 4.26 Number of reported casualties by road user type: 2008 Number of casualties Pedestrian Cyclist M’cyc Car Bu LG HG Oth All Chi All Chi All le s V V er ld ld Darlington 13 41 8 41 27 233 26 8 2 2 380 Hartlepool 12 26 6 16 10 155 27 3 1 0 238 Middlesbrough 36 76 10 39 31 292 15 7 1 4 465 Redcar & 14 47 9 27 33 240 10 8 0 1 366 Cleveland Stockton 26 58 13 38 33 352 12 14 4 2 513 7,3 24,6 3,0 15,1 19,78 131,2 6,0 4,3 1,6 1,3 204,1 England 90 04 42 44 8 16 85 36 48 36 57 Source: Department for Transport (2009)

Table 4.27 Proportion of total reported casualties by road user type: 2008 Proportion of casualties % Pedestrian Cyclist M’cy Car Bus LGV HGV Other All Child All Child All cle Darlington 3 11 2 11 7 61 7 2 1 1 100 Hartlepool 5 11 3 7 4 65 11 1 0 0 100 Middlesbrough 8 16 2 8 7 63 3 2 0 1 100 Redcar & 4 13 2 7 9 66 3 2 0 0 100 Cleveland Stockton 5 11 3 7 6 69 2 3 1 0 100 England 4 12 1 7 10 64 3 2 1 1 100 Source: Department for Transport (2009)

4.157 The number and proportion of pedestrian casualties (in both children and all ages) is particularly high in Middlesbrough. Cycle casualties are also relatively high in Darlington (for all ages), whilst bus casualties are particularly high in Hartlepool and Darlington. The proportion of motorcycle casualties is lower than the national average in all Tees Valley authorities, predominantly in Hartlepool.

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4.158 The main findings from the Clarke et al (2009) 66 study were that driving at excessive speed, driver intoxication, driver/passenger failure to wear seat-belts, and unlicensed/uninsured driving were most prevalent in fatal collisions in the most deprived IMD quintiles. Young drivers (under 24 years) form high proportions of fatal casualties across all IMD quintiles. Older drivers and passenger fatalities are more concentrated in the least deprived IMD quintiles. As previously mentioned, all five of the Tees Valley local authorities are within the 30% most deprived of the 354 local authorities nationally 67 . Middlesbrough is the 9th most deprived local authority nationally; nearly half of its local neighbourhoods (Super Output Areas) are within the 10% most deprived nationally, as are over a third of SOAs within Hartlepool.

4.159 The Department for Transport proposes the following future targets in its consultation document, ‘A Safer Way: Consultation on Making Britain’s Roads the Safest in the World’ (April, 2009):

• To reduce road deaths by at least 33% by 2020 compared to the baseline of the 2004-08 average number of road deaths;

• To reduce the annual total of serious injuries on our roads by 2020 by at least 33% compared to the baseline.

• To reduce the annual total of road deaths and serious injuries to children and young people (aged 0-17) by at least 50% against a baseline of the 2004-08 average by 2020

• To reduce by at least 50% by 2020 the rate of KSI per km travelled by pedestrians and cyclists, compared with the 2004-08 average.

Accessibility 4.160 Accessibility refers to the ease of reaching destinations, services and facilities; clearly, transport has a key role in connecting people and places. Poor transport provision and accessibility to employment and essential services can lead to poor economic performance and social exclusion.

4.161 Poor accessibility is often more pronounced in rural areas, due to a greater difficulty of providing supporting transport systems. The State of the Countryside Report (Commission for Rural Communities, 2010) outlines six rural and urban classifications, for which quantitative information on social, economic and environmental issues in rural areas is provided, including access to services. The classifications are defined as follows:

• Rural 80: districts or unitaries with at least 80% of their population in rural settlements and larger market towns.

• Rural 50: districts or unitaries with at least 50% but less than 80% of their population in rural settlements and larger market towns.

• Significant rural: districts or unitaries with more than 37,000 people or more than 26% of their population in rural settlements and larger market towns.

• Other urban: districts or unitaries with fewer than 37,000 people or less than 26% of their population in rural settlements and larger market towns.

• Large urban: districts or unitaries with either 50,000 people or 50% of their population in one of 17 urban areas with a population between 250,000 and 750,000.

66 A poor way to die: social deprivation and road traffic fatalities (study commissioned by the DfT) 67 Based upon the rank of average score

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• Major urban: districts or unitaries with either 100,000 people or 50% of their population in urban areas with a population of more than 750,000. 4.162 The following table shows the rural and urban classification for each local authority area in the Tees Valley.

Table 4.28 Defra rural and urban classification of local authority areas Authority area Classification Darlington Other urban Hartlepool Other urban Middlesbrough Large urban Redcar & Cleveland Significant rural Stockton-on-Tees Large urban Source: State of the Countryside, 2010

4.163 This shows that the Tees Valley is predominately urban, therefore rural accessibility is not a key issue; however, the issue of rural access is more dominant in Redcar and Cleveland. This is confirmed by the following table, which shows the estimated population (total and population working age) within 30 minutes and 1 hour drive time of the key centres in the Tees Valley. Figures for Redcar are considerably lower than those for the other key centres in the sub-region, confirming Defra’s classification of Redcar & Cleveland as being ‘significantly rural’. Having said that, Middlesbrough is defined as ‘large urban’ by Defra, but relative to ‘the large urban’ centres of Hartlepool and Darlington, is less accessible within 30 minutes drive time.

Table 4.29 Estimated populated within 30 minutes and 1 hour drive time of key centres Travel time (drive) Travel time (drive)

Within 30 minutes Within 60 minutes Population of Population of Key centre Total Population Total Population Working Age Working Age Darlington 854,000 524,100 2,745,000 1,700,200 Hartlepool 1,076,200 668,300 2,619,700 1,625,000 Middlesbrough 906,300 553,500 2,776,100 1,718,600 Redcar 588,200 361,700 1,633,100 1,007,000 Stockton 1,009,400 615,700 2,776,100 1,718,600 Source: ‘People data’, Tees Valley Unlimited (2007)

Public transport accessibility 4.164 However, in terms of providing equal opportunities, promoting economic performance and reducing social exclusion, access by public transport is a more appropriate measure of accessibility. The recent Tees Valley Connectivity and Accessibility Study (2010) used public transport accessibility maps (created by Accession) to provide an effective graphical representation of the present accessibility and connectivity provided by rail and bus services to the key labour markets in the Tees Valley.

4.165 This found that Darlington and Hartlepool in particular have relatively poor public transport connectivity to other labour markets within the Tees Valley. Due to its central location and direct rail links, Middlesbrough town centre and surrounding urban area is accessible to most key centres in the city-region. Accessibility is also good from Stockton. However, public transport accessibility

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to major employment growth areas (such as Wilton, Seal Sands and Teesport) is currently very poor.

4.166 The table below provides a comparison of rail and car journey times between key destinations in the Tees Valley. It is clear that car travel is the more attractive option in terms of journey time, being significantly faster than rail within the city region. Given the predicted increase in car ownership in the Tees Valley this advantage of car journey times could generate increased trips on the road network. Rail and public transport needs to be a competitive alternative to car travel as car use grows in the city region.

Table 4.30 Journey time comparison 68 Origin Destination Rail travel time (minutes) Car travel time (minutes) Stockton-on-Tees Darlington 40-60 13 Stockton-on-Tees Hartlepool 20-40 12 Stockton-on-Tees Middlesbrough 40-60 6 Middlesbrough Darlington 40-60 17 Middlesbrough Redcar 20-40 8 Source: Tees Valley Connectivity and Accessibility Study, 2010

Cycling and Walking Accessibility 4.167 Cycling and walking are more appropriate to shorter journeys and provide a sustainable alternative to the car, while also promoting a healthier lifestyle. There use is determined by the presence of safe and appropriate networks that provide direct links, recognising aspects such as pedestrian desire lines. In terms of walking in particular, good links to the strategic public transport network can help promote longer journeys using a combination of sustainable modes.

4.168 In terms of accessibility within the Tees valley area it is more appropriate to examine accessibility by cycling as this can be used for longer journeys than walking. The table below presents the locations accessible by cycling within 40 minutes of a number of settlements, obtained from the 2010 Tees Valley Connectivity and Accessibility Study.

Table 4.31 Locations accessible within 40 Minutes Cycling Time Location Settlements within 40 Minutes Cycle Time Darlington Darlington Eston Eston, Middlesbrough, Digital City, Redcar, Wilton Hartlepool Hartlepool, Seal Sands Middlesbrough Middlesbrough, Digital City, Stockton, Eston, Wilton, Seal Sands Redcar Redcar, Saltburn, East Cleveland, Eston, Wilton Seal Sands Hartlepool, East Stockton, Digital City, Middlesbrough, Eston Stockton Middlesbrough, Eston, Digital City Wilton Eston, Middlesbrough, Redcar Wynyard Stockton, Hartlepool, North Middlesbrough, Digital City Source: Tees Valley Connectivity and Accessibility Study, 2010

4.169 The table above shows that a significant part of the Tees Valley area can be accessed in a reasonable time by cycling. The two exceptions are Darlington and Hartlepool whose relative

68 Calculations were carried out using the ITN MasterMap Road Network with maximum road speed presumed (does not take into account any delays or congestion that may be present on a road link).

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isolation from the core conurbation around Middlesbrough and Stockton makes them less accessible by bike.

Commuting 4.170 The Tees Valley Connectivity and Accessibility Study (2010) also reported that the use of car for commuting is higher than the national average (and car ownership is growing from a below average base), whilst public transport use is below average. Car use for commuting is highest in Stockton (72%) and lowest in Darlington and Middlesbrough (both approximately 65%). The level of cycling in the Tees Valley is above the average for the North East but slightly below the national average. In terms of walking the level is almost equal to the national average. The mode of travel to work in the Tees Valley is illustrated in the figure below.

Figure 4.12 Journey to work, mode of travel in the Tees Valley, 2001

Source: Census 2001 quoted in Transport Monitoring Report 2009, Tees Valley Unlimited

4.171 The Tees Valley Connectivity and Accessibility Study (2010) showed that commuting trips are largely self contained within Tees Valley (and specifically a strong degree of self-containment within the individual authority areas themselves) but links from elsewhere in the North East and from Yorkshire account for around 11% of the Tees Valley workforce. This demonstrates the economic linkages between the Tees Valley authorities and the wider city region.

Economy 4.172 The Tees Valley is a distinctive and economically diverse sub-region, with relative affluence in areas to the west and bordering North Yorkshire, combined with areas of high deprivation located in the riverside areas and the industrial heartland. It is faced with a range of equity and competitiveness related challenges which it must seek to overcome both to help improve the city region’s economic performance and to address wider quality of life issues.

4.173 The Tees Valley was historically, over the last 50 years, one of the main contributors to the economic performance of the UK in terms of manufacturing output. However, this decline in heavy manufacturing industries has seen the Tees Valley’s Gross Value Added (GVA) reduce from the position where it was above the national average and the third highest in the country after London and Aberdeen, to the most recent figures that show the Tees Valley’s GVA per head to be only 75% of the national average (or 84% if London is excluded from the figures) 69 . This reflects the traditional economic base and the impact of socio-economic transformation that the city region has undergone in recent years. It now has an economic landscape that has changed significantly as a

69 Tees Valley Unlimited Economic and Regeneration Statement of Ambition, Draft 1, March 2010

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result of declining traditional industries, which creates a range of socio -economic and mov ement / accessibility issues. Today, the Tees Valley is characterised by the following:

• All five of the Tees Valley local authorities are within the 30% most deprived of the 354 local authorities nationally 70 with Middlesbrough the 9th most deprived local authority nationally. In Middlesbrough, nearly half of its local neighbourhoods (Super Output Areas) are within the 10% most deprived nationally, as are over a third of SOAs within Hartlepool.

• Higher than average unemployment – the city region is 6.5%, compared with 5.4% regionally and 4.1% nationally 71 . This, together with recent trends in unemployment, is illustrated in the Figures X and X below;

• An identified skills deficiency across the city region, with 15.3% of the working age population having no formal qualifications, compared with 13.4% regionally and 12.4% nationally. Furthermore, only 22.7% of the working age population are educated to NVQ4+ (degree or equivalent), compared with 23.9% regionally and 28.6% nationally. The average reduces to 20 .0% if Darlington is excluded 72 ; and

• Four of the local authorities within the city region are within the 30% least competitive of authorities nationally, with both Redcar & Cleveland and Hartlepool being within the 5% least competitive nationally. Figure 4.13 Unemployment Rate – March 2010

70 Based upon the rank of average score 71 Based upon Claimant Count data as a proportion of the resident working age population as at December 2009 (ONS via NOMIS). 72 Annual Population Survey (2008) via NOMIS

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Figure 4.14 Tees Valley unemployment trends 2001 -2010

Source: Unemployment, Worklessness and Vacancies in the Tees Valley – April 2010, Issue 04/10

Employment 4.174 Thes e ongoing economic challenges in the city region are compounded through the continuing decline of the petrochemical sector focused around the River Tees, with companies such as Sabic, Croda, Invista and Dow Chemicals all announcing either plant closures or significant reductions in operations during 2009. This is a result of changing global practices, falling demand levels and worsening economic conditions, together with an increasingly uncompetitive base raw material position (North Sea oil is now relativ ely expensive in relation to supply available elsewhere in the world). It is estimated that between December 2008 and May 2009, there were around 1,000 jobs lost in the engineering and chemicals sectors in the Tees Valley 73 . The current challenges faced by Corus and the expectation of significant direct and indirect employment loss from that site compounds the problems.

4.175 Given this context of declining traditional industries, maintaining a ‘competitive’ position is critical to the Tees Valley if it is to have a sustainable economic future and address the necessary re - structuring issues effectively. Whilst in recent years there have been some positive developments and achievements in terms of the Tees Valley economy, particularly in increasing the number of new companies, improving qualification levels and higher earnings, the city region is still underperforming compared t o the national average in terms of economic growth, employment, enterprise, earnings and skills. The sub -region faces further challenges in relation to expected changes in carbon emission taxation policy and also the reductions expected in public sector expenditure. The diagram below sets out the relative position of the Tees Valley in relation to national indicators 74 .

73 http://www.nebusiness.co.uk/business -news/latest-business-news/2009/05/20/engineering -and-chemicals-job-losses-on- the-rise-51140-23670658/ - NE Business Journal. Source: www.teesvalleyunlimited.gov.uk 74 Tees Valley Unlimited Economic and Regeneration Statement of Ambition, Draft 1, March 2010

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Figure 4.15 Economic Indicators in the Tees Valley

Source: Tees Valley Unlimited Economic and Regeneration Statement of Ambition, Draft 1, March 2010

Skills and qualifications 4.176 Tees Valley Statistics (2010, published by Tees Valley Unlimited) provides information qualification attainment of the working age population in the Tees Valley (men 16-64, women 16-59 - year ending December 2008).

4.177 This shows that the Tees Valley sub-region has a higher proportion of people in the working age population with no qualifications, than in the North East and Great Britain. Qualification attainment is particularly poor in Hartlepool, Middlesbrough and Redcar & Cleveland; however, Darlington has a lower proportion of people in the working age population with no qualifications than the national average.

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Figure 4.16 Percentage of the working age population with no qualification

20 18 16 14 12 10 8 6 4

% with% no qualifications 2 0

Source: Tees Valley Unlimited (2010)

Material Assets Minerals 4.178 National guidance places a strong emphasis on a hierarchical approach to the extraction and use of minerals. The hierarchy aims firstly for less minerals being used, then to use as much recycled and secondary material as possible, and finally to supply minerals from primary extraction. The effective use of the hierarchy will contribute to making better use of finite resources.

4.179 The North East of England Regional Plan – the RSS to 2021 (Government Office for the North East (GONE), July 2008) sets a framework for reducing the need for primary aggregates and sets out that the Tees Valley has a provision to supply 0.21 million tonnes of sand and gravel and 2.9 million tonnes of crushed rock over the period 2001 to 2021. The North East Regional Aggregates Working Party (NERAWP) Annual Aggregates Monitoring Report 2006 (July 2008) uses information published by the DCLG on secondary aggregates. This information groups the Tees Valley together with County Durham and shows that in 2006, a total of around 2.4 million tonnes of construction, demolition and excavation waste was managed in the two sub-regions, and that around 9 million tonnes of this was recycled by crushers / screens. The report also shows that in 2006 the two sub-regions produced 1.3 million tonnes of alternative materials which had the potential to be used as secondary aggregate, but that only 0.4 million tonnes of this actually was used for this purpose 75 .

Waste 4.180 The Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (2009) states that there is a need to move towards sustainable waste management and achieve as much value from resources as possible. This is driven by factors such as increasing volumes of waste, a decreasing landfill capacity, and higher targets for reuse and recycling of waste. The preferred order for dealing with waste is through: reduction; re-use; recycling and composting; energy recovery; and finally, the option of last resort, disposal. All waste has the potential to adversely affect the environment by contaminating the air, soil or water. Though there

75 Sustainability Appraisal of the Tees Valley Joint Minerals and Waste Development Plan Documents (August 2009)

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are uncertainties about the type and magnitude of health effects which derive from waste dispersal in the environment, some adverse impacts are probable. Pressing for waste minimisation presents substantial practical and political challenges; but these challenges need to be tackled for the sake of longer term environmental and social benefits.

4.181 Therefore, a key issue facing the Tees Valley is the growing amount of waste produced and how to manage it now and in the future. Major volumes of waste, unless adequately managed and treated, can have the potential to cause significant environmental and health problems. However, it also has potential value as a resource if it can be re-used or recycled. Long term provision needs to be made to manage waste in an efficient and environmentally sound manner. The sub-region benefits from having an established network of treatment and transfer facilities and is recognised as an area that can generate value and handle a variety of specialised and general waste. Most notably the Energy from Waste Plant on Teesside processes the majority of municipal waste from Stockton, Redcar and Cleveland, Middlesbrough and Hartlepool. In 2005-2006, there was a total of 320,000 tonnes of municipal waste collected (including recycled and composted) by the Tees Valley authorities; 188,000 tonnes of the municipal waste collected was incinerated to generate electricity and materials for recycling at SITA’s Energy from Waste Plant on Teesside.

4.182 Further details regarding waste management in the Tees Valley, by local authority area is shown in the following tables. The State of the Environment Report for the North East of England states that across the North East, all sub-regions show a continued dependence on landfill, except Tees Valley, which incinerates just over half of its waste at the Stockton-on-Tees energy to waste incineration facility 76 . This is evident from the following table, which shows that all Tees Valley authorities (with the exception of Darlington) use incineration with Energy from Waste (EfW) to manage a significant proportion of its municipal waste; consequently, the proportion of waste going to landfill in the Tees Valley is considerably lower than that regionally and nationally.

Table 4.32 Management of municipal waste, 2005/6 (tonnes) Incineration Incineration Recycled/ Landfill Other Total with EfW without EfW composted Darlington 48,427 8 15,371 63,806 (Percentage) 76% 0% 24% 100% Hartlepool 9,118 32,748 11,026 6 52,899 (Percentage) 17% 62% 21% 0% 100% Middlesbrough 20,097 46,402 10,101 76,599 (Percentage) 26% 61% 13% 100% Redcar & 9,440 37,695 28,512 75,647 Cleveland (Percentage) 12% 50% 38% 100% Stockton 9,432 67,096 19,193 95,721 (Percentage) 10% 70% 20% 100% North East (thousand 932 204 342 58 1,536 tonnes) (Percentage) 61% 13% 22% 4% 100%

76 State of the Environment Report for the North East of England: Final Report

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England (thousand 17,873 2,853 6 7,799 166 28,726 tonnes) (Percentage) 62% 10% 0% 27% 1% 100% Source: Defra, 2006

4.183 The following shows local authority recycling rates for the five Tees Valley authorities. For comparison, household recycling rates for England and the North East in 2005/6 were 21.2% and 26.7% respectively. The national municipal recycling rate in 2005/06 was 27.1% 77 .

Table 4.33 Local Authority recycling rates 2005/6 Total Household Total Total household recycling & Total municipal Municipal household waste composting municipal waste recycling recycling collected rate recycling collected rate Darlington 9,170 48,389 19.0% 15,371 63,791 24.1% Hartlepool 7,815 38,912 20.1% 11,026 52,896 20.8% Middlesbrou 6,748 57,924 11.7% 10,101 76,599 13.2% gh Redcar & 25,080 64,259 39.0% 28,512 75,629 37.7% Cleveland Stockton 13,319 87,684 15.2% 19,193 95,721 20.1% Source: Defra, 2006

4.184 Middlesbrough has the lowest recycling rates for both household and municipal waste, whereas Redcar and Cleveland has the highest recycling rates for both household and municipal waste in the Tees Valley; these are considerably higher than the national and regional recycling rates.

Potential Environmental Problems 4.185 The identification of environmental problems and opportunities helps define key problems for the Statement of Transport Ambition and helps allow the plan to avoid or solve these problems. It is also an opportunity to define key issues and improve the SEA Objectives.

4.186 Evidence based expert judgement was the mechanism for identifying current and foreseeable future problems and opportunities. The basis of identifying potential problems has been;

• Evidence from transport and environmental Council Officers

• Evidence from environmental bodies;

• Conflicts and opportunities identified by the review of plans, programmes and environmental objectives;

• Conflicts between the current and future baseline conditions; and

• DfT’s two key overarching priorities and Tees Valley Unlimited’s priority challenges. 4.187 Table 4.34 defines the environmental problems as identified in the scoping report.

77 Defra (2006) Municipal Waste Statistics

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Table 4.34 Environmental Problems Potential future Existing problems and SEA Topic problems and Opportunities issues issues Biodiversity Eutrophication Natural processes Effective mitigation for (Teesmouth and Cleveland modified by human any new transport Coast SPA). activity; infrastructure associated development of Seal with the development of Sands. Seal Sands. Moreover, Issues may arise the Environment through land take Agency’s acceptance of relating to habitat Seal Sands as a loss or Sensitive Area to fragmentation and eutrophication will help to disturbance through manage the impact of light, air, noise and eutrophication. water pollution. Water quality (Teesmouth Future development Effective mitigation for and Cleveland Coast SPA). of port facilities, any new transport deep water infrastructure associated frontages and with the development or capital dredging. port facilities. Adverse impacts will be managed through the planning system / Habitat Regulations and coastal defence systems. Population Low car ownership, limiting Increase in Transport Strategy to access to employment and population, housing improve accessibility and services (particularly in rural and car ownership connectivity by public areas). will increase the transport and number of journeys walking/cycling. Land made, especially by use planning should private car, will put provide for high housing pressure on density to provide critical transport systems, mass for sustainable land and services transport systems. and increase emissions and noise pollution. Health Poor health and low life Poor diet, sedentary Transport Strategy can expectancy; poor perception lifestyles and play a role in improving of current health; health increasing use and health and reducing inequalities within the Tees dependence on car health inequalities Valley. travel will through improving exacerbate the accessibility by active health problem. modes of transport (walking and cycling). Soil Contamination and poor soil Increasing signs of Remediation of sites management. damage, through development compaction, opportunities. degradation and erosion. Land quality The decline in Large amount of Transport schemes and manufacturing has previously supporting

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Contaminatio generated over 1,000 developed land redevelopment provide n hectares of derelict land, available for an opportunity to mitigate much of which will only be redevelopment. The runoff including developed in the long term. requirements of contaminants from the PPS9 in relation to derelict land is minimised. biodiversity need to be considered if developing this land Water Pollution of surface fresh Runoff and drainage Sustainable and water in some rivers; two from urban areas integrated drainage groundwater bodies in the and transport systems provide an Tees Valley have ‘poor’ infrastructure can opportunity to reduce the status for water quality. contain impact of runoff. contaminants; extreme runoff events will become more frequent with climate change. Flooding Property, transport and Flooding will Tees Catchment Flood critical infrastructure at risk increase in intensity Management Plan with of flooding. and frequency with flood risk management climate change. policies for sub-areas. Implications arising Ensure resilience is from the shoreline considered in relation to management plan. transport connections. Air quality Road transport is a major Air quality affected Transport Strategy will source of pollution at by road transport aim to achieve a shift to ground level. Nitrogen could deteriorate more sustainable modes, dioxide emissions show no further with the thus reducing traffic, sign of reducing. expected increase in congestion and the number of emissions. journeys made, especially by private car. Climate The use of private vehicles Car ownership is The increased provision accounts for 65% of total forecast to rapidly of sustainable transport road transport emissions increase; therefore systems and behaviour (despite car ownership in further growth in change initiatives through the Tees Valley being greenhouse gas considerably lower than the emissions can be the Transport Strategy national average). expected. Although should reduce emissions technological from transport and make advances are best use of existing expected to achieve transport infrastructure. a reduction in emissions from Sound design principles transport. and innovative Potential impact of management could climate change on achieve multiple benefits transport for the natural infrastructure and environment and network property include resilience. flooding, damage, subsidence. Cultural There are a number of Exacerbation of Transport Strategy should heritage scheduled monuments, existing problem, help to reduce traffic and listed buildings and particularly in urban therefore improve setting

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conversation areas at risk in areas as demand for of listed buildings and the Tees Valley. car use increases. scheduled ancient monuments in the vicinity of the highway. The implementation of measures and projects in the strategy could contribute to simplifying signage and clutter in the built environment. Landscape Character areas at risk of New transport Opportunities exist to development and infrastructure may enhance the landscape introduction of detractors. change existing character through landscapes. sensitive high quality design. In addition the enhancement of green infrastructure and encouragement of active travel options could improve the landscape. Noise The Tees Valley has very Physical and Prioritise sustainable low levels of tranquillity. psychological health modes to minimise noise Middlesbrough is the 11th effects. Social from transport, and least tranquil out of 87 inequalities may be including mitigation authority areas in England. exacerbated, as the measures where most deprived areas necessary. are often located in close proximity to major transport axes, and therefore at a high risk from noise exposure. Safety KSI casualties have Road traffic Improvement to walking increased slightly in Redcar accidents are often and cycling environment & Cleveland (against the more prevalent in can improve travel national trend). The decline deprived IMD environment and safety in KSI casualities in quintiles. All five of for vulnerable users. Middlesbrough and the Tees Valley local Stockton have not been in authorities are within line with that nationally. The the 30% most number and proportion of deprived of the 354 pedestrian casualities (in local authorities both children and all ages) nationally. Therefore is particularly high in road traffic accidents Middlesbrough. may be less likely to reduce in line with national figures. Accessibility Rural accessibility issues in The lack of public The Transport Strategy Redcar & Cleveland. transport will play a key role in Darlington and Hartlepool accessibility to a) improving the connectivity have relatively poor public major employment and linkages between transport connectivity to areas could restrict labour markets and major other labour markets within economic employment growth the Tees Valley. Public opportunities and areas. The Strategy will transport accessibility to equality and to; b) aim to increase the major employment growth Darlington could attractiveness of public areas (such as Wilton, Seal restrict external transport and sustainable Sands and Teesport) is connections. modes for these trips,

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currently very poor. Car Given the predicted and manage the demand travel is currently a more increase in car for car travel on the attractive option than rail in ownership in the network. terms of journey time. The Tees Valley, the At a local level the use of car for commuting is advantage of car embedding of ROWIP higher than the national journey times could and green infrastructure average. generate increased priorities into the trips on the network. transport strategy could assist in improving local accessibility. Economy Deprivation, higher than Maintaining a The Transport Strategy average unemployment, competitive position will provide the good skills deficiency, poor is crucial to the Tees accessibility and competitiveness. Valley, if it is to have connectivity necessary for Significant employment loss a sustainable the economic and spatial in the engineering and economic future and strategy adopted through chemicals sector in recent address the the Statement of years. necessary re- Ambition, thus supporting structuring issues wider economic and effectively. social goals for the Tees Valley. An opportunity exists to achieve this while limiting the impact on the natural environment.

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5 SEA objectives

Development of the SEA Objectives 5.1 SEA objectives can often be derived from environmental objectives which are established in other policy, plans or programmes, or from a review of baseline information and environmental problems. As part of the SEA process a number of other relevant documents have been reviewed but the most relevant to the SEA objectives are:

• Tees Valley Authority Local Development Frameworks and Sustainability Appraisals

• Tees Valley City Region Transport Connectivity and Accessibility (DaSTS Study)

• North East Strategic Connections (DaSTS Study)

• North East Rural Connectivity (DaSTS Study)

• New Approach to Appraisal (NATA) (Department for Transport, 2004). Guidance from the Department for Transport advises that the SEA objectives should include relevant New Approach to Appraisal (NATA) objectives and sub-objectives.

• Environmental protection objectives from legislation e.g. the Birds Directive (79/409/EEC), Habitats Directive (92/43/EEC) and the Water Framework Directive (2000/60/EC). SEA Objectives 5.2 At least one objective has been developed for each SEA Directive topic to ensure that all necessary topics will be addressed though the SEA. The objectives were also derived using:

• The review of environmental plans, programmes and environmental protection objectives,

• The baseline data collation,

• The identification of environmental problems, and

• Consultation with Local Authority transport and environmental officers. 5.3 Table 5.1 outlines the SEA Objectives. Whilst the objectives have been grouped into the SEA Directive topics, there are significant inter-relationships and linkages between all of the objectives. For example, an objective relating to flood risk has been grouped with the water topic but has implications for climate change, human health, population and material assets. The grouping of the objectives should, therefore, be seen as a tool for assisting the development of the objectives, rather than a specific indication that an objective is only relevant to one particular SEA Directive topic.

Table 5.1 SEA objectives SEA topic Transport Strategy SEA Objectives Biodiversity To protect and enhance the biodiversity and geodiversity of the natural environment, together with protected habitats and species, including statutory and non-statutory designated sites Population To reduce social exclusion and promote equality of opportunity amongst social groups Health To improve the health and wellbeing of all by reducing health inequalities and promoting healthier lifestyles Soil To minimise the impact of the transport network on soil quality

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Water To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources To minimise transport infrastructure exposure to flood risk and make sure transport development does not increase flood risk Air quality To safeguard and where possible to improve local air quality Climate To minimise greenhouse gases emissions To minimise the vulnerability of the transport infrastructure to climate change including adaptation measures Cultural To protect and enhance the quality, local distinctiveness cultural, historic and heritage archaeological assets of the rural and urban environments and their settings Landscape To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value Noise To minimise noise pollution Safety To reduce the number of people killed and seriously injured in road collisions Accessibility To improve accessibility, sustainable and public transport links to key services, facilities and employment opportunities Economy To encourage strong, diverse and sustainable economic growth Material To maximise the efficient use of materials and minimise the production of waste Assets

Compatibility of Objectives 5.4 The Practical Guide recommends testing the internal compatibility of the SEA objectives to each other and the TAG 2.11 recommends also testing the objectives or goals of a transport strategy against the SEA objectives. This will help to identify both potential synergies and inconsistencies. The compatibility assessments will clarify these so subsequent decisions are well based and mitigation or alternatives can be considered.

5.5 Testing of the Strategy’s transport challenges against the SEA objectives will highlight any conflict between them and make sure that they are consistent as far as possible. Should any inconsistencies be found, recommendations will be made to ensure that the conflict is managed and minimised.

5.6 A matrix to compare the transport challenges and the SEA objectives can be seen in Table 5.2. A second compatibility matrix for SEA objectives has also been formulated and can be seen in Table 5.3. For both matrices, the assessment has been made using the following categories:

• Compatible – SEA objectives are compatible with one another so they have similar aims.

• Incompatible - SEA objectives are not compatible with one another so there are inconsistencies between their aims.

• Uncertain link / no effect

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Table 5.2 Compatibility Assessment Matrix for SEA Objectives and Challenges Improve the journey Deliver quantified Improve the experience of transport reductions in greenhouse Transport connectivity and users of urban, regional and gas emissions within Challenges / access to labour local networks, including at cities and regional SEA markets of key the interfaces with national networks, taking account Objectives business centres networks and international of cross network policy networks measures Biodiversity  Population    Health    Soil  Water quality  Flooding   Air quality    Greenhouse    gases Adaptation  Cultural  Heritage Landscape Noise    Safety   Accessibility    Economy    Material    Assets

•  Transport Strategy objectives support SEA objectives

•  Transport Strategy objectives may support SEA objectives

• Blank Transport Strategy objectives will have no effect on the SEA objectives

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Table 5.3 Compatibility Assessment Matrix for SEA Objectives Biodiversity Population Health  Soil  Water Quality   Flooding    Air quality   Greenhouse     gases Adaptation X Cultural    heritage Landscape        Noise   X    Safety  X    X X  Accessibility   X X   Economy    X X  X  X   Material         assets

Quality

Biodiversity Population Health Soil Water Flooding quality Air Greenhouses gases Adaptation Cultural heritage Landscape Noise Safety Accessibility Economy Material assets

•  Compatible objectives

• X Incompatible objectives

• Blank No links 5.7 It is clear that the majority of objectives are compatible or have no link. Table 5.4 details the incompatibilities identified from the matrix in Table 5.3, including the reason for conflict and recommendations to ensure that they are properly considered during the delivery of the Statement of Transport Ambition.

Table 5.4 Incompatibility of SEA objectives Objective Objective Potential Conflict Recommendation Adaptation Biodiversity In order to ensure that New infrastructure and transport systems are resilient improvements to existing to climate change, existing infrastructure should give transport infrastructure could consideration to effective be updated, which could mitigation to protect disturb habitats and reduce biodiversity. biodiversity.

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Health Safety Health and active travel Safety will be a key initiatives may increase the consideration in the design of number of people walking and walking and cycling cycling, who may be vulnerable infrastructure. Also promotion to accidents. of safety information and training for road users. Economy Air quality, Economic growth may lead to Promote sustainable economic climate and an increase in traffic growth, regeneration and growth by noise which may reduce air quality in supporting journeys to work by congested areas and increase sustainable modes to decouple green house gas emissions. the link between economic growth and increased traffic. The focus of economic restructuring and growth will be in key employment growth areas; the Strategy will focus on delivering sustainable transport initiatives in these areas. Accessibility Climate and Improved accessibility may Accessibility will focus on air quality result in an increase in the sustainable modes such as number of journeys being public transport, demand made, resulting in an increase responsive transport, walking in greenhouse gas emissions and cycling. Accessibility will and reduction in air quality. also examine service provision, not just connectivity. Safety Climate and Measures to improve safety Considered as part of scheme air quality may result in reduced vehicle design. Road safety initiatives speeds (increased breaking will focus on promotion of and accelerating) which may sustainable modes to reduce increase carbon emissions and the level of overall traffic on the reduce air quality. network. Noise Air quality Schemes to reduce noise from Considered as part of scheme transport generally require a design. Promotion of reduction of vehicle speeds, consistent speeds which can which can have an adverse be beneficial to air quality and effect on air quality. noise emissions. Economy Cultural Economic growth may result in Sensitive design and appraisal heritage the requirement for new of schemes to minimise the infrastructure within areas of impact. interest to cultural heritage. Safety Cultural Safety schemes may require Safety schemes in areas of heritage additional signage and /or importance to cultural heritage alternative surfacing materials. will minimise street clutter and be designed sensitively to take account of their surroundings. Safety Landscape Safety schemes may require Safety schemes in areas of additional signage and /or importance to landscape will alternative surfacing materials. minimise street clutter and be designed sensitively to take account of their surroundings.

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6 Assessment 6.1 It is an established practice to propose alternative ways of fulfilling the objectives of any plan or programme. Identifying and evaluating appropriate strategic Alternatives and Options is a fundamental part of SEA development. TAG Unit 2.11advises, “The final iteration should be at the level of the deliverable plan strategies and specific measures”

6.2 Systematic assessment and documentation of effects and mitigation (where negative effects are expected) for each Alternative and Option has been undertaken using tables based on Table 4.1 of TAG Unit 2.11. The tables have utilised the criteria set out in Table 6.1 to determine likely effects.

Table 6.1 Assessment of effects Criteria Description Value and Vulnerability Using baseline information to establish the value and vulnerability of the area likely to be affected. For example, sensitive areas or locations exceeding environmental quality standards. Low; or High Nature The effect on the environment has been assessed and anticipated to be either: Positive (+); Neutral (0); or Negative (-) Magnitude The geographic scale of the effect: Minor – the effects are within a small area; Major – the effects are across a large area and may extend beyond the Tees Valley area. Timing The duration of potential effects in terms of timescale over which they are anticipated: Short term effects expected in the next 1 - 5 years; Medium term effects expected in the next 5 – 10 years; or Long term effects expected in the next 10 – 15 years and onwards. Temporary – the effect results from an operational change which could change with a change in policy or be a short term effect from construction; or Permanent – the effect is from a physical change that is anticipated to last the life of the Statement of Transport Ambition, if implementation of initiatives continues throughout the life of the Statement of Transport Ambition. Potential Cumulative Effects Additive - the sum of all the effects; Neutralising - where effects counteract each other to reduce the overall effect; or Synergistic - where effects interact to produce a total effect greater than the sum of the individual effects. Level of uncertainty and Low; description Medium; or High.

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6.3 As the Alternatives and Options are strategic, predictions of effects have been expressed in qualitative terms.

Assessment of Alternatives 6.4 Three different alternative strategies (Alternatives) to achieve the Tees Valley Statement of Transport Ambition have been developed. These have each been assessed at a strategic level against the SEA Objectives and environmental baseline.

6.5 Positive and negative effects have been considered and the results of the assessment have be used to inform the decision making process in choosing a preferred alternative strategy through which to deliver the Statement of Transport Ambition

6.6 As part of the development of the Statement of Transport Ambition, the following Alternatives have been identified for environmental assessment:

• Alternative A – No Plan • Alternative B – National goals • Alternative C – National goals and Tees Valley Challenges Alternative A – The ‘No Plan’ Alternative 6.7 This alternative assumes no revised plan is produced and the existing Connecting the Tees Valley and LTP2 measures will continue to be implemented and no new strategy or measures will be introduced. This alternative also assumes local authorities will continue to implement measures related to statutory requirements. The LTP2 Strategy was focused around the four shared priorities for transport:

• Tackling congestion

• Delivering accessibility

• Safer roads

• Better air quality 6.8 Connecting the Tees Valley had five objectives:

• To facilitate the delivery of the Tees Valley Vision within the framework of the transport shared priorities .

• To maximise accessibility opportunities to revitalise the Tees Valley economy and associated services (health, education, leisure etc) for all sections of society, particularly those without private transport.

• To address the decline in bus use and provide a stable and sustainable network that meets passenger demands and avoids the rapid growth in car usage currently being experienced in areas with more vibrant economies.

• To attract the necessary investment to deliver the required improvements in the local rail network, the sub-region will look towards more innovative solutions. This applies equally to passenger services/facilities and improved freight capacity, which is of particular importance to Teesport and other local industry.

• To manage the projected growth in demand in a sustainable way that still allows widespread regeneration to continue without creating congestion, or being constrained by it.

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Alternative B – The National Goals 6.9 The Conservative and Liberal Democrat Coalition Government formed on 11th May 2010. This new government has signalled a move away from the five Delivering a Sustainable Transport System goals that formed the foundation of the previous government transport policy. In a speech to the Local Transport Today Conference on 20th July 2010, Transport Minister Norman Baker highlighted the government’s two over arching challenges

“Now the two overriding challenges that we face, or targets we set ourselves, for government as a whole. One is to rebuild the economy … The second issue is to reduce carbon emissions, recognising the challenge of climate change and the enormous difficulties in the transport sector.”

6.10 This view is reflected in the Government White Paper Creating Growth, Cutting Carbon – Making Sustainable Local Transport Happen . Alternative B is therefore based on these two overarching challenges:

• Support economic growth: Transport is a key element of the UK’s economic success. Eddington identified that at a broad level, connectivity in the UK is good and the focus should be on improving the performance of the existing network to provide a more reliable transport system. The strategy will ensure the provision of a network that is resilient to the travel habits and patterns created by economic conditions both now and in the future. The resilience of the transport network to disruption links into the reliability of the network as a whole. There are many potential sources of disruption to the network including terrorist attack, road accident and in future the impacts of climate change.

• Reduce carbon emissions: The transport sector is required to contribute towards achieving the Government’s ambitious targets to reduce the impact of climate change. DfT has highlighted the need to identify robust emission reduction pathways for transport. Carbon savings will undoubtedly be made through new technologies and fuels. However, encouraging behavioural change through the promotion of sustainable transport modes and smarter choices is an important part of achieving the national carbon targets. Policy solutions such as more flexible working patterns to allow staff to work from home are a key element of a low carbon economy. Alternative C – National Goals and Tees Valley Challenges 6.11 This approach reflects national and local priorities by combining the two national transport goals with the three prioritised challenges identified by Tees Valley stakeholders. Stakeholders in the Tees Valley through Transport for Tees Valley (the city region transport board) have prioritised three City and Regional DaSTS 78 challenges. These commonly agreed challenges were confirmed by leading city region stakeholders at the meeting of Transport for Tees Valley on 26th January 2010 and are:

• Deliver quantified reductions in greenhouse gas emissions within cities and regional networks, taking account of cross network policy measures.

• Improve the connectivity and access to labour markets of key business centres.

• Improve the journey experience of transport users of urban, regional and local networks, including interfaces with national and international networks. 6.12 Table 6.2 below contains an assessment of the predicted effects that each alternative strategy would have on the environmental baseline in terms of an overall positive or negative effect.

78 Delivering a Sustainable Transport System

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6.13 Alternative C was identified as the best strategy through which to deliver the Tees Valley Statement of Transport Ambition because of its emphasis on the priorities of economic growth, carbon emissions and accessibility. The SEA process independently confirmed C as the preferred strategy approach.

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Key + Overall positive effects - Overall negative effects

Table 6.3 Alternative Strategy Assessment of the Predicted Effects SEA Topic SEA Objective Alternative A: No Plan Alternative B: National goals Alternative C: National goals and Tees Valley challenges

Biodiversity To protect and - + + enhance the Alternative A does not Negative impacts may be Negative impacts may be biodiversity and include new schemes that expected during expected during geodiversity of the would degrade biodiversity. construction works of new construction works of new natural However, any existing transport schemes. transport schemes. environment, problems will not be However, in the medium to However, in the medium to together with addressed and unrestrained long-term, the natural long-term, the natural protected habitats traffic growth may have a environment may be environment may be and species, negative impact on improved as traffic improved as traffic including statutory biodiversity. congestion and growth is congestion and growth is and non-statutory restricted as a result of the restricted as a result of the designated sites National goals. National goals and Tees Valley challenges. Population To reduce social - + ++ exclusion and The lack of plans or policies Improvements to the Improvements to the promote equality of will be detrimental to transport network and the transport network and the opportunity reducing the social promotion of sustainable promotion of sustainable amongst social exclusion and inequality transport modes as a transport modes as a groups issues already evident in the mechanism of reducing mechanism of reducing Tees Valley. carbon emissions may carbon emissions may reduce social exclusion and reduce social exclusion and promote equality. promote equality. Inclusion of the Tees Valley challenge to improve

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connectivity and access to labour markets and key business centres will have further positive impacts on increasing social inclusion and equality.

Health To improve the - + + health and The lack of plans or policies Plans that seek to reduce Plans that seek to reduce wellbeing of all by to improve health through carbon emissions through carbon emissions through reducing health transport would be the promotion of sustainable the promotion of sustainable inequalities and detrimental to the poor modes (particularly active modes (particularly active promoting healthier health and health modes such as cycling and modes such as cycling and lifestyles inequalities already evident walking) should have a walking) should have a in the Tees Valley. positive impact on the health positive impact on the health and lifestyles of the Tees and lifestyles of the Tees Valley population. An Valley population. An associated reduction in associated reduction in vehicular traffic may also vehicular traffic may also improve air quality and thus improve air quality and thus human health. human health. Inclusion of the Tees Valley challenge to improve connectivity and access to key business centres may improve access to health facilities, thus reducing health inequalities.

Soil To minimise the - - - impact of the Soil would not be lost or Construction of transport Construction of transport transport network degraded through the schemes could have a schemes could have a on soil quality construction of new negative impact on soil negative impact on soil schemes; however, in the quality. Mitigation however quality. Mitigation however long-term the lack of plans will ensure that wherever will ensure that wherever

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or policies to protect the possible, this impact is possible, this impact is natural environment and minimised. minimised. restrain traffic growth may have a negative impact on soil quality, through poor land management adjacent to the highway network and contaminants in run-off from vehicular traffic.

Water To minimise the - + + impact of the Alternative A does not The National goal to reduce The National goal and Tees transport network include new plans or polices carbon emissions from Valley challenge to reduce on the quality and to minimise the negative transport may reduce the carbon emissions from quantity of the impact of the transport pollutants in runoff/drainage transport may reduce the Tees Valley’s network on water quality and from urban areas and pollutants in runoff/drainage water resources runoff levels. transport infrastructure that from urban areas and have a negative impact on transport infrastructure that water quality. have a negative impact on water quality. To minimise - + + transport An absence of planning to The National goal to The National goal to infrastructure minimise the vulnerability of improve the reliability and improve the reliability and exposure to flood the transport network to efficiency of the transport efficiency of the transport risk and make sure climate change, may result network should reduce the network in conjunction with transport in an increased flood risk. vulnerability of the network the Tees Valley challenges development does to flood risk. should reduce the not increase flood vulnerability of the network risk. to flood risk.

Air quality To safeguard and - + + where possible to As a result of the lack of The two National goals to The National goals and the improve local air plans or policies, air quality promote economic Tees Valley challenges to quality. affected by road transport regeneration and growth reduce carbon emissions

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could deteriorate further due whilst reducing carbon and improve connectivity to the expected increase in emissions will aim to and access to key labour the number of journeys support journeys by markets and business made, especially by private sustainable modes, centres will focus on car. decoupling the link between delivering sustainable economic growth and transport initiatives, thus increased traffic. This reducing car traffic, should have a positive congestion and emissions in impact on air quality. key growth areas. This should have a positive impact on air quality in the Tees Valley.

Climate To minimise - + + greenhouse gases The lack of plans or policies The National goal to reduce The National goal and the emissions to deliver a reduction in carbon emissions should Tees Valley challenge to carbon emissions will have a help to reduce the impacts reduce carbon emissions negative effect on reducing of climate change. will help to reduce the climate change. impacts of climate change. To minimise the - + + vulnerability of the The lack of plans or policies Support economic growth The National goal and Tees transport to minimise the vulnerability will lead to development of a Valley challenge to develop infrastructure to of the transport network to network which is resilient resilient network should help climate change climate change will have a both now and in the future. to increase the resilience of including negative impact on the transport networks to tackle adaptation resilience of transport and/or adapt to impacts of measures infrastructure to climate climate change. change. Cultural heritage To protect and - + + enhance the This alternative does not The National goal to reduce The National goal and the quality, local include new schemes that carbon emissions may Tees Valley challenge to distinctiveness could have a detrimental reduce airborne pollutants reduce carbon emissions cultural, historic impact on cultural heritage. that are harmful to the fabric may reduce airborne and archaeological However, unrestrained of listed buildings. In pollutants that are harmful to

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assets of the rural traffic growth could reduce addition, the provision of a the fabric of listed buildings. and urban the quality of historic more reliable, efficient In addition, the provision of environments and environments, and pollution transport system should a more reliable, efficient their settings could damage listed reduce congestion and transport system should buildings. improve the visual setting of reduce congestion and cultural heritage sites. improve the visual setting of cultural heritage sites.

Landscape To protect and - + + enhance the The lack of new plans or Although the construction of Although the construction of quality and policies to reduce the impact new transport infrastructure new transport infrastructure diversity of rural of the existing transport may change existing may change existing and urban network on the landscape landscapes, appropriate landscapes, appropriate landscapes, could have a negative mitigation should minimise mitigation should minimise particularly those impact on Tees Valley any impact. The focus on any impact. The focus on areas of high landscapes. facilitating a greater use of facilitating a greater use of landscape value sustainable modes to tackle sustainable modes to tackle climate change may reduce climate change may reduce congestion, which could congestion, which could help to protect and enhance help to protect and enhance landscape quality. landscape quality. Noise To minimise noise - + + pollution The lack of new plans or The National goals to The National goals and policies to reduce traffic reduce carbon emissions Tees Valley challenges to levels may have a negative and provide a more reliable reduce carbon emissions impact upon noise levels transport system will and provide a more reliable and its adverse impacts on prioritise sustainable modes. transport system will the Tees Valley population. A reduction in traffic volume prioritise sustainable modes. may help to minimise noise A reduction in traffic volume from transport. may help to minimise noise from transport.

Safety To reduce the - + + number of people The lack of new plans or The National goal to provide The National goals and the

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killed and seriously policies will have a negative a more reliable and efficient Tees Valley challenges to injured in road impact on road safety. The transport system (focusing reduce carbon emissions collisions number of KSI casualties in on sustainable modes) may and provide a more reliable the Tees Valley has not lead to a reduction in the transport system (focusing reduced in line with national number of traffic accidents. on sustainable modes) may figures – this problem could lead to a reduction in the be exacerbated as a result number of traffic accidents of Alternative A. through reduced traffic volumes. Measures to promote resilience of the network will address road safety issues as accidents are a potential source of disruption to the transport network. Accessibility To improve - + ++ accessibility, A lack of plans or policies The National goal to provide The National goals and sustainable and will have a negative impact a more reliable and efficient Tees Valley challenges will public transport on accessibility and the transport system may lead have a positive impact on links to key provision of sustainable links to an improvement in access. A fundamental aim services, facilities to key services, facilities and accessibility and public of the Transport Strategy is and employment employment opportunities. transport links to key improving connectivity and opportunities services and employment access to key labour opportunities through markets, major employment shorter journey times and an growth areas and urban increase in journey time centres. The Strategy will reliability. aim to increase the attractiveness of public transport and sustainable modes for these trips. Economy To encourage - + ++ strong, diverse and Alternative A does not The National goals to The National goals and sustainable include any new plans or promote economic Tees Valley challenges both economic growth policies to maintain and regeneration and growth focus on economic growth strengthen the Tees Valley whilst reducing carbon and restructuring. The

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economy. emissions will aim to Transport Strategy will support journeys by provide the good sustainable modes, accessibility and decoupling the link between connectivity necessary for economic growth and the economic and spatial increased traffic. strategy adopted through the Statement of Ambition, thus supporting wider economic and social goals for the Tees Valley.

Material Assets To maximise the - - - efficient use of Alternative A does not The provision of a more The provision of a more materials and include any new plans or reliable and efficient reliable and efficient minimise the policies to maximise the transport system may entail transport system may entail production of efficient use of resources. the use of primary the use of primary waste aggregates, metal, and aggregates, metal, and wood in construction. wood in construction. Mitigation however may Mitigation however may ensure that wherever ensure that wherever possible, recycled material possible, recycled material and secondary aggregate and secondary aggregate materials are used. materials are used.

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Assessments of Options 6.14 The future transport needs that have been generated to deliver the Statement of Transport Ambition have also been assessed against the SEA Objectives and environmental baseline. These Options were assessed strategically, including consideration of the schemes developed within these options. Likely environmental impacts have been identified and mitigation to reduce negative effects has been suggested where appropriate.

6.15 Tables containing the full assessment are located at Appendix B. Table 6.3 below contains a summary of the predicted effects that each Option would have on the environmental baseline.

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Table 6.3 Assessment of Options - Summary of Results Key + Potential positive effects resulting from the option - Potential negative effect resulting from the option +- Potential positive and negative effects resulting from the option 0 No effect resulting from the option NB Each symbol relates to a separate effect, for example ++ equates to two positive effects resulting from the option, rather than one large positive effect.

ities

statutory including -

landscapes, ing of all by

and and species,

ure transport

and make s estyles o o improve the health and wellbe To reduce equality socialopportunity of amongst social groups exclusion and promote T reducing health inequalities healthierlif and promoting To minimise the networkon soil quality impact of the transport To minimise the network on impact the quality of TeesValley’s water resources and the quantity of transport the To minimise transport infrastructure exposure to flood development does not increaseflood risk. risk To safeguard and where possible to improve local air quality. Tominimise greenhousegases emissions To minimise the vulnerability of the transport infrastructure to adaptation measures climate change To protect and distinctiveness enhance the quality, archaeological assets local of cultural, the rural and environments urbanand their settings historic To and protect and diversity enhance of the particularly rural quality those and areas and of urban high Tominimise noisepollution landscape To reduce the number of seriously injured road in collisions people killed and To improve public accessibility, transport links to key services, facil sustainable and employment opportunities and To encourage strong, diverse and sustainable economicgrowth To maximise the efficient use of materials and minimisethe production of waste To protect and enhance the biodiversity geodiversity and of together with protected the habitats natural including environment, designatedsites statutory and non

Resilient Network Connectivity

Promote the enhancement of bus and coach networks - + ++ -- 0 0 +- +- + - + +- +- + + -

Promote the enhancement of cycling and walking networks, including their use for shorter journeys and integration with bus + - + +++ -- - - + + + +- +- +- +- + + - and rail networks for longer journeys

Access to Employment

Continue to develop the project to improve - + + 0 0 0 + + 0 - +- + + + + - connections to and between employment centres

Improve the reliability of the highway network through the + + + -- 0 0 + +- + - +- + + + + 0 Network Management Strategy

Recognise and enhance the role of cycling and walking + - + ++ -- - - + + + + +- + +- + + - networks in catering for shorter commutes

Reducing Carbon emissions

Promote a modal shift from private car to bus and rail use + + ++ 0 0 0 + ++ 0 + + + + + + 0

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ities

statutory including -

landscapes, ing of all by

and and species,

ure transport

and make s estyles o o improve the health and wellbe To reduce equality socialopportunity of amongst social groups exclusion and promote T reducing health inequalities healthierlif and promoting To minimise the networkon soil quality impact of the transport To minimise the network on impact the quality of TeesValley’s water resources and the quantity of transport the To minimise transport infrastructure exposure to flood development does not increaseflood risk. risk To safeguard and where possible to improve local air quality. Tominimise greenhousegases emissions To minimise the vulnerability of the transport infrastructure to adaptation measures climate change To protect and distinctiveness enhance the quality, archaeological assets local of cultural, the rural and environments urbanand their settings historic To and protect and diversity enhance of the particularly rural quality those and areas and of urban high Tominimise noisepollution landscape To reduce the number of seriously injured road in collisions people killed and To improve public accessibility, transport links to key services, facil sustainable and employment opportunities and To encourage strong, diverse and sustainable economicgrowth To maximise the efficient use of materials and minimisethe production of waste To protect and enhance the biodiversity geodiversity and of together with protected the habitats natural including environment, designatedsites statutory and non

through, marketing, awareness raising, the Bus Major Scheme and Tees Valley Metro

Reduce the carbon emissions from the Tees Valley bus fleet in partnership with the major bus operators, through the Bus + 0 + 0 0 0 + + 0 0 0 0 0 0 - 0 Major Scheme.

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Assessment of Options - Results Summary 6.16 A summary of the key potential effects predicted to arise from the implementation of the Options is included below for each SEA Objective. All Options will mainly lead to positive or neutral effects. Where the Objective is significant to health and the potential effect therefore forms part of the HIA this has been highlighted. For Options that are predicted to lead to potential negative effects, generic mitigation measures for consideration by Tees Valley Unlimited are included in Section 7 of this Environmental Report.

6.17 It is important to note that it has been difficult to assign significance to the effects of options definitively due to a number of uncertainties. The long term strategy elements of the Statement of Transport Ambition are mainly policy based, as may be expected. In addition, there is clearly a lack of certainty over the levels of funding available for the delivery of future transport schemes and services, which is outside of the control of Tees Valley Unlimited.

To protect and enhance the biodiversity and geodiversity of the natural environment, together with protected habitats and species, including statutory and non-statutory designated sites 6.18 The impacts of implementing the Options are predicted to be mainly positive or have no effect on this SEA Objective. Positive effects are expected to result from Options that will decrease road traffic and congestion and therefore lead to the maintenance or improvement of air quality.

6.19 Potential negative effects are expected for Options which include the construction of infrastructure in identified sensitive areas (see baseline section of this report). These activities have the potential to lead to disturbance, fragmentation or loss of habitat which may lead to the loss of key species.

To reduce social exclusion and promote equality of opportunity amongst social groups (HIA) 6.20 Most predicted effects on this SEA Objective are positive or neutral. Positive effects are generally expected to arise from Options that improve access for residents. Positive effects include increased access to social and employment opportunities and the enrichment of deprived areas.

To improve the health and wellbeing of all by reducing health inequalities and promoting healthier lifestyles (HIA) 6.21 All Options are predicted to have either a positive or neutral effect on human health. Positive effects are generally expected to result from initiatives that will:

• Encourage modal shift away from the car to more active modes such as the bus, cycling or walking; and

• Maintain or reduce the number of car trips, helping to ensure that air pollutant concentrations remain below health related limits. To minimise the impact of the transport network on soil quality 6.22 Predicted effects of implementing the Options on this SEA Objective are mainly neutral or negative. No Options are predicted to lead to positive effects upon this SEA Objective. Negative effects may arise from schemes that include infrastructure improvements. Physical works have the potential to cause loss or pollution of soils that support valuable habitats, or could potentially mobilise contaminants that are already present in the ground.

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To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources 6.23 Predicted effects of implementing the Options on this SEA Objective are mainly neutral. Minor negative effects are predicted for schemes that will increase impermeable area, which in turn could lead to increased surface run- off and risk of pollution to nearby water courses.

To minimise transport infrastructure exposure to flood risk and make sure transport development does not increase flood risk 6.24 Predicted effects of implementing the Options on this SEA Objective are mainly neutral. Minor negative effects are predicted for schemes that will increase impermeable area, which in turn could lead to increased surface run- off and risk of flooding.

6.25 With regard to positive effects upon this SEA Objective, schemes will provide the opportunity to improve current drainage arrangements and help to minimise flood risk.

To safeguard and where possible to improve local air quality (HIA) 6.26 The majority of effects arising from the implementation of Options are predicted to be positive. Positive effects are expected from those Options that will help to maintain or reduce emissions of harmful air pollutants at sensitive sites. This includes Options that will:

• Lead to a reduced number of car trips;

• Direct traffic away from sensitive areas;

• Encourage change in driver behaviour; and

• Reduce congestion. 6.27 Potential negative effect may result from the re- routing of traffic to sensitive locations such as residential properties causing a worsening of air quality there, and increased car trips to reach public transport.

To Minimise Greenhouse Gases 6.28 Effects on the SEA Objective are predicted to be mainly positive. In general, positive effects are expected to arise from those Options that will reduce greenhouse emissions from road transport, for example by reducing car trips.

6.29 Negative effects are expected to result from a small number of Options that will increase vehicle numbers or distances travelled, thereby increasing greenhouse gas emissions. It should be noted that increased vehicle numbers and distances travelled are expected to be small.

To minimise the vulnerability of the transport infrastructure to climate change including adaptation measures 6.30 The effects on the SEA Objective are predicted to be mainly positive or neutral. In general the positive effects are expected to arise from the opportunity to build in resilience to the network through implementation of new infrastructure.

To protect and enhance the quality, local distinctiveness cultural, historic and archaeological assets of the rural and urban environments and their settings (HIA) 6.31 Both positive and negative effects are predicted to result from the implementation of the Options. Positive effects are expected from Options that will reduce the number of car trips or congestion as the visual aesthetic may be improved at cultural sites and air quality would be maintained, reducing the risk of damage from air pollutants to culturally important sites.

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6.32 Implementation of initiatives could lead to negative effects upon visual amenity or upon conservation.

To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value (HIA) 6.33 Positive effects are expected to result from Options that will reduce the number of car trips or congestion, as this would lead to decreased visual intrusion from road traffic upon the landscape.

6.34 Predicted negative effects mainly include potential visual intrusion of physical schemes upon the landscape, for example variable message signs or bus shelters.

Minimise Noise Levels (HIA) 6.35 Positive and negative effects on noise levels are expected to arise from the implementation of Options. Positive effects would be the preservation of tranquil areas and a reduction in noise levels at sensitive locations, from Options that reduce numbers of motorised road users, or re-route road traffic away from sensitive areas.

6.36 Scheme construction works will increase noise levels at sensitive receptors, although these effects would be temporary. Options that lead to increased concentrations of traffic on particular roads, for example re- routing or introducing more public transport services may lead to an increase in noise levels.

Reduce the Number of People Killed or Seriously Injured in road collisions (HIA) 6.37 Positive effects are expected to arise from Options that improve road safety. For example Improved walking and cycle environments. Negative effects may arise from an increase in the number of vulnerable road users, such as pedestrians and cyclists, which may lead to an increase in the risk of accidents for these road users.

To improve accessibility, sustainable and public transport links to key services, facilities and employment opportunities (HIA) 6.38 Effects on this SEA Objective are likely to be positive or neutral. Positive effects are expected to result from the implementation of Options that aim to increase accessibility to social opportunities, employment opportunities and services. For example, Options that will:

• Promote of walking, cycling and public transport;

• Make travel more reliable, attractive, and user friendly;

• Improved connectivity between transport modes;

• Increase awareness of transport options; and

• Improve transport facilities. To encourage strong, diverse and sustainable economic (HIA) 6.39 Many of the proposed Options will assist in maintaining and strengthening the economy of the Tees Valley. Positive effects resulting from the implementation of Options are improved access to business for employees and customers alike. Negative effects may be experienced by public transport operators in the short term through implementation of cleaner vehicles to reduce carbon emissions.

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To maximise the efficient use of materials and minimise the production of waste 6.40 In general, the implementation of the Options is expected to lead to no effect upon this SEA Objective. Negative impacts may arise from those schemes that utilise primary aggregates or send waste to landfill.

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7 Mitigation of effects 7.1 Section 6 and Appendix B of this Environmental Report set out the SEA assessment findings and the potential environmental impacts that are predicted to arise as a result of implementing the strategy.

7.2 The assessment findings indicate that the majority of the Statement of Transport Ambition Options should not lead to negative impacts upon the environmental baseline. Assessment has revealed that under certain circumstances some Options may have a detrimental impact upon SEA Objectives, if they are not managed.

7.3 In order to facilitate the management of potential negative effects on the SEA Objectives, mitigation measures to minimise negative effects resulting from the implementation of Options have been suggested for consideration by Tees Valley Unlimited. The assessment table in Appendix B contains potential mitigation measures for each affected option and a summary of mitigation measures for each SEA Objective is also included below. Where the Objective is significant to health and the mitigation therefore forms part of the HIA this has been highlighted.

7.4 It should be noted that as the assessment has been a strategic exercise and potential effects have not been quantifiable, suggested mitigation measures are generic and each scheme should be considered on a case by case basis.

7.5 For schemes that meet the criteria of a Schedule 1 or a Schedule 2 project, as set out within the Environmental Impact Assessment Regulations (1999), a full Environmental Impact Assessment (EIA) must be undertaken, and include site specific mitigation measures for implementation.

To protect and enhance the biodiversity and geodiversity of the natural environment, together with protected habitats and species, including statutory and non-statutory designated sites 7.6 Schemes requiring highway works may have a negative impact upon the natural environment. To prevent or minimise the potential negative impact of an Option, any scheme that involves land take or maintenance (for example verge clearance) should be assessed in terms of its impact upon biodiversity if appropriate, and sites for development should be carefully selected.

7.7 Where appropriate, schemes should be assessed in accordance with the DMRB Volume10 Section 4 ‘Nature Conservation’, and sites of local and national importance should be protected by locating new routes away from vulnerable areas, and consideration should be given to the creation of habitat corridors.

To reduce social exclusion and promote equality of opportunity amongst social groups (HIA) 7.8 None of the Options are predicted to impact negatively on this SEA objective, therefore no mitigation is considered to be necessary.

To improve the health and wellbeing of all by reducing health inequalities and promoting healthier lifestyles (HIA) 7.9 None of the Options are predicted to impact negatively on this SEA objective, therefore no mitigation is considered to be necessary.

To minimise the impact of the transport network on soil quality 7.10 Physical changes such as the construction of a new cycleway may lead to the loss of valuable top soil and disturbance to the soil strata. To prevent or minimise the potential negative impact of a

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measure, any work that involves the movement of soil should be managed to ensure soil layers are carefully segregated. Soil must be stored in an appropriate location, and where possible re-used within the scheme boundary. High quality soil must not be lost or contaminated. Mitigation measures, such as the planting of hardy grasses in verge locations, should be encouraged in order to reduce soil loss through ground exposure as a result of vegetation degradation.

7.11 A number of measures may also affect soil quality through the disturbance of polluted material in the ground at contaminated sites. In order to prevent the mobilisation of contaminants, polluted land must be identified and adequately mediated prior to any construction taking place.

To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources 7.12 A number of measures, such as the provision of cycle networks, may lead to an increase in the impermeable area, and consequently lead to pollution of nearby water courses. In order to minimise any potential pollution risk any increase in the impermeable area should be kept to a minimum and where possible Sustainable Drainage Techniques should be implemented.

To minimise transport infrastructure exposure to flood risk and make sure transport development does not increase flood risk 7.13 A number of measures, such as the provision of cycle networks, may lead to an increase in the impermeable area, and consequently lead to an increase in the flood risk at certain locations. In order to minimise any potential increase in flood risk any increase in the impermeable area should be kept to a minimum and where possible Sustainable Drainage Techniques should be implemented.

To safeguard and where possible to improve local air (HIA) 7.14 The re- routing of traffic may increase air pollutant concentrations at sensitive locations. Conversely, re- routing traffic help to reduce congestion, leading to improved air quality at sensitive locations. When selecting alternative routes, existing air quality and sensitive locations should be considered.

7.15 To avoid increased car trips to reach public transport nodes, ensure that options are in place to encourage travel to public transport nodes by sustainable modes.

To minimise greenhouse gases emissions 7.16 To minimise additional greenhouse gas emissions from transport sources, any re- routing should consider the shortest possible route and ensure that options are in place to encourage travel to public transport nodes by sustainable modes.

To minimise the vulnerability of the transport infrastructure to climate including adaptation measures 7.17 None of the Options are predicted to impact negatively on this SEA objective, therefore no mitigation is considered to be necessary.

To protect and enhance the quality, local distinctiveness cultural, historic and archaeological assets of the rural and urban environments and their settings (HIA) 7.18 Physical works such as new cycle route may disturb archaeological features. To prevent or minimise the potential negative impact of an Option upon cultural heritage, where appropriate a desktop archaeological assessment should be undertaken.

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7.19 Physical works may also affect the character of Conservation Areas and the setting of Listed Buildings. In order to ensure these impacts are fully taken into account in the design of potential schemes, consultations will be undertaken with the relevant local authority’s conservation section at an early stage of scheme development for schemes likely to impact upon Tees Valley’s heritage assets.

7.20 In addition to the potential for physical damage to cultural heritage sites, a number of measures, such as the erection of new bus shelter or a sign, may have an adverse visual impact upon a culturally important site. The location and placement of physical measures must be carefully considered in order to prevent any negative visual impacts upon culturally important locations. Consultation with local stakeholders can be used to facilitate this. There is also the issue of an increase in transport related clutter within the streetscape. In order to reduce the impact of this upon the character of the Tees Valley’s settlements and the attractiveness of its historic environment, when new schemes are introduced consideration will be given to undertaking an audit of public realm to identify redundant structure and signage which may already be in place.

To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value (HIA) 7.21 A number of options, such as the erection of street furniture or signs, may have a negative visual impact upon the landscape. The location and placement of physical measures must be carefully considered in order to prevent any negative visual impacts upon the landscape. Where appropriate a Landscape Impact Assessment may be undertaken. Mitigation measures may include the use of materials that are in keeping with the surrounding area, and the careful placement and screening of street furniture, where appropriate.

To minimise noise pollution (HIA) 7.22 The implementation of measures, such as those that will encourage a modal shift from the private car to more sustainable transport, could lead to an improvement in the region’s noise environment through a reduction in overall traffic volume.

7.23 To mitigate increased noise levels beyond recommended limits at sensitive location, noise impact assessment of initiatives on sensitive receptors should be undertaken where appropriate and mitigation of noise, noise insulation grants or barriers implemented in accordance with relevant guidance.

7.24 Options that involve construction works that may cause a temporary increase in noise levels. However, this may be mitigated by careful adherence to a construction noise management plan.

Reduce the Number of People Killed or Seriously Injured in road collisions (HIA) 7.25 A number of Options will encourage walking and cycling as an alternative form of transport to the private car or bus. However, pedestrians and cyclists are vulnerable road user groups. In order to prevent serious injury or death, new routes and route enhancements should be as safe as possible. Routes must be designed in accordance with current design guidance, for example DMRB TA90/05: The geometric design of pedestrian, cycle and equestrian routes. Furthermore, appropriate signage should be installed to ensure that drivers are aware of pedestrian and cycle facilities, and prevent conflict between user groups.

Improve Accessibility to Key Services and Employment (HIA) 7.26 The measures generally have a positive impact on this SEA objective. Therefore, no mitigation is required.

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Maintain and Strengthen the Economy (HIA) 7.27 To minimise the impact on bus operators of reducing the carbon emissions from the Tees Valley bus fleet, authorities and operators should maximise the opportunities for supportive funding such as Department for Transport Green Bus Fund.

Maximise Efficient Use of Materials 7.28 Physical works such as the construction of cycle routes, erection of bus shelters, and placement of new signs, may lead to the use of primary aggregates, steel, and wood, and the production of waste materials. Mitigation to minimise the use of primary material, includes the use of recycled and/or secondary aggregates wherever possible, and waste should be minimised through careful management and where appropriate the implementation of waste management plans. Construction works valued at over £300,000 legally require a Site Waste Management Plan.

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8 Incorporating results of the SEA and HIA into the transport strategy 8.1 SEA is an iterative process that should inform each stage of a plan. The results of the SEA and HIA have been used to identify whether the options presented in the Statement of Transport Ambition are acceptable in terms of their potential impact on the environment and human health. Following development of the draft Statement of Transport Ambition the results of the SEA and HIA process will be used to inform the development of the final version. This section discusses the ways in which the SEA has informed and improved the development of the Tees Valley Statement of Transport Ambition.

8.2 The SEA process identified three alternative strategies to deliver a coherent and forward thinking strategy to tackling transport issues in the wider context across the Tees Valley. Assessment of the Alternatives in terms of their impact on SEA Objectives has been undertaken, which fed into the selection of the preferred alternative strategy. Alternative C combined national and local priorities including; focussing on economic growth, carbon emissions and accessibility. This Alternative was considered to be the best option environmentally. This is the Alternative that has been used to develop the Statement of Transport Ambition and the SEA process independently confirmed it as the preferred Alternative.

8.3 The SEA process has enabled the strategy decision making process to be more transparent. It has highlighted and addressed potential conflicts between the Statement of Transport Ambition and SEA Objectives and between SEA objectives themselves, where conflicts have been apparent, changes to Objectives and mitigation and modifications have been considered.

8.4 Opportunities for environmental enhancement and health improvements through the strategy were identified through the analysis of environmental problems. These opportunities have been fed through to Tees Valley Unlimited and the appropriate Local Authorities to aid the development of schemes.

8.5 The SEA and HIA process has also been used to develop measures that will seek to prevent, offset or reduce potential adverse effects that the implementation the Statement of Transport Ambition may have on the environment or human health. The assessment stage of the SEA has identified Options that may lead to negative effects. From these findings, suitable mitigation measures have been suggested that Tees Valley Unlimited and the Tees Valley Local Authorities can employ when implementing Options and developing LTP3 schemes, should they wish. These mitigation measures are detailed in Section 7.

8.6 A monitoring framework has been developed which can be used by Tees Valley Unlimited and the Tees Valley Authorities to measure ‘environmental performance’ of the Statement of Transport Ambition upon each of the SEA Objectives. The monitoring framework maximises existing data collection by the Local Authorities and other relevant stakeholders.

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9 Monitoring Framework 9.1 Once the Statement of Transport Ambition has been implemented, in accordance with the SEA Directive, the significant environmental effects and uncertain significant effects should be monitored and reported in order to identify, describe, analyse and compare problems and issues that need resolving.

9.2 Due to the strategic nature of the assessment, significance of effects is uncertain and therefore the proposed monitoring framework encompasses all SEA Objectives. Monitoring measures that will be taken forward should relate to the significant and uncertain effects that have been predicted to result from options included in the Statement of Transport Ambition. However, any more specific monitoring programme will not commence until the Final Strategy is adopted. Critically, by then the monitoring requirements may have changed, either as a result of changes to the plan or due to other external influences on the baseline situation.

9.3 If monitoring is carried out effectively it will contribute to managing uncertainty; improving knowledge; enhancing transparency and accountability and managing environmental information. If monitoring indicates that Options or mitigation are not performing as well as expected, then remedial action can be instigated.

9.4 Monitoring should not be carried out unnecessarily and if monitoring programmes are already established for plans and programmes within Tees Valley then the data can be used accordingly. To minimise pressure on already limited resources, the majority of the monitoring suggested for this SEA is already performed within the Tees Valley by Local Authorities, or by other bodies.

9.5 It can be difficult to isolate causal links between the Statement of Transport Ambition and environmental outcomes. Therefore, to make the monitoring process meaningful, a monitoring framework has been developed that seeks to focus on links between the Statement of Transport Ambition and environmental outcomes.

9.6 Indicators selected to measure effects have utilised monitoring already undertaken in other areas and for other sectors and takes full account of the draft single data list published by Central Government in December 2010. The monitoring framework includes a pragmatic approach to monitoring targets through inclusion of both qualitative and quantitative. The proposed monitoring framework is set out in Table 9.1 below.

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Table 9.1 Proposed Monitoring Framework SEA Objectives Indicator Expected Data Source Monitoring direction of Frequency change (Target) To protect and enhance the biodiversity and Local nature conservation/biodiversity: Increasing Single Data Annually geodiversity of the natural environment, together proportion of sites of positive conservation List with protected habitats and species, including management statutory and non-statutory designated sites. Change in areas of biodiversity importance Maintaining Single Data Annually List Achievement against Tees Valley Biodiversity Increasing Tees Valley Annually Action Plan targets: population figures for Biodiversity indicator species. Action Plan To reduce social exclusion and promote equality Bus patronage Maintaining Bus operators Annually of opportunity amongst social groups. Tees Valley cycle flows Increasing Local Annually Authorities Deprivation – Indices of multiple deprivation Decreasing Office of Annually rankings National Statistics DfT Core Accessibility Indicators Increasing Department Annually for Transport To improve the health and wellbeing of all by Obese Children Decreasing Association of Annually reducing health inequalities and promoting public health healthier lifestyles. observatories Health profiles Obese Adults Decreasing Association of Annually public health observatories Health profiles

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% of population who describe their health as Increasing Office of At each good (census) National census Statistics Early deaths: heart disease and stroke. Decreasing Association of Annually public health observatories Health profiles To minimise the impact of the transport network Appropriate soil management in the Maintain Local As on soil quality. implementation of transport schemes Authorities appropriate To minimise the impact of the transport network Good water quality (biological and chemical) of Maintain Environment Annually on the quality and quantity of the Tees Valley’s rivers, canals and freshwater bodies Agency water resources. Good coastal and bathing water quality Maintain Environment Annually Agency To minimise transport infrastructure exposure to Number of developments in flood risk areas Decreasing Single Data Annually flood risk and make sure transport development against Environment Agency advice List does not increase flood risk. To safeguard and where possible to improve local Compliance with Air Quality Objectives for traffic Maintain Local Annually air quality. related pollutants Authorities To minimise greenhouse gases emissions. Emissions from Local Authority own estate and Decreasing Single Data Annually operations List To minimise the vulnerability of the transport infrastructure to climate change, including adaptation measures. To protect and enhance the quality, local Number and percentage of historic assets at risk Decreasing English Annually distinctiveness cultural, historic and Heritage archaeological assets of the rural and urban environments and their settings. To protect and enhance the quality and diversity Number of areas of landscape value achieving Increasing Natural Annually of rural and urban landscapes, particularly those or retaining statutory designations England areas of high landscape value.

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To minimise noise pollution. Number of noise complaints in relation to traffic Decreasing Local Annually Authorities To reduce the number of people killed and Number of people killed or seriously injured in Decreasing Local Annually seriously injured in road collisions. road traffic accidents Authorities To improve accessibility, sustainable and public DfT Core Accessibility Indicators Increasing Department Annually transport links to key services, facilities and for Transport employment opportunities. To encourage strong, diverse and sustainable Increase in Gross Value Added Increasing Office of Annually economic growth. National Statistics Economically active Increasing Office of Annually National Statistics To maximise the efficient use of materials and The method of disposal and tonnage of waste Decreasing Single Data Annually minimise the production of waste. (e.g. landfill, incineration etc) List

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10 Remaining Stages of Strategic Environment Assessment

Consultation 10.1 The consultation period for the Environmental Report will run from 28 February 2011 with all responses to be returned by 21 March 2011.

10.2 Comments are invited on the Environmental Report or the SEA process.

10.3 The results of the consultation will feed into the production of the Environmental Statement. Comments should be returned to Martin Revill, JMP Consultants Ltd., Minerva House, East Parade, Leeds, LS1 5PS, [email protected] .

Production of SEA Statement 10.4 Once the Statement of Transport Ambition has been adopted a statement reporting on how the SEA findings and results of consultation have been taken into account will be produced. The SEA statement will cover:

• How the environmental considerations have been integrated into Statement of Transport Ambition;

• How the Environmental Report has been taken into account;

• How the opinions and consultation responses have been taken into account;

• The reasons for choosing the adopted Statement of Transport Ambition in light of other reasonable alternatives; and

• The measures that will be undertaken to monitor the significant environmental effects of implementing the Statement of Transport Ambition.

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Appendix A

Plans, Policies and Programmes

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Plan/programme Objectives or requirements of the other plan or Targets programme International EC Directive on the Member states have a duty to sustain populations Conservation of Wild Birds of naturally occurring wild birds by sustaining 79/409/EEC 1979 areas of habitats in order to maintain populations at ecologically and scientifically sound levels. This applies to birds, their eggs, nests and habitats. EC Directive on the Member States are required to take legislative Conservation of Natural Habitats and administrative measures to maintain and of Wild Fauna and Flora restore natural habitats and wild species at a 92/43/EEC 1992 favourable conservation status in the community. The Convention on Biological Article 6A requires each contracting Party to Diversity. Rio de Janeiro, 1992 develop national strategies, plans or programmes for the conservation and sustainable use of biological diversity. Directive 2000/60/EC A framework directive that requires all member It sets an ambitious overall objective of establishing a framework for the states to achieve good ecological status of inland achieving a good water status for all community action in the field of water bodies by 2015. European water bodies by 2015. This is water policy (The Water achieved when the water has both a good Framework Directive) chemical status (low levels of pollutants), and a good ecological status. Directive 1996/62/EC on ambient Establishes mandatory standards for air quality Includes limits and target values for air quality and management and sets limits and guide values for sulphur and pollutants nitrogen dioxide, suspended particles and lead in air. The Directive sets out the principles for ambient air quality monitoring, assessment and management. Four daughter directives that detail the limit values for specific pollutants.

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The United Nations Framework Proposes national strategies for addressing Under the Kyoto Protocol, 37 industrialized Convention on Climate Change greenhouse emissions. countries and the European Community have committed to reducing their emissions by an average of 5 percent against 1990 levels over the five-year period 2008-2012. Directive 2002/49/EC The The aim of the directive is to provide a common directive on environmental noise basis for tackling the noise problem across the EU. The directive requires competent authorities to reduce noise where necessary and maintain environmental noise quality where it is good and to reduce the number of people affected by noise in the longer term. EU 6th Environmental Action The Action Plan takes a broad look at the Plan environmental challenges and provides a strategic Sept 2002 framework for the Commission's environmental policy up to 2012. The plan identifies four priority areas climate change, nature and biodiversity, environment and health and natural resource and waste. The European Union’s The objectives of this EU Action Plan are to Biodiversity Action Plan reinforce action to halt the loss of biodiversity, Halting the loss of biodiversity by accelerate progress towards the recovery of 2010 – and beyond habitats and natural systems and significantly reduce the rate of biodiversity loss by 2010. Mainstreaming sustainable A framework for a long-term vision of development into EU policies : sustainability in which economic growth, social 2009 Review of the European cohesion and environmental protection go hand in Union Strategy for Sustainable hand and are mutually supporting. Development

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EU Review of the Sustainable It underlines that in recent years the EU has Development Strategy – A mainstreamed sustainable development into a Platform for Action 2005 broad range of its policies. In particular, the EU has taken the lead in the fight against climate change and the promotion of a low-carbon economy. At the same time, unsustainable trends persist in many areas and the efforts need to be intensified. Freshwater Fisheries Directive Aims to protect and improve the quality of rivers (78/659/EEC) and lakes to encourage healthy fish populations It sets water quality standards and monitoring requirements for areas of water which are chosen, or 'designated' by Defra and the Welsh Assembly Government. These 'designated' areas of water are selected because they are significant bodies of water which are capable of supporting fish populations. In the UK, the directive is implemented through the Surface Waters Regulations 1997. A total of 34,500km of rivers and canals and more than 200 still waters are designated under the directive. In 2013, this directive will be repealed. Waters currently designated as Fish Directive waters will become protected areas under the Water Framework Directive.

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Urban Waste Water Treatment Its objective is to protect the environment from the Directive (91/271/EEC) adverse effects of urban waste water discharges and discharges from certain industrial sectors and concerns the collection, treatment and discharge of: Domestic waste water Mixture of waste water Waste water from certain industrial sectors Hazardous Waste Directive Hazardous waste is essentially waste that (91/689/EEC) contains hazardous properties that may render it harmful to human health or the Environment. The European Commission has issued a Directive on the controlled management of such waste (91/689/EEC) and hazardous waste is defined on the basis of a list, the European Waste Catalogue, drawn up under that Directive. Landfill directive 1999/31/EC The objective of the Directive is to prevent or reduce as far as possible negative effects on the environment from the landfilling of waste, by introducing stringent technical requirements for waste and landfills. The Directive is intended to prevent or reduce the adverse effects of the landfill of waste on the environment, in particular on surface water, groundwater, soil, air and human health.

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European Landscape Convention The Convention aims to encourage public (Florence Convention) authorities to adopt policies and measures at local, regional, national and international level for protecting, managing and planning landscapes throughout Europe. It covers all landscapes, both outstanding and ordinary, that determine the quality of people’s living environment. The text provides for a flexible approach to landscapes whose specific features call for various types of action, ranging from strict conservation through protection, management and improvement to actual creation. The Convention proposes legal and financial measures at the national and international levels, aimed at shaping "landscape policies" and promoting interaction between local and central authorities as well as transfrontier cooperation in protecting landscapes. It sets out a range of different solutions which States can apply, according to their specific needs. The Convention for the protection The main purpose of the Convention is to reinforce of the Architectural Heritage of and promote policies for the conservation and Europe (Granada Convention) enhancement of Europe's heritage. It also affirms the need for European solidarity with regard to heritage conservation and is designed to foster practical co-operation among the Parties. It establishes the principles of "European co- ordination of conservation policies" including consultations regarding the thrust of the policies to be implemented.

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The European Convention on the This revised Convention updates the provisions of a Protection of Archaeological previous Convention adopted by the Council of heritage (Valetta Convention) Europe in 1969. The new text makes the conservation and enhancement of the archaeological heritage one of the goals of urban and regional planning policies. It is concerned in particular with arrangements to be made for co- operation among archaeologists and town and regional planners in order to ensure optimum conservation of archaeological heritage. The Convention sets guidelines for the funding of excavation and research work and publication of research findings. It also deals with public access, in particular to archaeological sites, and educational actions to be undertaken to develop public awareness of the value of the archaeological heritage. Finally, the Convention constitutes an institutional framework for pan-European co-operation on the archaeological heritage, entailing a systematic exchange of experience and experts among the various States. The Committee responsible for monitoring the application of the Convention assumes the role of strengthening and co- ordinating archaeological heritage policies in Europe.

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European Spatial Development It is a legally non-binding document forming a Perspective policy framework with 60 policy options for all tiers of administration with a planning responsibility. The strategic aim is to achieve a balanced and sustainable spatial development strategy. Spatial policy guidelines: Development of a polycentric and balanced urban system, and strengthening of the partnership between urban and rural areas, so as to create a new urban-rural relationship. Promotion of integrated transport and communication concepts, which support the polycentric development of the EU territory, so that there is gradual progress towards parity of access to infrastructure and knowledge. Wise management of the natural and cultural heritage, which will help conserve regional identities and cultural diversity in the face of globalisation.

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National Flood and Water Management The Bill responds to recent pressure to introduce Bill legislation to address the threat of flooding and water scarcity, both of which are predicted to increase with climate change. Requires the Environment Agency to create a National Flood and Coastal Erosion Risk Management Strategy, which a number of organisations will have to follow requires leading local flood authorities to create local flood risk management strategies Enables the Environment Agency and local authorities more easily to carry out flood risk management works Introduces a more risk-based approach to reservoir management Requires the use of sustainable drainage systems in certain new developments Securing the future - delivering The strategy outlines a number of shared UK sustainable development principles including Living Within Environmental strategy Limits and Ensuring a Strong, Healthy and Just Society. The agreed priorities within the strategy including sustainable consumption and production, climate change and energy, protecting our natural resources and enhancing the environment and creating sustainable communities and a fairer world. The Countryside and Rights of The Act improves the rights of way legislation by Way Act 2000 encouraging the creation of new routes and clarifying uncertainties about existing rights.

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Air Quality Strategy for England, The Air Quality Strategy sets out air quality Includes limits and targets values for air Scotland, Wales and Northern objectives and policy options to further improve pollutants Ireland air quality in the UK. As well as direct benefits to public health, the strategy is intended to provide important benefits to quality of life and help to protect our environment. The UK Government are committed to delivering clean air for a good quality of life. Future Water The strategy includes a Vision for 2030 which is Government 2020 water use target of 3m3 The Government’s water the consistent and holistic management of urban per person per year strategy for England, February flood risk, with strategic planning, partnerships of 2008 responsible bodies and clear understanding of various flood risk responsibilities. The strategy aims to increase community resilience to flooding from improved development planning, emergency planning and response, and resilience of homes, buildings, services and utilities. Waste Strategy for Get the most environmental benefit through To reduce the amount of household waste England 2007 increased recycling of resources and recovery of not re-used, recycled or composted from energy from residual waste using a mix of over 22.2 million tonnes in 2000 by 29% to technologies. 15.8 million tonnes in 2010 with an aspiration to reduce it to 12.2 million tonnes in 2020 – a reduction of 45%. This is equivalent to a fall of 50% per person (from 450 kg per person in 2000 to 225 kg in 2020).

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Rural Strategy 2004 Department The vision – of sustainable rural communities in PSA target to: for Environment, Food and Rural which economic, social and environmental issues “reduce the gap in productivity between the Affairs are all taken into account – remains at the heart least well performing quartile of rural areas of rural policy. and the English median by 2008, Key priority demonstrating progress by 2006, and Enhancing the Value of our Countryside – improve the accessibility of services for protecting the natural environment for this and rural people.” future generations. Creating a better place This strategy includes the key themes act to Environment Agency Corporate reduce climate change and its consequences and Strategy Protect and improve air, land and water quality. April 2009 Draft Consultation Air quality will continue to improve with benefits to the health of people and the environment. Conserving Biodiversity The plan includes shared priorities for action Government has a target to deliver 95% of The UK Approach including; Sites of Special Scientific Interest (SSSI) by October 2007 Protecting the best sites for wildlife. area into favourable or recovering condition Embedding proper consideration of biodiversity by 2010 and ecosystem services in all relevant sectors of November 2006 published revised targets policy and decision-making. for the existing UK BAP priority species and habitats Climate Change Act 2008 The Climate Change Act 2008 makes the UK the Legally binding target of at least an 80 first country in the world to have a legally binding percent cut in greenhouse gas emissions long-term framework to cut carbon emissions. It by 2050, to be achieved through action in also creates a framework for building the UK's the UK and abroad. Also a reduction in ability to adapt to climate change. The Act looks emissions of at least 34 percent by 2020. to improve carbon management, helping the Both these targets are against a 1990 transition towards a low-carbon economy in the baseline. UK. Natural England Position The statement aims to increase adult contact with Statement: Health & Wellbeing the natural environment resulting in reduced stress and more fulfilling lives and create strong communities through connections between people and the natural environment.

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Delivering a Sustainable To reduce transport emissions of carbon dioxide Transport System and other greenhouse gases, with the desired outcome of tackling climate change. To contribute to better safety, security and health and longer life expectancy by reducing the risk of death, injury or illness arising from transport and by promoting travel modes that are beneficial to health. To improve quality of life for transport users and non transport users, and to promote a healthy natural environment. Planning Policy Statement 1 This PPS sets out the overarching planning policies on the delivery of sustainable development including four aims for sustainable development - social progress which recognises the needs of everyone; - effective protection of the environment; - the prudent use of natural resources; and, - the maintenance of high and stable levels of economic growth and employment. Planning should facilitate and promote sustainable and inclusive patterns of urban and rural development. Supplement to PPS1 Planning Sets out how planning should contribute to and Climate Change reducing emissions and stabilising climate change and take into account unavoidable consequences.

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Planning Policy Statement (PPS To raise the quality of life and the environment in 7) Sustainable Development in rural areas through promotion of: Rural Areas Thriving, inclusive and sustainable rural communities, ensuring people have decent places to live by improving the quality and sustainability of local environments and neighbourhoods; Sustainable economic growth and diversification; Good quality, sustainable development that respects and, where possible, enhances local distinctiveness and the intrinsic qualities of the countryside; and Continued protection of the open countryside for the benefit of all, with the highest level of protection for our most valued landscapes and environmental resources. Planning Policy Statement 9 Sets out planning policies on protection of (PPS9) Biodiversity and biodiversity and geological conservation. Geological Conservation To promote sustainable development by ensuring that biological and geological diversity are conserved and enhanced as an integrated part of social, environmental and economic development. To conserve, enhance and restore the diversity of England’s wildlife and geology by sustaining and where possible improving, the quality and extent of natural habitat and geological and geomorphological sites; the natural physical processes on which they depend and the populations of naturally occurring species which they support.

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Planning Policy Statement 10 Help deliver sustainable development through (PPS10) Planning for addressing waste as a resource and looking to sustainable waste management disposal as the last option. A key objective is for waste to be disposed of as locally as possible. Planning Policy Statement 12 Planning provides a means of safeguarding the (PPS 12) – Creating strong safe area’s environmental assets, both for their intrinsic and prosperous communities value and for their contribution to social and through Local Spatial Planning economic well being by protection and enhancing designated sites, landscapes, habitats and protected species; and creating a positive framework for environmental enhancement more generally. Planning Policy Guidance 13 Reduce community severance, local air pollution (PPG13) and traffic accidents. Producing better and safer local road conditions in rural areas and reducing the impacts of traffic in sensitive locations, while facilitating the access that is important to maintaining a vibrant rural economy. Reductions in car usage (particularly single occupancy journeys) and increased use of public transport, walking and cycling. More environmentally friendly deliver and freight movements, including home delivery service.

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Planning Policy Guidance 15 Policies for the identification and protection of Planning and the historic historic buildings, conservation areas and other environment elements of the historic environment Policies and activities should reflect the need to protect the historic environment and to promote sustainable economic growth, in transport terms roads can have a particular impact at all levels - not only through strategic decisions on the siting of new roads, but also through the more detailed aspects of road building and road maintenance, such as the quality of street furniture and surfaces. Planning policy Guidance 16 Policy on archaeological remains on land, and (PPG16) Archaeology and how they should be preserved or recorded both in Planning an urban setting and in the countryside. Archaeological remains should be seen as a finite and non-renewable resource. Appropriate management is therefore essential to ensure that they survive in good condition. In particular, care must be taken to ensure that archaeological remains are not needlessly or thoughtlessly destroyed. Planning Policy Guidance 17 To ensure effective planning for open space, (PPG17) sport and recreation. In identifying where to locate new areas of open space, sports and recreational facilities, local authorities should promote accessibility by walking, cycling and public transport, and ensure that facilities are accessible for people with disabilities.

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Planning and Policy Statement Pollution control is concerned with preventing 23 (PPS23) Planning and pollution through the use of measures to prohibit pollution control or limit the release of substances to the environment from different sources to the lowest practicable level. It also ensures that ambient air and water quality meet standards that guard against impacts to the environment and human health. Polluting activities that are necessary for society and the economy should be so sited and planned, and subject to such planning conditions, that their adverse effects are minimised and contained to within acceptable limits. Planning Policy Guidance 24 Outlines considerations to be taken into account Planning and noise for both noise sensitive developments and those activities that generate noise. Local Authorities should consider measures to control the source of, or limit exposure to, noise. Such as engineering: reduction of noise at point of generation, design of lay-out to ensure adequate distance between source and noise-sensitive or area; screening by natural barriers, other buildings, or non-critical rooms in a building; or limiting operating time of source.

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Planning Policy Statement 25 Climate change over the next few decades is (PPS25) Development and Flood likely to mean milder wetter winters and hotter Risk drier summers in the UK, while sea levels will continue to rise. These factors will lead to increased and new risks of flooding within the lifetime of planned developments and their associated infrastructure. Positive planning has an important role in helping deliver sustainable development and applying the Government’s policy on flood risk management. It avoids, reduces and manages flood risk.

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Consultation paper on a new This is a consultation document on a new Conserve and enhance the natural Planning Policy Statement: planning policy statement (PPS) on planning for environment, including the quality, Planning for a Natural and the natural environment, green infrastructure, character and value of the landscape, Healthy Environment (March open space, sport, recreation and play. biodiversity, geodiversity and soil within 2010) rural and urban areas by ensuring that: The natural environment is integrated into the strategic vision of communities. Policies and decisions are based on an understanding of the nature, extent and value of the natural environment and recognise its importance; Construction, development and regeneration has minimal impacts on biodiversity and should enhance it wherever possible to contribute to the overall aim of no net loss to biodiversity. Minimise vulnerability of places, people and wildlife to the impacts of climate change and contribute to effective climate change adaptation measures by maintaining, creating and improving networks of green infrastructure within urban and rural areas. Deliver safe and attractive places to live, which respect the character of the area, promote health and wellbeing, and reduce social inequalities by ensuring that people have access to high quality open spaces, green infrastructure and sports, recreational and play spaces and facilities which are safely and easily accessible by walking, cycling or public transport. Provide access and appropriate recreational opportunities in rural and coastal areas to enable urban and rural dwellers to enjoy the wider countryside.

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Transport and the historic English Heritage’s vision for long-term transport environment policy: English Heritage Encourage a switch to less damaging forms of transport and promote planning policies that help to reduce the need to travel. Seek imaginative solutions to transport problems. Ensure that transport appraisal properly assesses the impacts on the historic environment to an appropriate level of detail. Take account of the wider historic environment. Continue to promote good design and push hard for proposals that recognise local and regional distinctiveness. Encourage innovative transport management strategies. Natural England’s Green Natural England will drive forward green Infrastructure guidance (2009) infrastructure planning and delivery. In particular, the Guidance will help to: Facilitate a co-ordinated and consistent approach to green infrastructure strategies; Promote the contribution of green infrastructure to ‘place-making’, in addition to other government agendas and links to spatial planning; Inspire through best practice examples and case studies of green infrastructure planning and delivery.

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Securing biodiversity It is the starting point for a more integrated A new framework for delivering approach to biodiversity conservation in England, priority habitats and species in building on the strengths of the UK Biodiversity England Action Plan (BAP) process and improving those areas where insufficient progress was being made. Framework aims to: encourage the adoption of an ecosystem approach and better embed climate change adaptation principles in conservation action; achieve biodiversity enhancements across whole landscapes and seascapes; achieve our priority habitat targets through greater collective emphasis on habitat restoration and expansion; enhance the recovery of priority species by better integrating their needs into habitat-based work where possible, and through targeted species recovery work where necessary; support the restoration of designated sites, including by enhancing the wider countryside in which they sit; support the conservation of marine biodiversity, inside and outside of designated sites; establish and implement a delivery programme, with agreed accountabilities, for priority species and habitats in England; improve the integration of national, regional and local levels of delivery; improve the links between relevant policy-makers and biodiversity practitioners; strengthen biodiversity partnerships by clarifying roles at England, regional and local levels.

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Natural Environment and Rural Designed to help achieve a rich and diverse Communities Act 2006 natural environment and thriving rural communities through modernised and simplified arrangements for delivering Government policy. Key Elements of the Act: Establishment of Natural England; Establishment of the new Commission for Rural; and, Communities; and, Commitment to curtail the inappropriate use of byways by motor vehicles. Planning for a Sustainable The Planning White Paper sets out our detailed Future: White Paper proposals for reform of the planning system, building on Kate Barker's recommendations for improving the speed, responsiveness and efficiency in land use planning, and taking forward Kate Barker's and Rod Eddington's proposals for reform of major infrastructure planning. It proposes reforms on how we take decisions on nationally significant infrastructure projects - including energy, waste, waste-water and transport - responding to the challenges of economic globalisation and climate change. It also proposes further reforms to the Town and Country Planning system, building on the recent improvements to make it more efficient and more responsive

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English Heritage Strategy 2005 – This Strategy sets out how English Heritage will A year on year reduction in the number of 2010 help to create places where people want to live buildings, monuments and landscapes at and work and where our rich past is made a vital risk and living part of the future. Aims include: Help people develop their understanding of the historic environment; Get the historic environment on other people’s agendas; Help local communities to care for their historic environment; Stimulate and harness enthusiasm for England’s historic environment; Enable and promote sustainable change to England’s historic environment; and, Make the most effective use of the assets in our care.

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The Wildlife and Countryside Act The Act makes it an offence (subject to 1981 exceptions) to intentionally kill, injure, or take, possess, or trade in any wild animal listed in Schedule 5, and prohibits interference with places used for shelter or protection, or intentionally disturbing animals occupying such places. The Act also prohibits certain methods of killing, injuring, or taking wild animals. The Act makes it an offence (subject to exceptions) to pick, uproot, trade in, or possess (for the purposes of trade) any wild plant listed in Schedule 8, and prohibits the unauthorised intentional uprooting of such plants. The Act requires surveying authorities to maintain up to date definitive maps and statements, for the purpose of clarifying public rights of way. The Act also includes provisions for traffic regulation, ploughing, appointing wardens, signposting, and prohibiting the keeping of bulls on land crossed by public rights of way.

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Living Places: Cleaner, Safer, Safe, well-maintained and attractive public spaces Refers to PSA targets Greener have a critical role in creating pride in the places where we live which, in turn, is essential to building community cohesion and successful communities. That is why the Government is committed to action to make public spaces cleaner, safer, greener places that enhance the quality of life in our neighbourhoods, towns and cities. This document sets out the Government’s approach to making cleaner, safer, greener public spaces. Actions include: Tackling the Particular Problems of the Poorest Communities; Tackling the Needs of Urban Parks and Green Spaces; and, Communicating Ideas and Promoting Best Practice. Standards for accessible natural Natural England's Accessible Natural Greenspace These standards recommend that people greenspace Standard (ANGSt) provide a set of benchmarks living in towns and cities should have: for ensuring access to places near to where An accessible natural greenspace of at people live. least 2 hectares in size, no more than 300 metres (5 minutes walk) from home At least one accessible 20 hectare site within two kilometres of home one accessible 100 hectare site within five kilometres of home one accessible 500 hectare site within ten kilometres of home statutory Local Nature Reserves at a minimum level of one hectare per thousand population.

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Making space for water Sets out the vision of what the strategy for flood Taking forward a new and coastal erosion risk management should Government strategy for flood achieve. To manage the risks from flooding and and coastal erosion risk coastal erosion by employing an integrated management in England portfolio of approaches which reflect both national and local priorities, so as: To reduce the threat to people and their property; and To deliver the greatest environmental, social and economic benefit, consistent with the Government’s sustainable development principles. Policy and practice for the The Environment Agency’s core groundwater protection of groundwater (2005) policy is: “To protect and manage groundwater resources for present and future generations in ways that are appropriate for the risks that we identify.”

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Water framework directive Planning bodies and authorities need to think advice to planning authorities in about the implications of proposed development England and Wales (2006) and land use change on water, including beyond their local authority boundary, and take action now, using their development plan and emerging work on River Basin Management Plans as a starting point. In parts of England, major growth is proposed where water resources and the ability to handle increased volumes of sewage effluent, are already constrained. Future development needs to be planned carefully so that it does not result in further pressure on the water environment and compromise WFD objectives. Failure to comply with Water Framework Directive requirements may lead to the European Commission bringing legal proceedings against the UK. Local Authorities have a general responsibility not to compromise the achievement of UK compliance with EC Directives. Health is global: a UK The strategy sets out the breadth of global health Government Strategy 2008 – issues and the government’s plan for tackling 2013 them. The strategy sets out five areas for action: Better global health security; Stronger, fairer and safer systems to deliver health; More effective international health organisations; Stronger, freer and fairer trade for better health; and, Strengthening the way we develop and use evidence to improve policy and practice.

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The Energy Challenge, Energy The Government has four long-term goals for Review Report (2006) energy policy: • To put the UK on a path to cut our carbon dioxide emissions by some 60% by about 2050, with real progress by 2020; • To maintain reliable energy supplies; • To promote competitive markets in the UK and beyond, helping to raise the rate of sustainable economic growth and to improve our productivity; and • To ensure that every home is adequately and affordably heated. Marine and Coastal Access Act The Marine and Coastal Access Act 2009 will 2009 ensure clean healthy, safe, productive and biologically diverse oceans and seas, by putting in place better systems for delivering sustainable development of marine and coastal environment. At the heart of the Bill is the integration of the socio-economic needs of all marine users with the need to protect the marine environment and preserve biodiversity. The Act seeks to improve arrangements for managing marine development and ensure greater protection for marine environment and biodiversity. The Act ensures greater recreational access to the English coast and gives the Secretary of State and Natural England a duty to secure a long distance walking trail around the coast of England.

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Tees Valley Tees Valley Unlimited Low A proactive response to the current economic Carbon Economic Transition issues and opportunities which face the Tees Plan Valley. It describes why the Tees Valley economy is important, both locally and nationally, it identifies the investment opportunities that currently exist and steps that are being taken locally to build on current assets and policy, including New Industry New jobs and Building Britain's Future. It identifies what we are doing locally, and identifies a number of specific areas where Government support is needed to supplement existing activity to help ensure a smooth and successful transition to a low carbon economy. Tees Valley Unlimited Business Presents the TVU priorities for action over the next Plan (2009 - 2012) 12 - 36 months together with the performance management information to enable us to ensure that we are on track to deliver these priorities. Explains the strategic context; identifies the key actions to achieve the desired outcomes; lists the key milestones and highlights any main risk and resource implications. Tees Valley Multi Area Objective "to deliver the agreed investment Agreement, 2008 priorities earlier than would otherwise have been the case, and more cost effectively, through the integration of physical and fiscal resources and a strong and accountable governance structure within a defined performance monitoring framework." Outline Policy Context for Reviews the relevant policy and legislation Action on Climate Change, surrounding climate change. It covers 2010 international, national, regional, sub-regional and local policy, and business, housing, transport and environment policy.

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Revised Tees Valley Climate Outlines the key risks and opportunities associated Change Strategy 2010-2020 with reducing emissions and adapting to climate change in the Tees Valley. The strategy was revised by the Tees Valley Climate Change Partnership to reflect the changes introduced by the Climate Change Act 2008 and has been adopted by all the partners. The Strategy supports the commitments made by Local Authorities through the Covenant of Mayors initiative to reduce emissions in their local area by at least 20% by 2020 and will also help the Tees Valley to rise to the challenging legal obligations introduced by the UK Climate Change Act 2008. Tees Valley Sub-Regional To draw together housing issues that have a Housing Strategy common thread across the sub-region to facilitate partnership working between local authorities and housing providers, and to better inform other strategic plans such as the Regional Housing Strategy. The Strategy also aims to assist the economic regeneration of the Tees Valley through the delivery of a step-change in the type and quality of housing on offer, making the sub-region a more attractive place to live. Tees Valley Green To help create an attractive environment that will Infrastructure Strategy, 2008 increase the appeal of the Tees Valley to inward investors and entrepreneurs, and form an essential ingredient in developing sustainable and vibrant communities. The key to green infrastructure - a network of natural environment components and green spaces within and between the conurbation, towns and villages - is that it will deliver multi- functional benefits; it will help the Tees Valley to adapt to climate change, improve quality of place, promote good health and well-being, enhance biodiversity and increase tourism.

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Building Sustainable Aims to create a network of sustainable Communities in the Tees communities through renewal and improvement of Valley, Sustainable Community existing stock and replacement of obsolete Plan housing with modern homes to change the character of neighbourhoods with housing market failure. Connecting the Tees Valley, the The sub-region’s preferred strategy and City Region Transport Strategy interventions to support the economic growth (former strategy) objectives and deliver the necessary transport services. Strategic Flood Risk To guide development decisions and meet the Assessment requirements of the Planning Policy Statement (PPS) 25: Flooding. Tees Valley Biodiversity Action Takes the objectives and targets of the UK Plan Biodiversity Action Plan and translates and amplifies them into a Tees Valley context. The North and South Tees Aims to: Industrial Development Understand how the public sector can support Framework existing operations and potential future investments; Identify what constraints exist and how these may be mitigated; Recommend intervention projects to remove constraints or enhance opportunities; and Create a strategic industrial development framework to bring together planning, future investment and economic development.

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Local Area Agreements, 2008 'To deliver the agreed investment priorities earlier than would otherwise have been the case, and more cost effectively, through the integration of physical and fiscal resources and a strong and accountable governance structure within a defined performance monitoring framework.' Local Development Frameworks Local development documents prepared by the five district councils that outline the authority’s spatial planning strategy

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Appendix B

Assessment of Options

Job No Report No Issue no Report Name Page NEA6082 2 1 Tees Valley Statement of Transport Ambition Strategic B1 Environmental Assessment

Whom James Jackson To protect and enhance the biodiversity and geodiversity of the Worksheet SEA Objective natural environment, together with protected habitats and species, Completed including statutory and non-statutory designated sites Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Short - term Direct No Medium Avoid disturbance of enhancement of bus Vulnerability- Minor schemes at Effects would - Scheme locations species or impingement and coach networks Low specific settlements be localised. Permanent unknown at this onto vulnerable areas of have potential to - stage. habitat. Protection Areas cause disturbance of Rar e (SPA’s) Special species. However, Design schemes in Conservation vulnerable areas in accordance with DMRB Areas (SCA’s) the Tees Valley are Volume 10, Section 4 Ramsar Sites generally outside of ‘Nature Conservation’. National Nature settlements. Reserves Sites of special Scientific Interest Local Nature Reserves Promote the + Minor Long -term Indirect Additive Low - enhancement of A decrease in road Positive effect - cycling and walking traffic may decrease at vulnerable Permanent networks, including air pollutant areas in the - their use for shorter concentrations and vicinity of Rar e journeys and the associated effects specific integration with bus on vulnerable areas schemes. and rail networks for and species. longer journeys. Whom James Jackson To protect and enhance the biodiversity and geodiversity of the Worksheet SEA Objective natural environment, together with protected habitats and species, Completed including statutory and non-statutory designated sites Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected - Minor Short to Direct No Low Protect species of local and The construction of Negative effect Long- term Locations of national importance by new off road routes at vulnerable - schemes unknown siting new routes away from may cause habitat areas in the Permanent at this stage. To vulnerable areas. fragmentation or loss vicinity of - maximise delivery, Consideration of habitat of key habitats. specific Rar e all new schemes corridor creation. Design schemes. would be within schemes in accordance with existing highway DMRB Volume 10, Section boundary. 4 ‘Nature Conservation’.

Continue to develop - Minor Short - term Direct No Medium Avoid disturbance of the Tees Valley Metro Minor schemes at Effects would - Scheme locations species or impingement project to improve specific settlements be localised. Permanent unknown at this onto vulnerable areas of connections to and have potential to - stage. habitat. between employment cause disturbance of Rar e centres species. However, Design schemes in vulnerable areas in accordance with DMRB the Tees Valley are Volume 10, Section 4 generally outside of ‘Nature Conservation’. settlements. Improve the reliability + Major Long -term Indirect Additive Low - of the highway Reduced congestion Positive - network through the will lead to a decrease effects Permanent Network Management in air pollutants and potentially at - Strategy positive effects on vulnerable Rar e vulnerable species. sites over the whole Tees Valley area.

Recognise and - Minor Short - term Direct No Medium Consideration of biodiversity enhance the role of The installation of Effects are - Locations of hard when undertaking schemes cycling and walking hard measures to likely to be Temporary measures in or near to sensitive areas. networks in catering encourage modal shift local - unknown. May not for shorter commutes. away from car use for Rar e include hard short journeys may measures, may be lead to disturbance of entirely “soft” key species. initiatives. Whom James Jackson To protect and enhance the biodiversity and geodiversity of the Worksheet SEA Objective natural environment, together with protected habitats and species, Completed including statutory and non-statutory designated sites Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected + Minor Long term Indirect Additive Low Reduce car use will - lead to decrease in air Permanent pollutants and positive - effects on vulnerable Rare species Promote a modal shift + Major Long -term Indirect Additive Low - from private car to bus By encouraging modal Potential - and rail use through, shift from cars to effects on Permanent marketing, awareness buses, numbers of whole of Tees - raising, the Bus major cars will reduce and Valley area Rar e scheme and Tees congestion will and beyond. Valley Metro reduce. This will impact positively on air quality and sensitive species.

Reduce the carbon + Minor Long -term Indirect Additive Low - emissions from the Improving emissions Effects are - Tees Valley bus fleet from the bus fleet will likely to be Permanent in partnership with the help to keep air local - major bus operators, pollutant Rar e through the Bus major concentrations below scheme harmful levels.

Whom James Jackson To reduce social exclusion and promote equality of opportunity Worksheet SEA Objective amongst social groups Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Short - term Direct Synergistic Medium - enhancement of bus Vulnerability- Improved access will Restricted to - It is unknown and coach networks Low present more travel coverage of Permanent which areas will be opportunities which initiatives - targeted. The population of will assist in reducing Frequent the Tees Valley is social exclusion and forecast to promoting equality of increase by 6% opportunity. Making over the next information available decade. It is also to all social groups an area with a relatively low level of car ownership, making access to jobs and services by other modes important. Promote the + Minor Medium -term Direct Synergistic Medium - enhancement of The promotion of Restricted to - Scheme details cycling and walking walking and making it areas of Permanent and locations networks, including an easier more specific - unknown. their use for shorter attractive mode to use schemes. Frequent journeys and may assist in integration with bus economic and rail networks for regeneration of some longer journeys. settlements and help to enrich areas of deprivation. Whom James Jackson To reduce social exclusion and promote equality of opportunity Worksheet SEA Objective amongst social groups Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop + Major Short - term Direct Synergistic Low - the Tees Valley Metro Improved access will This option - project to improve present more travel could benefit Permanent connections to and opportunities which the whole of - between employment will assist in reducing the Tees Frequent centres social exclusion and Valley. promoting equality of opportunity.

Improve the reliability + Minor Long - term Direct No Medium - of the highway Improved access to Restricted to - It is unknown network through the employment will help targeted areas. Permanent which areas will be Network Management to enrich areas of - targeted or when. Strategy deprivation and Rare promote equality of opportunity amongst residents. Recognise and + Minor Medium term Direct Synergistic Low - enhance the role of Specific schemes to - cycling and walking improve cycling and Permanent networks in catering walking infrastructure - for shorter commutes. may lead to more Frequent travel opportunities for residents. Promote a modal shift + Major Short - term Direct Synergistic Low - from private car to bus Increasing travel - and rail use through, opportunities for Temporary marketing, awareness residents. Making - raising, the Bus major information available Frequent scheme and Tees to all social groups. Valley Metro Whom James Jackson To reduce social exclusion and promote equality of opportunity Worksheet SEA Objective amongst social groups Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Reduce the carbon 0 emissions from the No anticipated effects Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson To improve the health and wellbeing of all by reducing health Worksheet SEA Objective inequalities and promoting healthier lifestyles Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Long - term Indirect Additive Medium - enhancement of bus Vulnerability- Reduce traffic flows Scheme - Scheme locations and coach networks High leading to improved air specific area Permanent and timescale of quality. - implementation In general the Frequent unknown. health of people in the Tees Valley + Minor Long term Direct Additive Medium is relatively poor Specific walking and Scheme - Scheme location with life cycling schemes to specific Permanent and timescale of expectancy below provide access to - implementation the national public transport will Frequent unknown average. Life encourage people to expectancy of choose healthier both females and modes males is lower Promote the than the regional + Minor Short - term Direct Additive Medium - enhancement of average ( and in Specific walking and Scheme - Scheme locations England. All five cycling and walking cycle schemes to specific area Permanent and timescale of networks, including of the Tees Valley provide access to - implementation local authorities their use for shorter public transport will Frequent unknown. journeys and are within the encourage people to integration with bus 30% most choose healthier deprived of the and rail networks for transport modes. longer journeys. 354 local authorities 1 nationally . Both + Major Short - term Direct Additive Medium - employment and Promotion of Walking Can be - Scheme locations health deprivation and cycling and implemented Permanent and timescale of are particularly implementation of through the - implementation evident in measures to make whole of the Frequent unknown. Hartlepool, walking a more Tees Valley. Middlesbrough attractive mode will and Redcar & lead to health benefits. Cleveland.

1 Based upon the rank of average score Whom James Jackson To improve the health and wellbeing of all by reducing health Worksheet SEA Objective inequalities and promoting healthier lifestyles Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected + Major Long term Indirect Additive Low Reduce traffic flows - leading to improved Permanent air quality. - Frequent

Continue to develop + Minor Long - term Indirect Additive Medium - the Tees Valley Metro Reduce traffic flows Scheme - Scheme locations project to improve leading to improved air specific area Permanent and timescale of connections to and quality. - implementation between employment Frequent unknown. centres

Improve the reliability + Minor Long - term Indirect Additive Medium of the highway Reduce traffic flows Scheme - Scheme locations network through the leading to improved air specific area Permanent and timescale of Network Management quality. - implementation Strategy Frequent unknown.

Recognise and + Major Short - term Direct Additive Low - enhance the role of Encouragement of Can be - cycling and walking active travel will lead encouraged Permanent networks in catering to health benefits. throughout the - for shorter commutes. Tees Valley Frequent

+ Major Long term Indirect Additive Low Reduce traffic flow - leading to improved Permanent air quality - Frequent Whom James Jackson To improve the health and wellbeing of all by reducing health Worksheet SEA Objective inequalities and promoting healthier lifestyles Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote a modal shift + Minor Short - term Direct Additive Low - from private car to bus Promoting public Site specific - and rail use through, transport will Permanent marketing, awareness encourage modal shift - raising, the Bus major from the car and lead Frequent scheme and Tees to improvements in Valley Metro health.

+ Minor Long term Indirect Additive Medium Reduced number of - Scheme locations car trips will lead to Permanent and timescale of improved air quality. - implementation Frequent unknown

Reduce the carbon + Major Long - term Indirect Additive Medium - emissions from the The reduction of - Tees Valley bus fleet vehicle emissions will Permanent in partnership with the assist in maintaining - major bus operators, air quality and Frequent through the Bus major ensuring that pollutant scheme levels remain below health-related objectives.

Whom James Jackson Worksheet SEA Objective To minimise the impact of the transport network on soil quality Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Short to Direct No High Individual schemes should enhancement of bus Vulnerability- Infrastructure long- term Sites unknown, look to protect loss or and coach networks High improvements leading - contamination pollution of soils that to potential loss or Permanent unknown Due to support valued habitats. The underlying pollution of soils that - deliverability issues geology of the support valuable Rare schemes will Tees Corridor is habitats. principally be split between within the existing solid rock and a highway boundary. thin covering of - Minor Short to long - Direct No High Remediation of clays, mud and Infrastructure term Sites unknown, contaminated scheme sites. silt. improvements that - contamination The Tees Valley lead to mobilisation of Permanent unknown Geodiversity contaminants. - Action Plan Rare database shows Promote the that there are 50 - Minor Short to Direct No High Individual schemes should enhancement of sites of Infrastructure long- term Sites unknown, look to protect loss or cycling and walking improvements leading - contamination pollution of soils that geodiversity networks, including to potential loss or Permanent unknown Due to support valued habitats. their use for shorter interest in the pollution of soils that - deliverability issues journeys and Tees Valley; six support valuable Rare schemes will integration with bus of which are in habitats. principally be and rail networks for Hartlepool, five in within the existing longer journeys. highway boundary. Stockton and 39 in Redcar and - Short to Direct Synergistic High Remediation of Infrastructure long- term Sites unknown, contaminated scheme sites. Cleveland. improvements that - contamination lead to mobilisation of Permanent unknown contaminants. - Rare Whom James Jackson Worksheet SEA Objective To minimise the impact of the transport network on soil quality Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop No anticipated effect the Tees Valley Metro from this option upon project to improve SEA objective connections to and between employment centres Improve the reliability - Minor Short to Direct No High Individual schemes should of the highway Infrastructure long- term Sites unknown, look to protect loss or network through the improvements leading - contamination pollution of soils that Network Management to potential loss or Permanent unknown Due to support valued habitats. Strategy pollution of soils that - deliverability issues support valuable Rare schemes will habitats. principally be within the existing highway boundary. - Minor Short to Direct No High Remediation of Infrastructure long- term Sites unknown, contaminated scheme sites. improvements that - contamination lead to mobilisation of Permanent unknown contaminants. - Rare Recognise and - Minor Short to Direct No High Individual schemes should enhance the role of Infrastructure long- term Sites unknown, look to protect loss or cycling and walking improvements leading - contamination pollution of soils that networks in catering to potential loss or Permanent unknown Due to support valued habitats. for shorter commutes. pollution of soils that - deliverability issues support valuable Rare schemes will habitats. principally be within the existing highway boundary. - Short to Direct No High Remediation of Infrastructure long- term Sites unknown, contaminated scheme sites. improvements that - contamination lead to mobilisation of Permanent unknown contaminants. - Rare Whom James Jackson Worksheet SEA Objective To minimise the impact of the transport network on soil quality Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote a modal shift 0 from private car to bus No anticipated effect and rail use through, from this option upon marketing, awareness raising, the Bus major SEA objective scheme and Tees Valley Metro

Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High 0 enhancement of bus Vulnerability- No anticipated effect and coach networks Low from this option upon In the Tees Valley, 35% of SEA objective rivers were in the Promote the top biological - Minor Short - Long Direct No High Minimise impermeable enhancement of quality band in New on and off road term Sites unknown surfacing. Consideration of cycling and walking 2008, compared routes may increase - Pollutants adequate drainage and networks, including with only 10% in impermeable area Permanent unknown SUDS techniques - their use for shorter 1990. In 2006, which in turn would - journeys and 52% of rivers in lead to increased Rare integration with bus the Tees Valley surface run- off and and rail networks for were in the top which may include longer journeys. quality band for pollutants that can chemical water pollute near by water quality, compared courses Continue to develop to only 9% in 0 the Tees Valley Metro 1990. The biological and No anticipated effect project to improve from this option upon connections to and chemical quality between employment of rivers is SEA objective centres expected to improve over the next few years Improve the reliability due to the Fresh 0 of the highway Water Fish No anticipated effect Directive. network through the from this option upon Network Management Strategy SEA objective Whom James Jackson Worksheet SEA Objective To minimise the impact of the transport network on the quality and quantity of the Tees Valley’s water resources Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and - Minor Short – Long Direct No High Individual schemes should enhance the role of Increased run off from term Sites unknown minimise the impact from cycling and walking new cycle and walking - Pollutants pollution run off. networks in catering routes may include Permanent Unknown A drainage plan should be for shorter commutes. pollutants that can - developed and pollution Rare traps should be provided pollute near by water and maintained. courses

Promote a modal shift 0 from private car to bus No anticipated effect and rail use through, from this option upon marketing, awareness raising, the Bus major SEA objective scheme and Tees Valley Metro

Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To minimise transport infrastructure exposure to flood risk Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High 0 enhancement of bus Vulnerability- No anticipated effect and coach networks Low from this option upon There are currently over SEA objective Promote the 9600 properties - Minor Long - term Direct No High Minimise impermeable enhancement of at risk of flooding New on and off road Flood risk may Location, number surfacing. Consideration of cycling and walking (not taking into routes may increase increase as and designs of adequate drainage and networks, including account impermeable area more schemes schemes unknown. SUDS techniques - their use for shorter defences) during which in turn would are journeys and the one per cent lead to increased constructed. integration with bus flood event. This surface run- off and - and rail networks for means almost 3 increased risk of Permanent longer journeys. per cent of the flooding. - catchment Rare population is at Continue to develop risk from the 1 0 the Tees Valley Metro per cent flood event No anticipated effect project to improve from this option upon connections to and between employment SEA objective centres

Improve the reliability 0 of the highway No anticipated change network through the from this option upon Network Management Strategy SEA objective Whom James Jackson Worksheet SEA Objective To minimise transport infrastructure exposure to flood risk Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and - Minor Long - term Direct No High Minimise impermeable enhance the role of New on and off road Flood risk may Location, number surfacing. Consideration of cycling and walking routes may increase increase as and designs of adequate drainage and networks in catering impermeable area more schemes schemes unknown. SUDS techniques - for shorter commutes. which in turn would are lead to increased constructed. surface run- off and - increased risk of Permanent flooding. - Rare

Promote a modal shift 0 from private car to bus No anticipated effects and rail use through, from this option upon marketing, awareness raising, the Bus major SEA objective scheme and Tees Valley Metro

Reduce the carbon 0 emissions from the No anticipated effects Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To safeguard and where possible to improve local air quality. Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Long - term Indirect No Low Ensure that options are in enhancement of bus Vulnerability- Improvements in - place to encourage travel to and coach networks Low public transport may Permanent public transport by Currently road result in more driving - sustainable modes. transport is a to public transport Frequent major source of interchanges and air pollution at increasing ground level in greenhouse gas the Tees Valley, emissions. with NO2 levels showing no signs + Major Long - term Indirect Additive Low of reducing. Increasing public Potentially - Increased traffic transport patronage positive effects Permanent or congestion may reduce numbers over the whole - may impact or car trips and of the Tees Frequent adversely upon associated pollutant Valley. air quality and which will assist in increase pollutant maintaining or concentrations to improving air quality. Whom James Jackson Worksheet SEA Objective To safeguard and where possible to improve local air quality. Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the harmful levels for + Major Long -term Indirect Synergistic Low - enhancement of humans and for Encouraging trips on Potentially - Also Additive . cycling and walking other sensitive foot may reduce trips positive effects Permanent networks, including receptors made by car, reduce over the whole - their use for shorter pollutant emissions of the Tees Frequent journeys and and assist in Valley. integration with bus maintaining or and rail networks for improving air quality longer journeys.

Continue to develop + Major Long - term Indirect Additive Low - the Tees Valley Metro This option may - project to improve encourage modal shift Permanent connections to and from car, thus - between employment potentially leading to Frequent centres reduced emissions from cars. Whom James Jackson Worksheet SEA Objective To safeguard and where possible to improve local air quality. Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Improve the reliability + Minor Long term Indirect Additive Low - of the highway Improving the flow of - network through the traffic through Permanent Network Management reducing the amount - Strategy of stop starting and Frequent encouraging consistent speeds may have a positive effect on air quality

Recognise and + Major Long -term Indirect Synergistic Low enhance the role of Encouraging trips on Potentially - Also Additive . cycling and walking foot may reduce trips positive effects Permanent networks in catering made by car, reduce over the whole - for shorter commutes. pollutant emissions of the Tees Frequent and assist in Valley. maintaining or improving air quality

Promote a modal shift + Major Long - term Indirect Additive Low - from private car to bus This option may - and rail use through, encourage modal shift Temporary marketing, awareness from car to bus thus - raising, the Bus major potentially leading to Frequent scheme and Tees reduced emissions Valley Metro from cars.

Reduce the carbon + Minor Long term Indirect Additive Low - emissions from the Encouraging take up - Tees Valley bus fleet of less polluting Permanent in partnership with the vehicles will have a - major bus operators, positive impact on air Frequent through the Bus major pollution levels scheme

Whom James Jackson To minimise greenhouse gases emissions Worksheet SEA Objective Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Long - term Indirect No Low Ensure that options are in enhancement of bus Vulnerability- Improvements in - place to encourage travel to and coach networks High public transport may Permanent public transport by result in more driving - sustainable modes. - In 2000, the Tees to public transport Frequent Valley’s total interchanges and carbon emissions increasing were around 20.5 greenhouse gas million tonnes emissions. (across all sectors). However, recent + Major Long - term Indirect Additive Low data published by However, increasing Potentially - Also the Department public transport positive for the Permanent synergistic for Energy and patronage may reduce Tees Valley - Climate Change numbers of car trips and beyond Frequent shows that this and associated figure has greenhouse gas dropped to emissions. approximately 6.7 million in 2007. Promote the + Major Long -term Indirect Additive Low - Carbon emissions enhancement of Encouraging trips on Potentially - for industry in the cycling and walking foot may reduce trips positive for the Permanent North East are networks, including made by car and Tees Valley - greater than the their use for shorter associated and beyond. Frequent average for journeys and greenhouse gas England, but road integration with bus emissions. transport and rail networks for emissions are longer journeys. below average. Whom James Jackson To minimise greenhouse gases emissions Worksheet SEA Objective Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop + Major Long - term Indirect Additive Low - the Tees Valley Metro This option may - project to improve encourage modal shift Permanent connections to and from car to bus thus - between employment potentially leading to Frequent centres reduced greenhouse gas emissions from cars.

Improve the reliability + Major Long -term Indirect Additive Low - of the highway Improved traffic Will potentially - network through the management may affect the Permanent Network Management reduce congestion whole Tees - Strategy and thus reduce Valley area. Frequent greenhouse gas emissions.

- Minor Long term Indirect No Medium Any re-routing should If re-routing causes - Scheme details consider the shortest vehicles to travel Permanent unknown. Negative possible route further then - effects may be greenhouse gas Frequent neutralised by emissions may reduced increase as a result congestion

Recognise and + Major Long - term Direct Additive Low - enhance the role of This option will - cycling and walking encourage modal shift Permanent networks in catering to walking and cycling - for shorter commutes. and reduce Frequent greenhouse gas emissions. Whom James Jackson To minimise greenhouse gases emissions Worksheet SEA Objective Completed Date 9th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote a modal shift + Major Long - term Direct Additive Low - from private car to bus Increasing public - Also and rail use through, transport patronage Permanent synergistic marketing, awareness will increase the fuel - raising, the Bus major efficiency of buses Frequent scheme and Tees and trains, leading to Valley Metro lower greenhouse emissions per passenger.

+ Major Long term Direct Additive Low This option will - encourage mode shift Permanent to public transport and - reduce greenhouse Frequent gas emissions

Reduce the carbon + Major Long - term Indirect Synergistic Low - emissions from the Encouraging the use - Tees Valley bus fleet of lower carbon Permanent in partnership with the vehicles will assist in - major bus operators, minimising emissions. Frequent through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To minimise the vulnerability of the transport infrastructure to climate change Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Long - term Direct No Low Design schemes to take enhancement of bus Vulnerability- Enhancing network - account of latest predictions and coach networks High provides opportunity Permanent of impacts of climate The Tees Valley - change. Climate Change to build in network Frequent Adaptation Study resilience has identified how Promote the transport might + Minor Long - term Direct No Low Design schemes to take enhancement of be affected by Enhancing network - account of latest predictions climate change. cycling and walking provides opportunity Permanent of impacts of climate networks, including The main - change. their use for shorter concerns relate to to build in network Frequent journeys and flooding and resilience integration with bus winter disruption and rail networks for and their impact longer journeys. on reliability.

Continue to develop 0 the Tees Valley Metro No anticipated effect project to improve from this option upon connections to and between employment SEA objective centres Improve the reliability + Minor Long - term Direct No Low Design schemes to take of the highway Enhancing network - account of latest predictions network through the provides opportunity Permanent of impacts of climate Network Management - change. Strategy to build in network Frequent resilience Recognise and + Minor Long - term Direct No Low Design schemes to take enhance the role of Enhancing network - account of latest predictions cycling and walking provides opportunity Permanent of impacts of climate networks in catering - change. for shorter commutes. to build in network Frequent resilience Whom James Jackson Worksheet SEA Objective To minimise the vulnerability of the transport infrastructure to climate change Completed 9th February 2011 Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote a modal shift 0 from private car to bus No anticipated effect and rail use through, from this option upon marketing, awareness raising, the Bus major SEA objective scheme and Tees Valley Metro

Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson To protect and enhance the quality, local distinctiveness cultural, Worksheet SEA Objective historic and archaeological assets of the rural and urban environments Completed 9th February 2011 and their settings Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Long -term - - Low/Medium If necessary undertake enhancement of bus Vulnerability- Schemes may impact - archaeological assessment. and coach networks Low negatively in terms of Permanent Ensure street furniture and The city-region’s visual impact, or the - signage is not visually cultural and conservation of Rare intrusive with regard to sites historic heritage sensitive sites. of recognised cultural are portrayed heritage. through buildings, Consult with Local Authority landscapes and Conservation team monuments and structures. The Promote the range extends - Minor Long -term Indirect No Medium Consultation should be enhancement of from bronze and Schemes may impact Potentially - Schemes and undertaken with relevant cycling and walking iron Age remains negatively in terms of negative Permanent locations unknown Local Authority conservation networks, including in the Eston Hills visual impact, or the effects in the - section at an early stage of their use for shorter to the Transporter conservation of vicinity of the Rare scheme development for journeys and Bridge in sensitive sites. scheme. scheme likely to impact integration with bus Middlesbrough. upon the Tees Valley and rail networks for There are 1360 heritage assets. longer journeys. listed buildings,, Location and placement of 100 scheduled physical measures must be monuments and carefully considered to 59 conservation prevent negative visual areas. impact upon culturally important locations. + Major Long -term Indirect No Medium - Encouraging trips on Potentially - Schemes and foot may reduce trips positive effects Permanent locations unknown made by car, over the whole - changing traffic flows of the East Rare which may improve Riding. the visual aesthetic and maintain air quality which will reduce air pollution damage. Whom James Jackson To protect and enhance the quality, local distinctiveness cultural, Worksheet SEA Objective historic and archaeological assets of the rural and urban environments Completed 9th February 2011 and their settings Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop - Minor Long -term Direct - Low/Medium Consultation should be the Tees Valley Metro Schemes may impact - undertaken with relevant project to improve negatively in terms of Permanent Local Authority conservation connections to and visual impact, or the - section at an early stage of between employment conservation of Rare scheme development for centres sensitive sites, for scheme likely to impact example, buried upon the Tees Valley archaeological heritage assets. features, Location and placement of physical measures must be carefully considered to prevent negative visual impact upon culturally important locations.

Improve the reliability - Minor Long -term Direct - Low If necessary undertake of the highway Additional signage - archaeological assessment. network through the may have a visual Permanent Ensure street furniture and Network Management impact upon cultural - signage is not visually Strategy heritage sites. Rare intrusive with regard to sites of recognised cultural heritage. When new schemes are introduced consideration should be given to undertaking an audit of public realm to identify relevant structures and signage which may already be in place. Whom James Jackson To protect and enhance the quality, local distinctiveness cultural, Worksheet SEA Objective historic and archaeological assets of the rural and urban environments Completed 9th February 2011 and their settings Date

Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and + Major Medium - Indirect Additive Low enhance the role of Encouraging term cycling and walking alternative modes to - networks in catering the car may. This may Permanent for shorter commutes. reduce trips made by - car, changing traffic Frequent flows which may improve the visual aesthetic and maintain air quality which will reduce air pollution damage.

Promote a modal shift + Major Long -term Indirect Additive Low - from private car to bus This option may - and rail use through, encourage modal shift Temporary marketing, awareness from car to bus. This - raising, the Bus major may reduce trips Rare scheme and Tees made by car, Valley Metro changing traffic flows which may improve the visual aesthetic and maintain air quality which will reduce air pollution damage. Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this option on in partnership with the major bus operators, SEA Objective. through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Long -term Indirect Additive Low - enhancement of bus Vulnerability- Increasing public Effects are - and coach networks Low transport may reduce likely to be Permanent The Tees Valley trips made by car. local - area contains a This may reduce Frequent range of pollutant emissions, characteristics congestion, and the including gently visual intrusion of undulating traffic upon the farmland, estuary landscape. and coastal areas Promote the as well as the + Minor Long -term Indirect Additive Low/medium - enhancement of urban areas Encouraging trips on Effects are - cycling and walking dominated by foot may reduce trips likely to be Permanent networks, including industry. made by car. This local - their use for shorter may reduce pollutant Rare journeys and emissions, congestion integration with bus and the visual and rail networks for intrusion of traffic longer journeys. upon the landscape.

- Minor Long -term Indirect - Low If deemed necessary a Schemes may impact - landscape impact negatively in terms of Permanent assessment may be visual impact, or the - undertaken. conservation of Rare Ensure street furniture and sensitive sites, for signage is not visually example, SSSI’s. intrusive with regard to the landscape/townscape setting. Whom James Jackson Worksheet SEA Objective To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop + Major Long -term Indirect Additive Low - the Tees Valley Metro Providing alternatives - project to improve to the car may reduce Permanent connections to and trips made by car. - between employment This may reduce Rare centres pollutant emissions, congestion, and the visual intrusion of traffic upon the landscape. - Minor Long -term Indirect - Low If deemed necessary a Development of routes - landscape impact and infrastructure for Permanent assessment will be Tees Valley Metro - undertaken. Ensure street may impact negatively Rare furniture and signage is not in terms of visual visually intrusive with regard impact, or the to the landscape/townscape conservation of setting. sensitive sites, for example, SSSI’s. Improve the reliability - Minor Long -term Direct - Low If deemed necessary a of the highway Schemes may impact - landscape impact network through the negatively in terms of Permanent assessment may be Network Management visual impact or the - undertaken. Ensure street Strategy conservation of Rare furniture and signage is not sensitive sites visually intrusive with regard to the landscape/townscape.

+ Minor Long -term Direct Additive Low Reducing congestion - may have a positive Permanent impact upon the visual - intrusion of traffic Rare upon the landscape Whom James Jackson Worksheet SEA Objective To protect and enhance the quality and diversity of rural and urban landscapes, particularly those areas of high landscape value Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and + Major Long -term Indirect Additive Low - enhance the role of Providing alternatives - cycling and walking to the car may reduce Permanent networks in catering trips made by car. - for shorter commutes. This may reduce Rare pollutant emissions, congestion, and the visual intrusion of traffic upon the landscape. - Minor Long -term Indirect Low If necessary a Landscape Schemes may impact - impact assessment may be negatively in terms of Permanent undertaken. visual impact or the - Ensure street furniture is not conservation of Rare visually intrusive with regard sensitive sites to Landscape/townscape setting

Promote a modal shift + Minor Long - term Indirect Additive Low - from private car to bus Providing alternatives Effects are – and rail use through, to the car may reduce likely to be Temporary marketing, awareness trips made by car. local - raising, the Bus major This may reduce Rare scheme and Tees pollutant emissions, Valley Metro congestion, and the visual intrusion of traffic upon the landscape.

Reduce the carbon o emissions from the No anticipated effects Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To minimise noise pollution Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Major Long - term Indirect Additive Medium - enhancement of bus Vulnerability- Increasing public - and coach networks Low transport patronage Permanent may reduce the - The CPRE number of vehicles on Frequent tranquillity index the road and maintain suggests that the or reduce noise levels. North East as a - Minor Long - term Indirect No Number of future Consider whether additional whole is the most Increasing public - PT vehicles PT will concentrate the tranquil area in transport patronage Permanent unknown. Would movement of PT vehicles in England, however may increase the - need to be 25% one location. the Urban nature number of trains and Frequent increase in traffic of the Tees uses and lead to to affect noise Valley, means increased noise levels significantly. that the 5 levels. authorities in the Promote the area are below + Minor Long - term Indirect Additive Low - enhancement of average for the Encouraging walking Area specific - cycling and walking region with and cycling instead of to roads with Permanent networks, including scores ranging driving will assist in altered traffic - their use for shorter from -13 to -56 reducing noise levels flows. Frequent journeys and compared to a from road traffic. integration with bus score of 15.3 for - Minor Short - term Direct No Medium Production and adherence and rail networks for the region as a longer journeys. Construction works to - Scheme locations to noise management plan whole. implement schemes Temporary unknown during construction works. may cause noise and - vibration nuisance at Rare nearby sensitive receptors. Whom James Jackson Worksheet SEA Objective To minimise noise pollution Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Continue to develop + Minor Short - term Indirect Additive Low - the Tees Valley Metro This option may lead - project to improve to a modal shift from Permanent connections to and cars to public - between employment transport. This may Frequent centres reduce the number of vehicle son the road network and help to maintain or reduce noise levels. Improve the reliability + Minor Short - term Indirect Additive Low - of the highway Relieving congestion - network through the may decrease noise Permanent Network Management levels at specific - Strategy locations. Rare

Recognise and + Minor Short - term Indirect Additive Low - enhance the role of This option will - cycling and walking encourage modal shift Permanent networks in catering from car use to other - for shorter commutes. modes. This will Frequent potentially reduce the number of motorised vehicles on the road network and maintain or reduce noise levels. Promote a modal shift + Minor Long - term Indirect Additive Low - from private car to bus This option may lead - and rail use through, to a modal shift from Temporary marketing, awareness cars to public - raising, the Bus major transport. This may Frequent scheme and Tees reduce the number of Valley Metro vehicle son the road network and help to maintain or reduce noise levels. Whom James Jackson Worksheet SEA Objective To minimise noise pollution Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this options upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To reduce the number of people killed and seriously injured in road collisions Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Long - term Direct No Medium Ensure new routes and enhancement of bus Vulnerability- The encouragement of Scheme - Scheme locations improvements are as safe and coach networks High walking and cycling to specific Permanent unknown. as possible, for example access public - provide safe crossing points All Tees Valley transport may lead to Frequent where needed and ensure authorities have an increase in the risk they are designed in seen a decline in of accidents for these accordance with current both KSI vulnerable road guidance. casualties and network users. Make road safety education child KSI available to all. Ensure casualties since drivers are aware of 1994, with the pedestrian and cycle exception of facilities to avoid conflict Redcar & with pedestrians and cyclists. Cleveland where the former has increased slightly. + Minor Long - term Direct No Medium - The decline in The encouragement of - Scheme locations KSI casualties in public transport use Permanent unknown. Middlesbrough should reduce car use - and Stockton and therefore lower Frequent however, have the number of not been in line accidents involving with that drivers. Promote the nationally. The - Minor Long - term Direct No Medium Ensure new routes and enhancement of number of child The encouragement of Scheme - Scheme locations route enhancements are as cycling and walking KSI casualties walking may increase specific Permanent unknown. safe as possible they must networks, including has been the risk of accidents - be designed in accordance their use for shorter particularly good for these vulnerable Frequent with current pedestrian journeys and in Darlington, road network users. route design guidance, for integration with bus Hartlepool and example DMRB TA90/05: and rail networks for Redcar and The geometric design of longer journeys. Cleveland, where pedestrian, cycle and the reduction has equestrian routes. Ensure been greater than drivers are aware of the national pedestrian facilities to avoid average. conflict with pedestrians. Whom James Jackson Worksheet SEA Objective To reduce the number of people killed and seriously injured in road collisions Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected + Minor Long - term Direct No Low - This option will Scheme - provide new facilities specific Permanent which will provide safe - routes for pedestrians. Frequent

Continue to develop + Minor Long - term Direct No Medium - the Tees Valley Metro The encouragement of - Scheme locations project to improve public transport use Permanent unknown. connections to and should reduce car use - between employment and therefore lower Frequent centres the number of accidents involving drivers.

Improve the reliability + Minor Long - term Direct No Low - of the highway Reducing traffic Scheme - network through the speeds where specific Permanent Network Management numbers of accidents - Strategy are high could reduce Frequent the risk of casualties.

Recognise and - Minor Long - term Direct No Medium improvements are as safe enhance the role of The encouragement of Scheme - Scheme locations as possible, for example cycling and walking walking and cycling specific Permanent unknown. provide safe crossing points networks in catering may lead to an - where needed and ensure for shorter commutes. increase in the risk of Frequent they are designed in accidents for these accordance with current vulnerable road guidance. Make road safety network users. education available to all. Ensure drivers are aware of pedestrian and cycle facilities to avoid conflict with pedestrians and cyclists Whom James Jackson Worksheet SEA Objective To reduce the number of people killed and seriously injured in road collisions Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected + Minor Long - term Direct No Low - This option will Scheme - provide new facilities specific Permanent which will provide safe - routes for pedestrians. Frequent

Promote a modal shift + Minor Long - term Direct No Medium - from private car to bus The encouragement of - Scheme locations and rail use through, public transport use Permanent unknown. marketing, awareness should reduce car use - raising, the Bus major and therefore lower Frequent scheme and Tees the number of Valley Metro accidents involving drivers. Reduce the carbon 0 emissions from the No anticipated effect Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To improve accessibility, sustainable and public transport links to key services, facilities and employment opportunities Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Long -term Direct Synergistic Low - enhancement of bus Vulnerability- The promotion of Effects are - Also Additive and coach networks Low public transport may likely to be local Permanent This shows that improve accessibility - the Tees Valley is to key services and Frequent predominately make areas more urban, therefore accessible. rural accessibility is not a key Promote the issue., although + Minor Long -term Direct Synergistic Low - enhancement of this is more of an The promotion of Effects are - Also Additive cycling and walking issue in areas of walking and cycling likely to be Permanent networks, including Redcar and may improve local - their use for shorter Cleveland. accessibility within Frequent journeys and and between integration with bus settlements and to key and rail networks for services. . longer journeys.

Continue to develop + Major Long -term Direct Synergistic Low - the Tees Valley Metro Improved connectivity Effects are - Additive project to improve between the bus and likely across Permanent connections to and rail network and the Tees - between employment employment centres Valley area Frequent centres may improve accessibility.

Improve the reliability + Minor Long -term Direct Additive Low - of the highway Improving the Across the - network through the reliability of the Tees Valley. Permanent Network Management highway network may - Strategy reduce congestion Frequent and bus journey times and therefore improve accessibility. Whom James Jackson Worksheet SEA Objective To improve accessibility, sustainable and public transport links to key services, facilities and employment opportunities Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and + Minor Long -term Direct Synergistic Low - enhance the role of The promotion of Effects are - Additive cycling and walking walking, cycling, and likely to be Permanent networks in catering public transport may local - for shorter commutes. improve accessibility Frequent to key services and make areas more accessible.

Promote a modal shift + Minor Long -term Indirect Additive Low - from private car to bus The provision of Effects are - Also and rail use through, accurate timetable likely to be Permanent synergistic marketing, awareness information may local - raising, the Bus major improve accessibility Frequent scheme and Tees to areas serviced by Valley Metro public transport.

Reduce the carbon 0 emissions from the No anticipated effects Tees Valley bus fleet from this options upon in partnership with the major bus operators, SEA objective through the Bus major scheme

Whom James Jackson Worksheet SEA Objective To encourage strong, diverse and sustainable economic growth Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High + Minor Long -term Indirect Synergistic Low - enhancement of bus Vulnerability- The promotion of Effects are - Also Additive and coach networks Low public transport may likely to be Permanent The economic assist in the economic local - landscape of the regeneration of some Frequent area has changed settlements by significantly as improving access for manufacturing both employees and has declined. All customers alike. five of the Tees Promote the Valley local + Minor Long -term Indirect Synergistic Low - enhancement of authorities are The promotion of Effects are - Also Additive cycling and walking within the 30% Walking may assist in likely to be Permanent networks, including most deprived of the regeneration of local - their use for shorter the 354 local some settlements and Frequent journeys and authorities the and the integration with bus nationally. encouragement off a and rail networks for Unemployment stronger local longer journeys. levels are high economy within and there is skills communities. deficiency in the Continue to develop + Major Long -term Indirect Synergistic Low - area the Tees Valley Metro Improved connectivity Effects are - Additive project to improve between the Tees likely to be Permanent connections to and Valley Metro and across the - between employment employment centres Tees Valley Frequent centres will improve accessibility and promote economic growth

Whom James Jackson Worksheet SEA Objective To encourage strong, diverse and sustainable economic growth Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Improve the reliability + Minor Long -term Indirect Additive Low - of the highway Targeted traffic Effects are - network through the management likely to be Permanent Network Management schemes and local - Strategy associated reduction Frequent in congestion may improve conditions for local businesses, thus benefitting the economy. Recognise and + Minor Long -term Indirect Synergistic Low - enhance the role of The promotion of Effects are - Additive cycling and walking walking and cycling likely to be Permanent networks in catering may assist in the local - for shorter commutes. economic Frequent regeneration of some settlements by improving access and encouraging tourism.

Promote a modal shift + Minor Long -term Indirect Additive Low - from private car to bus Modal shift will reduce Effects are - and rail use through, congestion and likely to be Permanent marketing, awareness improve accessibility local - raising, the Bus major making the area more Frequent scheme and Tees attractive for Valley Metro investment.

Reduce the carbon - Minor Long -term Indirect Synergistic Low - emissions from the Promoting the use of Effects are - Additive Tees Valley bus fleet cleaner vehicles may likely to be Permanent in partnership with the have an initial local - major bus operators, detrimental cost Frequent through the Bus major impact on local bus scheme operators.

Whom James Jackson Worksheet SEA Objective To maximise the efficient use of materials and minimise the production of waste Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Promote the Value - High - Minor Long -term Direct No Low Where possible recycle enhancement of bus Vulnerability- Minor infrastructure - aggregates to minimise the and coach networks Low improvements may Permanent impact of the transport use primary - system upon mineral The Sustainability aggregates. Rare resources. Reduce waste Appraisal of the from construction by Tees Valley Joint recycling when possible. Minerals and Promote the - Minor Long -term Direct No Low Where possible recycle Waste enhancement of Construction of new - aggregates to minimise the Development cycling and walking cycle routes may use Permanent impact of the transport Plan Documents networks, including primary aggregates. - system upon mineral (2009) states that their use for shorter Rare resources. Reduce waste there is a need to journeys and from construction by move towards integration with bus recycling when possible. sustainable waste and rail networks for management and longer journeys. achieve as much Continue to develop value from - Minor Long -term Direct No Low Where possible recycle the Tees Valley Metro resources as Infrastructure - aggregates to minimise the project to improve possible. This is improvements may Permanent impact of the transport connections to and driven by factors use primary - system upon mineral between employment such as aggregates. Rare resources. Reduce waste centres increasing from construction by volumes of waste, recycling when possible. a decreasing landfill capacity, Improve the reliability 0 and higher of the highway targets for reuse No anticipated effects network through the and recycling of from this option upon Network Management waste Strategy SEA objective Whom James Jackson Worksheet SEA Objective To maximise the efficient use of materials and minimise the production of waste Completed Date 10 th February 2011 Description of Level of the Value & Timing, Potential Measures and Magnitude of Cause/ effect uncertainty and Suggested Mitigation and Vulnerability of Nature of effect Duration & Cumulative Options effect relationship description its Implementation the area likely to occurrence Effects

be affected Recognise and - Minor Long -term Direct No Low Where possible recycle enhance the role of Construction of new - aggregates to minimise the cycling and walking cycle and walking Permanent impact of the transport networks in catering routes may use - system upon mineral for shorter commutes. primary aggregates. Rare resources. Reduce waste from construction by recycling when possible. Promote a modal shift 0 from private car to bus No anticipated effects and rail use through, from this option upon marketing, awareness raising, the Bus major SEA objective scheme and Tees Valley Metro Reduce the carbon 0 emissions from the No anticipated effects Tees Valley bus fleet from this option upon in partnership with the major bus operators, SEA objective through the Bus major scheme